JP2021191660A - Autonomous emergency braking system - Google Patents

Abstract

To provide an autonomous emergency braking (AEB) system which can enhance a collision damage mitigation effect against another vehicle performing harassing driving.SOLUTION: An automatic emergency braking (AEB) system comprises: a vehicle speed acquisition section which acquires a travel speed of an own vehicle; a vehicle information acquisition section which acquires information on another vehicle around the own vehicle; an AEB control device which activates an automatic brake of the own vehicle when there is a possibility of the own vehicle collides with an object in front thereof; and a determination section which determines harassing driving of the other vehicle on the basis of the information thereon. The AEB system makes a timing to start activation of the automatic brake faster when the determination section determines the harassing driving of the other vehicle than when the determination section does not determine the harassing driving thereof.SELECTED DRAWING: Figure 1

Description

The present invention relates to a collision damage mitigation braking system configured to operate an automatic brake in order to reduce collision damage with another vehicle that performs harassing driving.

In general, harassment driving, which is sometimes called "driving", has become a social problem. For example, examples of harassment driving include the following actions (a) to (g).
(A) The act of the offending vehicle suddenly interrupting the front of the damaged vehicle (hereinafter referred to as "harassment interruption")
(B) The act of the offending vehicle suddenly braking in front of the damaged vehicle (hereinafter referred to as "harassment sudden braking")
(C) The act of pursuing the damaged vehicle in a state where the perpetrator is behind the damaged vehicle and the distance between the vehicle and the damaged vehicle is narrowed (hereinafter referred to as "harassment pursuit").
(D) The act of the offending vehicle narrowing the distance between the offending vehicle and the damaged vehicle in the vehicle width direction (hereinafter referred to as "harassment width adjustment").
(E) The act of traveling behind the damaged vehicle with the perpetrator repeatedly blinking the headlights or switching between the high beam and low beam of the headlights (hereinafter referred to as "harassment passing").
(F) The act of the perpetrator meandering in front of the damaged vehicle (hereinafter referred to as "harassment meandering")
(G) The act of the offending vehicle repeatedly applying the brakes in front of the damaged vehicle (hereinafter referred to as "harassment and repeated braking").

As a means for dealing with harassment driving in a vehicle, a collision damage mitigation brake (hereinafter, referred to as "AEB" as necessary) configured to avoid a collision with an object located in the traveling direction of the vehicle can be mentioned. Will be. For example, in AEB, in a situation where an object suddenly pops out in front of a vehicle from behind a shield such as a vehicle, if it takes a long time to determine the possibility of collision with this object, the collision with the object is avoided. There is a problem that there is not enough time to brake the vehicle.

Various AEB techniques have been proposed to address such problems. As an example of AEB technology, there is a collision determination device that determines the possibility of collision between the own vehicle and a moving object, and it is determined by this collision determination device that the possibility of collision between the own vehicle and a moving object is high. It is a collision mitigation device that alleviates a collision in some cases, and the collision determination device determines whether or not the own vehicle collides with a moving object detected in the captured image, and the moving object is the moving object. A shielding determination means for determining whether or not at least a part of the above is a shielded state indicating a state of being hidden behind another target or a state of appearing from the shadow of another target, and a moving object in a shielded state. In some cases, the collision determining means has a setting changing means for setting a shorter time until the collision-related determination is completed as compared with the case where the moving object is not in the shielded state, and the collision determining means has a movement locus of the moving object. An example is a collision mitigation device configured to perform a collision determination by calculating. (See, for example, Patent Document 1.)

Japanese Unexamined Patent Publication No. 2014-213767

However, in harassment driving, it is extremely rare for the offending vehicle to suddenly jump out in front of the damaged vehicle from behind a shield, and in particular, harassment interruptions and / or harassment sudden braking do not apply to this situation. Therefore, as in the above example of the AEB technique, when the moving object is in the shielded state, the time until the collision determination means finishes the determination regarding the collision is set shorter than in the case where the moving object is not in the shielded state. In a situation where harassment interruption and / or harassment sudden braking is performed, there is not enough time to brake the vehicle, and as a result, the effect of reducing collision damage to other vehicles performing harassment driving is sufficiently obtained. There is still a risk that it will not be possible.

Further, in the case of performing collision determination by calculating the movement locus of a moving object as in the above example of AEB technology, if the time until the collision determination is completed is shortened, the calculation time of the movement locus cannot be sufficiently obtained. Therefore, an accurate movement locus cannot be calculated, and as a result, the accuracy of collision determination may be lowered. In this case as well, there is still a possibility that the effect of reducing collision damage to other vehicles that perform harassment driving cannot be sufficiently obtained.

In view of such circumstances, it is desired that the collision damage mitigation braking system enhances the collision damage mitigation effect on other vehicles that perform harassment driving.

In order to solve the problem, the collision damage mitigation braking system according to one aspect can acquire information on a vehicle speed acquisition unit configured to acquire the traveling speed of the own vehicle and other vehicles located in the vicinity of the own vehicle. When there is a possibility that a vehicle information acquisition unit configured in the above and a front object located in front of the own vehicle and which may correspond to the other vehicle may collide with the own vehicle, the own vehicle automatically Based on the AEB control device configured to execute the AEB control for operating the brake and the acquisition information of the other vehicle acquired by the vehicle information acquisition unit, the other vehicle performs the AEB control on the own vehicle. A collision damage mitigation braking system including a harassment determination unit configured to be able to determine the presence or absence of harassment operation, wherein the automatic brake operation start timing when the harassment determination unit determines that harassment operation is present is described. The harassment determination unit is configured to execute the brake advance control earlier than the operation start timing of the automatic brake when it is determined that there is no harassment operation.

In the collision damage mitigation braking system according to one aspect, the collision damage mitigation effect on other vehicles performing harassment driving can be enhanced.

FIG. 1 is a block diagram of a vehicle including a collision damage mitigation brake (AEB) system according to an embodiment. FIG. 2 is a plan view for explaining harassment interruption and harassment sudden braking. FIG. 3 is a plan view for explaining the harassment pursuit. FIG. 4 is a plan view for explaining harassment width adjustment. FIG. 5 is a plan view for explaining harassment passing. FIG. 6 is a plan view for explaining harassment meandering. FIG. 7 is a plan view for explaining the harassment repetitive braking. FIG. 8 is a flowchart for explaining the AEB control according to the embodiment. FIG. 9 is a flowchart for explaining a control method of the AEB system according to the embodiment. FIG. 10 is a flowchart for explaining the determination of harassment pursuit among the determinations of harassment driving according to the embodiment. FIG. 11 is a flowchart for explaining the determination of the harassment width adjustment among the determinations of the harassment operation according to the embodiment. FIG. 12 is a flowchart for explaining the determination of harassment passing among the determinations of harassment driving according to the embodiment. FIG. 13 is a flowchart for explaining the determination of harassment meandering among the determinations of harassment driving according to the embodiment. FIG. 14 is a flowchart for explaining the determination of the harassment repeated brake among the determinations of the harassment driving according to the embodiment.

A collision damage mitigation brake system according to an embodiment will be described below together with a vehicle equipped with the brake system. The vehicle equipped with the collision damage mitigation brake (hereinafter, referred to as "AEB" if necessary) system according to the present embodiment is an automobile. However, such a vehicle may be a vehicle other than an automobile. In the present specification, the left side means the left hand side when the vehicle faces forward, and the right side means the right hand side when the vehicle faces forward.

"Outline of AEB system and vehicle"
The outline of the AEB system 10 and the vehicle 1 equipped with the AEB system 10 according to the present embodiment will be described with reference to FIGS. 1 to 7. That is, the AEB system 10 and the vehicle 1 are generally configured as follows.

As shown in FIG. 1, the AEB system 10 has a vehicle speed acquisition unit 11 configured to be able to acquire the traveling speed of the own vehicle 1. Referring to FIGS. 1 to 7, the AEB system 10 has a vehicle information acquisition unit 12 configured to be able to acquire information on another vehicle A located in the vicinity of the own vehicle 1. The own vehicle 1 means the vehicle 1 itself, while the other vehicle A means a vehicle A other than the vehicle 1.

The AEB system 10 executes AEB control (collision damage mitigation brake control) that activates the automatic brake of the own vehicle 1 when the front object B located in front of the own vehicle 1 may collide with the own vehicle 1. It has an AEB brake control device (collision damage mitigation control device) 13 configured to do so. The other vehicle A may correspond to this forward object B. The AEB system 10 is a harassment determination unit configured to be able to determine the presence or absence of harassment driving performed on the own vehicle 1 by the other vehicle A based on the acquisition information of the other vehicle A acquired by the vehicle information acquisition unit 12. Has 14.

In such an AEB system 10, the operation start timing of the automatic brake when the harassment determination unit 14 determines that there is harassment operation is set to be higher than the operation start timing of the automatic brake when the harassment determination unit 14 determines that there is no harassment operation. It is configured to perform early brake advance control.

Further, the AEB system 10 according to the present embodiment can be roughly configured as follows. As shown in FIGS. 1 and 2, the AEB system 10 has a front detection unit 40 configured to be able to detect the front object B. In FIG. 2, the other vehicle A that performs harassment interruption and harassment sudden braking corresponds to the front object B. In FIG. 2, the other vehicle A before movement indicated by the virtual line performs a harassment interrupt to move in front of the own vehicle 1 as indicated by the one-sided arrow X, and further, the other vehicle A after movement indicated by the solid line. However, he is harassing and suddenly braking by applying a sudden brake in front of his own vehicle 1.

The AEB control device 13 is configured to be capable of executing object recognition for recognizing the existence of the front object B when the front detection unit 40 detects the front object B over a predetermined object recognition time. The brake forward control is the object recognition set when the harassment determination unit 14 determines that the second set value w2 of the object recognition time is set when the harassment determination unit 14 determines that the harassment operation is present, and the harassment determination unit 14 determines that there is no harassment operation. It is executed by making the time shorter than the first set value w1.

As shown in FIG. 3, the vehicle information acquisition unit 12 is configured to be able to acquire a rear distance from another vehicle A located behind the own vehicle 1. In the harassment determination unit 14, the acquired value e of the traveling speed of the own vehicle 1 is equal to or higher than the predetermined traveling speed threshold value e0, and the acquired value f of the rear distance acquired by the vehicle information acquisition unit 12 is the predetermined rear distance threshold value f0. It is configured to determine that there is harassment operation when the calculated value g of the follow-up continuation time obtained by calculating the duration of the following states is equal to or larger than the predetermined follow-up continuation time threshold value g0. In this case, it is determined that there is harassment pursuit among the harassment driving.

As shown in FIG. 4, the vehicle information acquisition unit 12 is configured to be able to acquire a lateral distance from another vehicle A located on the side of the own vehicle 1. In the harassment determination unit 14, the acquired value e of the traveling speed of the own vehicle 1 is equal to or higher than the predetermined traveling speed threshold value e0, and the acquired value h of the lateral distance acquired by the vehicle information acquisition unit 12 is the predetermined lateral distance. When the calculated value i of the width-alignment duration calculated for the duration of the state of being equal to or less than the threshold value h0 is equal to or more than the predetermined width-alignment continuation time threshold i0, it is configured to determine that the harassment operation is present. In this case, it is determined that there is harassment width adjustment in the harassment operation.

As shown in FIG. 5, the vehicle information acquisition unit 12 is configured to be able to acquire information on the headlight C of the other vehicle A located behind the own vehicle 1. The harassment determination unit 14 was acquired by the vehicle information acquisition unit 12 within a predetermined passing determination time j while the acquisition value e of the traveling speed of the own vehicle 1 was larger than about 0 (zero) km / h. The calculated value k of the number of blinks of the headlight C calculated based on the acquired information of the headlight C is equal to or more than the predetermined number of blinking thresholds k0, or is calculated based on the acquired information of the headlight C. When the calculated value m of the number of times of switching between the high beam and the low beam in the headlight C is equal to or more than the predetermined number of times of switching threshold m0, it is configured to determine that there is harassment operation. In this case, it is determined that there is harassment passing among the harassment driving.

As shown in FIG. 6, the vehicle information acquisition unit 12 is configured to be able to acquire the front distance from the other vehicle A located in front of the own vehicle 1. The vehicle information acquisition unit 12 is configured to be able to acquire information on the movement locus of another vehicle A located in front of the own vehicle 1. The harassment determination unit 14 is acquired by the vehicle information acquisition unit 12 when the acquisition value n of the front distance acquired by the vehicle information acquisition unit 12 is equal to or less than the predetermined forward distance threshold value n0 and is indicated by the one-sided arrow Y. When it is determined that the other vehicle A is meandering based on the acquisition information of the movement locus of the other vehicle A, it is configured to determine that there is harassment driving. In this case, it is determined that there is harassment meandering in the harassment driving.

As shown in FIG. 7, the vehicle information acquisition unit 12 is configured to be able to acquire information on the brakes of another vehicle A located in front of the own vehicle 1. The harassment determination unit 14 was acquired by the vehicle information acquisition unit 12 within a predetermined brake determination time p while the acquisition value e of the traveling speed of the own vehicle 1 was larger than about 0 (zero) km / h. When the calculated value q of the number of brakes calculated based on the acquisition information of the brakes is equal to or greater than the predetermined number of brakes threshold q0, it is configured to determine that there is harassment operation. In this case, it is determined that there is a harassment repeated brake in the harassment driving.

"Details of AEB system and vehicle"
With reference to FIGS. 1 to 7, the AEB system 10 and the vehicle 1 can be configured in detail as follows. As shown in FIG. 1, the vehicle 1 includes a braking device 20 configured to enable the vehicle 1 to be braked. The AEB system 10 may also include a braking device 20.

Here, when the vehicle 1 is an automobile as in the present embodiment, the vehicle 1 typically has four wheels 2. The brake device 20 has a brake 21 configured to enable braking of each wheel 2. The brake device 20 has a brake actuator 22 configured to be able to apply brake fluid pressure to the brake 21 in order to operate each brake 21. As shown in FIG. 2, the AEB control device 13 directly or indirectly controls such a brake device 20 in order to execute the AEB control when the vehicle 1 may collide with the forward object B. ..

As shown in FIG. 1, the vehicle 1 has a wheel speed sensor 30 configured to be able to detect the rotational speed of each wheel 2. The AEB system 10 may also include a wheel speed sensor 30.

Referring to FIGS. 1, 2, 6, and 7, the above-mentioned front detection unit 40 enables the front detection unit 40 to detect the front distance from the own vehicle 1 to the front object B. The front detection unit 40 can be used to detect the front object B by AEB control.

Referring to FIGS. 1, 3 and 5, the vehicle 1 has a rear detection unit 50 configured to be capable of detecting another vehicle A located behind the own vehicle 1. The rear detection unit 50 also makes it possible to detect the rear distance from the own vehicle 1 to the other vehicle A behind it.

Referring to FIGS. 1 and 4, vehicle 1 has two side detection units 60, 70 configured to be capable of detecting other vehicles A located to the left and right of this vehicle 1, respectively. .. Further, the side detection units 60 and 70 can detect the lateral distance from the vehicle 1 to the other vehicle A on the left or right side thereof.

That is, the vehicle 1 can detect the left detection unit 60 configured to detect the other vehicle A located on the left side of the vehicle 1 and the other vehicle A located on the right side of the vehicle 1. It has a right side detection unit 70 configured to be. The left detection unit 60 can detect the left distance from the vehicle 1 to the other vehicle A on the left side, and the right detection unit 70 can detect the right distance from the vehicle 1 to the other vehicle A on the right side. Can be detected.

The AEB system 10 may also include such forward, backward, left, and right detectors 40, 50, 60, 70. The front, rear, left, and right detection units 40, 50, 60, and 70 are cameras. In particular, the front detection unit 40 can be a camera used for detecting the front object B by AEB control, or a camera for an omnidirectional monitor. Each of the rear, left, and right detection units 40, 50, 60, and 70 can be a camera for an omnidirectional monitor.

However, the front, rear, left, and right detectors are not limited to these. For example, the front, rear, left, or right detection unit can be a millimeter wave radar, an infrared laser radar, a sonar sensor, LiDAR (Light Detection and Ranging), or the like. Further, the front, rear, left, or right detection unit can be a combination of a camera and a millimeter wave radar, an infrared laser radar, or a sonar sensor.

The vehicle speed acquisition unit 11, vehicle information acquisition unit 12, AEB control device 13, and harassment determination unit 14 of the AEB system 10 include a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a flash memory. , An input interface, an output interface, and other electronic components, and an electric circuit in which such electronic components are arranged can be included. The ROM can store various control constants, various maps, programs for executing various controls, and the like. However, the vehicle speed acquisition unit, the vehicle information acquisition unit, the AEB control device, and the harassment determination unit of the AEB system are not limited to these. Further, the harassment determination unit may partially or wholly include at least one of the vehicle speed acquisition unit and the vehicle information acquisition unit.

"Details of vehicle speed acquisition department"
With reference to FIG. 1, the vehicle speed acquisition unit 11 can be configured as follows. The vehicle speed acquisition unit 11 is configured to calculate the traveling speed of the vehicle 1 based on the detection value of the rotation speed of the wheels 2 detected by each wheel speed sensor 30. However, the vehicle speed acquisition unit can also be a vehicle speed sensor or the like.

"Details of vehicle information acquisition department"
With reference to FIGS. 1 and 3 to 7, the vehicle information acquisition unit 12 can be configured as follows. Referring to FIGS. 1 and 3, when the rear detection unit 50 detects another vehicle A located behind the own vehicle 1, the vehicle information acquisition unit 12 with the other vehicle A obtained by the rear detection unit 50. It is possible to acquire the rear distance from the other vehicle A based on the detected value of the rear distance. The vehicle information acquisition unit 12 can calculate the follow-up duration, which is the time during which the rear distance acquisition value f is equal to or less than the predetermined rear distance threshold value f0.

Referring to FIGS. 1 and 4, the vehicle information acquisition unit 12 detects when the side detection units 60 and 70 detect another vehicle A located on the side of the own vehicle 1, that is, on the left or right side. , The lateral distance to the other vehicle A can be acquired based on the detection value of the lateral distance to the other vehicle A obtained by the side detection units 60 and 70. The vehicle information acquisition unit 12 can calculate the width adjustment continuation time, which is the time during which the state in which the acquisition value h of the lateral distance is equal to or less than the predetermined lateral distance threshold value h0 continues.

Referring to FIGS. 1 and 5, when the rear detection unit 50 detects another vehicle A located behind the own vehicle 1, the vehicle information acquisition unit 12 obtains an image of the other vehicle A obtained by the rear detection unit 50. Information on the headlight C of the other vehicle A can be obtained from. The acquired information of the headlight C obtained by the vehicle information acquisition unit 12 can be regarded as recognizing the on and off states of the headlight C, respectively. In this case, the vehicle information acquisition unit 12 can calculate the number of blinks of the headlight C within a predetermined passing determination time j based on the acquisition information of the headlight C.

The acquired information of the headlight C can also be regarded as recognizing the high beam and low beam states of the headlight C, respectively. In this case, the vehicle information acquisition unit 12 can calculate the number of times of switching between the high beam and the low beam of the headlight C within a predetermined passing determination time j based on the acquisition information of the headlight C.

Referring to FIGS. 1 and 6, when the front detection unit 40 detects another vehicle A which is a front object B, the vehicle information acquisition unit 12 determines the front distance from the other vehicle A obtained by the front detection unit 40. It is possible to acquire the rear distance from the other vehicle A based on the detected value. Further, the vehicle information acquisition unit 12 can acquire the movement locus of the other vehicle A from the image of the other vehicle A obtained by the front detection unit 40 when the front detection unit 40 detects the other vehicle A which is the front object B. And. The vehicle information acquisition unit 12 is configured to be able to calculate the number of left-right swings of the other vehicle A within a predetermined meandering determination time t based on the acquisition information of the movement trajectory of the other vehicle A.

Referring to FIGS. 1 and 7, when the front detection unit 40 detects another vehicle A which is a front object B, the vehicle information acquisition unit 12 obtains another vehicle from the image of the other vehicle A obtained by the front detection unit 40. Information on the brake lamp D of A can be acquired. The acquisition information of the brake lamp D obtained by the vehicle information acquisition unit 12 can be regarded as recognizing the lighting and extinguishing states of the brake lamp D, respectively. The vehicle information acquisition unit 12 calculates the number of times the brake lamp D blinks within the brake determination time p based on the acquisition information of the brake lamp D. Further, the vehicle information acquisition unit 12 calculates the number of brakes from the calculated value k of the number of blinks of the brake lamp D.

"Details of AEB controller"
With reference to FIGS. 1 and 2, the AEB control device 13 can be configured as follows. The AEB control device 13 can execute the brake forward control. The AEB control device 13 can execute an avoidance determination for determining whether or not the front object B recognized by the object recognition is a collision avoidance target for avoiding a collision with the own vehicle 1. When the avoidance determination unit 13b determines that the front object B is a collision avoidance target, the AEB control device 13 can execute the movement prediction that predicts the movement locus from the behavior of the front object B.

The AEB control device 13 is based on the acquired value e of the traveling speed of the own vehicle 1, the predicted prediction information of the course trajectory of the own vehicle 1, the prediction information of the movement trajectory of the front object B predicted by the movement prediction unit 13c, and the like. Therefore, it is possible to execute a collision determination for determining the possibility of a collision between the own vehicle 1 and the front object B. When the collision determination unit 13d determines that there is a possibility of a collision between the own vehicle 1 and the front object B, the AEB control device 13 directly or indirectly controls the brake device 20 in order to avoid this collision. Make control feasible.

"Details of the harassment judgment unit"
With reference to FIGS. 1 and 3 to 7, the harassment determination unit 14 can be configured in detail as follows. The harassment determination unit 14 is configured to retain the result of determining that there is harassment determination during a predetermined harassment determination holding time r. The brake forward control is executed during this harassment determination holding time r.

Referring to FIGS. 1 and 3, the harassment determination unit 14 determines whether or not the acquired value e of the traveling speed of the own vehicle 1 acquired by the vehicle speed acquiring unit 11 is equal to or higher than a predetermined traveling speed threshold value e0. Makes the judgment executable. The harassment determination unit 14 makes it possible to execute a follow-up continuation determination for determining whether or not the calculated value g of the follow-up continuation time calculated by the vehicle information acquisition unit 12 is equal to or greater than a predetermined follow-up continuation time threshold value g0. .. As described above, the follow-up duration is the time during which the state in which the acquired value f of the rear distance is equal to or less than the predetermined rear distance threshold value f0 continues. The harassment determination unit 14 can determine whether or not there is harassment pursuit based on the vehicle speed determination and the pursuit continuation determination.

The harassment determination unit 14 is configured to retain the result of determining that there is harassment follow-up during the predetermined follow-up determination holding time r1. The brake advance control is executed during this follow-up determination holding time r1. The follow-up determination holding time r1 is one of the harassment determination holding times r.

The traveling speed threshold value e0 can be set to the maximum traveling speed of the own vehicle 1 when the vehicle is congested or driving slowly. As an example, the traveling speed threshold value e0 can be set to about 40 km / h. As an example, the rear distance threshold f0 can be about 3 m (meters). As an example, the follow-up duration threshold value g0 can be set to about 3 seconds. As an example, the follow-up determination holding time r1 can be set to about 10 seconds. However, the traveling speed threshold value, the rear distance threshold value, the pursuit duration threshold value, and the pursuit determination holding time are not limited to these.

Referring to FIGS. 1 and 4, the harassment determination unit 14 determines whether or not the calculated value i of the width alignment duration calculated by the vehicle information acquisition unit 12 is equal to or greater than the predetermined width adjustment continuation time threshold value i0. It is possible to execute the width adjustment continuation judgment. The Tailgating duration is the time during which the acquisition value h of the lateral distance continues to be equal to or less than the predetermined lateral distance threshold value h0. The harassment determination unit 14 can determine the presence or absence of harassment width adjustment based on the vehicle speed determination and the width adjustment continuation determination.

The harassment determination unit 14 is configured to hold the result of determining that there is harassment width alignment during the predetermined width alignment determination holding time r2. The brake forward control is executed during this width adjustment determination holding time r2. The width adjustment determination holding time r2 is one of the harassment determination holding times r.

As an example, the lateral distance threshold h0 can be about 0.5 m. As an example, the Tailgating duration threshold i0 can be set to about 3 seconds. As an example, the width adjustment determination holding time r2 can be set to about 10 seconds. However, the lateral distance threshold value, the width alignment duration threshold value, and the width adjustment determination holding time are not limited thereto.

Referring to FIGS. 1 and 5, the harassment determination unit 14 can execute a travel determination for determining whether or not the acquired value e of the travel speed of the own vehicle 1 is larger than about 0 (zero) km / h. .. That is, the traveling determination determines whether the vehicle 1 is traveling or stopped. The harassment determination unit 14 makes it possible to execute a blinking determination for determining whether or not the calculated value k of the number of blinks of the headlight C within the predetermined passing determination time j is equal to or greater than the predetermined number of blinks threshold value k0. The harassment determination unit 14 can execute a switching determination for determining whether or not the calculated value m of the number of switchings of the high beam and the low beam in the headlight C within the predetermined passing determination time j is equal to or greater than the predetermined switching number threshold m0. And. The harassment determination unit 14 can determine the presence or absence of harassment passing based on the running determination and the blinking or switching determination.

The harassment determination unit 14 is configured to retain the result of determining that there is harassment passing during a predetermined passing determination holding time r3. The brake forward control is executed during this passing determination holding time r3. The passing determination holding time r3 is one of the harassment determination holding times r.

As an example, the passing determination time j can be set to about 2 seconds. As an example, the blinking number threshold value k0 can be set to 5 times. As an example, the switching number threshold m0 can be set to 5 times. As an example, the passing determination holding time r3 can be set to about 60 seconds. However, the passing determination time, the blinking count threshold value, the switching count threshold value, and the passing determination holding time are not limited to these.

Referring to FIGS. 1 and 6, the harassment determination unit 14 makes it possible to execute a forward distance determination for determining whether or not the acquired value n of the forward distance is equal to or less than a predetermined forward distance threshold value n0. The harassment determination unit 14 determines whether or not the calculated value u of the number of left-right swings of the other vehicle A within the predetermined meandering determination time t calculated by the vehicle information acquisition unit 12 is equal to or greater than the predetermined left-right shake number threshold value u0. Makes it possible to execute the meandering judgment. The meandering determination determines that the other vehicle A has meandering when the calculated value u of the number of left-right swings of the other vehicle A within the predetermined meandering determination time t is equal to or more than the predetermined left-right swing number threshold value u0. The harassment determination unit 14 can determine the presence or absence of harassment meandering based on the forward distance determination and the meandering determination.

The harassment determination unit 14 is configured to retain the result of determining that there is harassment meandering during a predetermined meandering determination holding time r4. The brake forward control is executed during this meandering determination holding time r4. The meandering determination holding time r4 is one of the harassment determination holding times r.

As an example, the forward distance threshold value n0 can be set to about 10 m. As an example, the meandering determination time t can be about 3 seconds. As an example, the left-right swing number threshold value u0 can be set to 5 times. As an example, the meandering determination holding time r4 can be set to about 60 seconds. However, the forward distance threshold value, the meandering determination time, the left-right swing number threshold value, and the meandering determination holding time are not limited to these.

Referring to FIGS. 1 and 7, the harassment determination unit 14 determines whether or not the calculated value q of the number of brakes within the brake determination time p calculated by the vehicle information acquisition unit 12 is equal to or greater than the predetermined brake number threshold value q0. Judgment Brake judgment can be executed. The harassment determination unit 14 can determine the presence or absence of repeated harassment braking based on the running determination and the braking determination.

The harassment determination unit 14 is configured to hold the result of determining that the harassment repeat brake is present during the predetermined repeat brake determination holding time r5. The brake forward control is executed during this repeated brake determination holding time r5. The repetitive brake determination holding time r5 is one of the harassment determination holding times r.

As an example, the brake determination time p can be about 3 seconds. As an example, the brake number threshold value q0 can be set to 5 times. The repetitive brake determination holding time r5 can be set to about 60 seconds. However, the brake determination time, the brake number threshold value, and the repeat determination holding time are not limited to these.

"AEB control and control method of AEB brake system"
The AEB control and the control method of the AEB system 10 according to the present embodiment will be described with reference to FIGS. 8 and 9. First, AEB control will be described with reference to FIG. The front of the own vehicle 1 is monitored for the purpose of detecting the forward object B (step S1). It is determined whether or not the forward object B has been detected over the object recognition time (step S2).

When the object B in front is not detected during the object recognition time (NO), the monitoring in front of the own vehicle 1 is continued (step S1). When the front object B is detected over the object recognition time (YES), the presence of the front object B is recognized (step S3). It is determined whether or not the recognized forward object B is a collision avoidance target (step S4).

When the recognized front object B is not the collision avoidance target (NO), the monitoring in front of the own vehicle 1 is restarted (step S1). When the recognized front object B is a collision avoidance target (YES), the movement locus is predicted from the behavior of the front object B which is the collision avoidance target (step S5). Collision between own vehicle 1 and front object B based on the acquired value e of the traveling speed of own vehicle 1, predicted predicted information on the course trajectory of own vehicle 1, predicted predicted information on the predicted movement trajectory of forward object B, and the like. (Step S6).

When there is no possibility of collision (NO), the monitoring in front of the own vehicle 1 is restarted (step S1). If there is a possibility of a collision (YES), the automatic brake is activated to avoid the collision (step S7).

Next, a control method of the AEB system 10 will be described with reference to FIG. The object recognition time of AEB control is set to the first set value w1 (step S11). Acquire the traveling speed of the own vehicle 1 (step S12). The information of the other vehicle A located in the vicinity of the own vehicle 1 is acquired (step S13). Based on the acquired information of the other vehicle A, it is determined whether or not there is harassment driving (step S14).

When there is no harassment operation (NO), the object recognition time of AEB control is left as the first set value w1 (step S11). When there is harassment operation (YES), the object recognition time of AEB control is changed from the first set value w1 to the earlier second set value w2 during the harassment determination holding time r (step S15). After the harassment determination holding time r has elapsed, the object recognition time of AEB control is set again to the first set value w1 (step S11).

"Judgment of various harassment driving"
With reference to FIGS. 10 to 14, various harassment operation determinations in the control method of the AEB system 10 according to the present embodiment will be described. First, the determination of harassment pursuit will be described with reference to FIG. It is determined whether or not the acquired value e of the traveling speed of the own vehicle 1 is equal to or greater than the traveling speed threshold value e0 (step S21).

When the acquired value e of the traveling speed of the own vehicle 1 is less than the traveling speed threshold value e0 (NO), it is determined that there is no harassment follow-up (step S22). When the acquired value e of the traveling speed of the own vehicle 1 is equal to or greater than the traveling speed threshold value e0, the follow-up duration, which is the time during which the acquired value f of the rear distance is equal to or less than the rear distance threshold value f0, is calculated (step). S23). It is determined whether or not the calculated value g of the follow-up duration is equal to or greater than the follow-up duration threshold value g0 (step S24).

When the calculated value g of the follow-up duration is equal to or greater than the follow-up duration threshold value g0 (YES), it is determined that there is harassment follow-up (step S25). When the calculated value g of the follow-up duration is less than the follow-up duration threshold value g0 (NO), it is determined that there is no harassment follow-up (step S22).

The determination of the harassment width adjustment will be described with reference to FIG. It is determined whether or not the acquired value e of the traveling speed of the own vehicle 1 is equal to or greater than the traveling speed threshold value e0 (step S31).

When the acquired value e of the traveling speed of the own vehicle 1 is less than the traveling speed threshold value e0 (NO), it is determined that there is no harassment width adjustment (step S32). When the acquired value e of the traveling speed of the own vehicle 1 is equal to or greater than the traveling speed threshold value e0 (YES), the width adjustment is the time during which the state in which the acquired value h of the lateral distance is equal to or less than the predetermined lateral distance threshold value h0 continues. The duration is calculated (step S33). It is determined whether or not the calculated value i of the Tailgating duration is equal to or greater than the Tailgating duration threshold value i0 (step S34).

When the calculated value i of the width adjustment duration is equal to or greater than the width adjustment duration threshold value i0 (YES), it is determined that there is harassment width adjustment (step S35). When the calculated value i of the width adjustment duration is less than the width adjustment duration threshold value i0 (NO), it is determined that there is no harassment width adjustment (step S32).

The determination of harassment passing will be described with reference to FIG. It is determined whether or not the acquired value e of the traveling speed of the own vehicle 1 is larger than about 0 (zero) km / h (step 41).

When the acquired value e of the traveling speed of the own vehicle 1 is about 0 (zero) km / h or less (NO), it is determined that there is no harassment passing (step S42). When the acquired value e of the traveling speed of the own vehicle 1 is larger than about 0 (zero) km / h (YES), the number of blinks of the headlight C within the passing determination time j is calculated (step S43). It is determined whether or not the calculated value k of the number of blinks of the headlight C is equal to or greater than the threshold value k0 of the number of blinks (step S44).

When the calculated value k of the number of blinks of the headlight C is equal to or greater than the threshold value k0 of the number of blinks (YES), it is determined that there is harassment passing (step S45). When the calculated value k of the number of blinks of the headlight C is less than the threshold value k0 of the number of blinks (NO), the number of times of switching between the high beam and the low beam of the headlight C within the passing determination time j is calculated (step S46). It is determined whether or not the calculated value m of the switching times of the high beam and the low beam is equal to or more than the switching number threshold m0 (step S47).

When the calculated value m of the number of switching times is equal to or greater than the threshold value m0 of the number of switching times (YES), it is determined that there is harassment passing (step S45). When the calculated value m of the number of switching times is less than the threshold value m0 of the number of switching times (NO), it is determined that there is no harassment passing (step S42).

The determination of harassment meandering will be described with reference to FIG. It is determined whether or not the acquired value n of the forward distance is equal to or less than the forward distance threshold value n0 (step S51). When the acquired value n of the forward distance is larger than the forward distance threshold value n0 (NO), it is determined that there is no harassment meandering (step S52). When the acquired value n of the forward distance is equal to or less than the forward distance threshold value n0 (YES), the number of left-right swings of the other vehicle A within the meandering determination time t is calculated (step S53). It is determined whether or not the calculated value u of the number of left-right runouts of the other vehicle A is equal to or greater than the left-right runout number threshold value u0 (step S54).

When the calculated value u of the number of left-right runouts of the other vehicle A is equal to or greater than the left-right runout number threshold value u0 (YES), it is determined that there is harassment meandering operation (step S55). When the calculated value u of the number of left-right swings of the other vehicle A is less than the threshold value u0 of the number of left-right shakes (NO), it is determined that there is no harassment meandering (step S52).

The determination of the repeated harassment brake will be described with reference to FIG. It is determined whether or not the acquired value e of the traveling speed of the own vehicle 1 is larger than about 0 (zero) km / h (step 61).

When the acquired value e of the traveling speed of the own vehicle 1 is about 0 (zero) km / h or less (NO), it is determined that there is no repeated harassment brake (step S62). When the acquired value e of the traveling speed of the own vehicle 1 is larger than about 0 (zero) km / h (YES), the number of brakes within the brake determination time p is calculated (step S63). It is determined whether or not the calculated value q of the number of brakes is equal to or greater than the threshold value q of the number of brakes (step S64).

When the calculated value q of the number of brakes is equal to or greater than the threshold value q of the number of brakes (YES), it is determined that there is repeated harassment braking (step S65). When the calculated value q of the number of brakes is less than the threshold value q0 of the number of brakes (NO), it is determined that there is no repeated harassment brake (step S62).

In the determination of harassment driving, at least two determinations of harassment pursuit determination, harassment width adjustment determination, harassment passing determination, harassment meandering determination, and harassment repeated braking can be performed in a desired order. Further, in the determination of harassment driving, only one of the determination of harassment pursuit, the determination of harassment width adjustment, the determination of harassment passing, the determination of harassment meandering, and the determination of harassment repeated braking can be performed.

As described above, the AEB system 10 according to the present embodiment is configured to be capable of acquiring information on the vehicle speed acquisition unit 11 configured to acquire the traveling speed of the own vehicle 1 and the other vehicle A located in the vicinity of the own vehicle 1. When the vehicle information acquisition unit 12 and the front object B located in front of the own vehicle 1 and may correspond to the other vehicle A may collide with the own vehicle 1, the self. Based on the AEB control device 13 configured to execute the AEB control for operating the automatic brake of the vehicle 1 and the acquisition information of the other vehicle A acquired by the vehicle information acquisition unit 12, the other vehicle A In the AEB brake system 10 including a harassment determination unit 14 configured to be able to determine the presence or absence of harassment driving performed on the own vehicle 1, when the harassment determination unit 14 determines that the harassment operation is present. The brake advance control is configured so that the operation start timing of the automatic brake is earlier than the operation start timing of the automatic brake when the harassment determination unit 14 determines that there is no harassment operation.

In such an AEB system 10, even when harassment operation such as harassment interruption and / or harassment sudden braking is performed, it is possible to immediately advance the operation start timing of the automatic brake after grasping the harassment operation. .. Therefore, it is possible to enhance the effect of reducing collision damage to another vehicle A that performs harassment driving.

The AEB system 10 according to the present embodiment includes a front detection unit 40 configured to be able to detect the front object B, and in the AEB control device 13, the front detection unit 40 recognizes the front object B as a predetermined object. The brake forward control is configured to recognize the presence of the front object B when detected over a period of time, and the brake forward control is set for the object recognition time set when the harassment determination unit 14 determines that the harassment operation is present. The second set value w2 is set to be shorter than the first set value w1 of the object recognition time set when the harassment determination unit 14 determines that there is no harassment operation.

In such an AEB system 10, immediately after grasping the harassment operation, the object recognition time of the AEB control can be shortened, whereby the timing of starting the operation of the automatic brake can be accelerated. Therefore, it is possible to advance the timing of starting the operation of the automatic brake without shortening the time for predicting the movement trajectory of the collision avoidance target as in the prior art.

Further, since it is possible to secure a sufficient time for predicting the movement locus of the front object B which is the collision avoidance target, it is possible to prevent the prediction accuracy of the movement locus from deteriorating. When it is determined that the harassment driving is being performed, it is highly possible that the collision avoidance target is the other vehicle A that is performing the harassment driving. Therefore, the automatic brake can be activated safely and quickly in a situation where harassment driving is performed.

In the AEB system 10 according to the present embodiment, the vehicle information acquisition unit 12 is configured to be able to acquire a rear distance from the other vehicle A located behind the own vehicle 1, and the harassment determination unit In 14, the acquisition value e of the traveling speed of the own vehicle 1 acquired by the vehicle speed acquisition unit 11 is equal to or higher than the predetermined traveling speed threshold value e0, and the rear distance acquired by the vehicle information acquisition unit 12 is acquired. When the calculated value g of the follow-up continuation time for which the state in which the value f is equal to or less than the predetermined rear distance threshold value f0 continues is equal to or greater than the predetermined follow-up continuation time threshold value g0, it is determined that the harassment operation is present. It is configured as follows.

In such an AEB system 10, harassment pursuit can be determined as harassment driving. Therefore, for example, when another vehicle A, which has been harassing and pursuing, overtakes its own vehicle 1 and then performs harassment interruption and further harasses and suddenly brakes, harassment driving is performed early from the stage of harassment and pursuit. It can be grasped and, as a result, the automatic braking can be activated more safely and quickly.

On the other hand, in a low-speed driving state such as traffic jam or slow driving, the distance between the own vehicle 1 and the following other vehicle A may be shortened, but it is inappropriate to harass this case and judge it as a follow-up. be. On the other hand, in the AEB system 10 according to the present embodiment, when the acquired value e of the traveling speed of the own vehicle 1 is smaller than the predetermined traveling speed threshold value e0, the own vehicle 1 and the following other vehicle A Even if the inter-vehicle distance is short, it is judged that there is no harassment and pursuit. Therefore, it is possible to properly grasp the harassment pursuit.

In the AEB system 10 according to the present embodiment, the vehicle information acquisition unit 12 is configured to be able to acquire a lateral distance from the other vehicle A located on the side of the own vehicle 1, and the harassment. In the determination unit 14, the acquisition value e of the traveling speed of the own vehicle 1 acquired by the vehicle speed acquisition unit 11 is equal to or more than a predetermined traveling speed threshold value e0, and the lateral side acquired by the vehicle information acquisition unit 12. The harassment operation is performed when the calculated value i of the Tailgating duration calculated for the duration of the state in which the acquired value h of the distance is equal to or less than the predetermined lateral distance threshold h0 is equal to or greater than the predetermined Tailgating duration threshold i0. It is configured to determine the presence.

In such an AEB system 10, harassment and Tailgating can be determined as harassment operation. Therefore, for example, when another vehicle A, which has been harassing and squeezing, performs harassment interruption after overtaking own vehicle 1 and further harasses and suddenly brakes, harassment driving is performed early from the stage of harassment and squeeze. It can be grasped and, as a result, the automatic brake can be activated more safely and quickly.

On the other hand, the distance between the own vehicle 1 and the other vehicle A on the side may be shortened in a low-speed driving state such as traffic jam, slow driving, passing vehicles on a narrow road, etc., but this case is harassed. It is inappropriate to judge that it is a harassment. On the other hand, in the AEB system 10 according to the present embodiment, when the acquired value e of the traveling speed of the own vehicle 1 is smaller than the predetermined traveling speed threshold value e0, the own vehicle 1 and another vehicle on the side thereof. Even if the distance between the vehicle and A is short, it is determined that there is no harassment and width adjustment. Therefore, it is possible to appropriately grasp the harassment width adjustment.

In the AEB system 10 according to the present embodiment, the vehicle information acquisition unit 12 is configured to be able to acquire information on the headlight C of the other vehicle A located behind the own vehicle 1, and the harassment determination unit 14 is the vehicle information within a predetermined passing determination time j while the acquired value of the traveling speed of the own vehicle 1 acquired by the vehicle speed acquisition unit 11 is larger than about 0 (zero) km / h. The calculated value k of the number of blinks of the headlight C calculated based on the acquisition information of the headlight C acquired by the acquisition unit 12 is a predetermined number of blinks threshold k0 or more, or the headlight When the calculated value m of the number of times of switching between the high beam and the low beam in the headlight C calculated based on the acquired information of C is equal to or more than the predetermined number of times of switching threshold m0, it is configured to determine that the harassing operation is present. ing.

In such an AEB system 10, harassment passing can be determined as harassment driving. Therefore, for example, when another vehicle A that has performed harassment passing performs harassment interruption after overtaking own vehicle 1 and further harasses and suddenly brakes, the harassment driving can be grasped at an early stage from the harassment passing stage. As a result, the automatic brake can be activated more safely and more quickly.

On the other hand, when the own vehicle 1 forgets to start when the red light changes to the green light, the following other vehicle A blinks the headlight C or switches between the high beam and the low beam of the headlight C. However, it is inappropriate to judge this case as harassing and passing. On the other hand, in the AEB system 10 according to the present embodiment, when the own vehicle 1 is stopped, the following other vehicle A blinks the headlight C or the high beam and the low beam of the headlight C. Even if switching is performed, it is determined that there is no harassment passing. Therefore, harassment passing can be properly grasped.

In the AEB system 10 according to the present embodiment, the vehicle information acquisition unit 12 is configured to be able to acquire the front distance from the other vehicle A located in front of the own vehicle 1, and the vehicle information acquisition. The unit 12 is configured to be able to acquire information on the movement locus of the other vehicle A located in front of the own vehicle 1, and the harassment determination unit 14 is the front distance acquired by the vehicle information acquisition unit 12. When the acquisition value n is equal to or less than a predetermined forward distance threshold value n0, and it is determined that the other vehicle A is meandering based on the acquisition information of the movement locus of the other vehicle A acquired by the vehicle information acquisition unit 12. , It is configured to determine that the harassment operation is present.

In such an AEB system 10, the act of another vehicle A meandering in front of the own vehicle 1 (harassment meandering) can also be determined as harassment driving. Therefore, for example, when another vehicle A that has been harassing and meandering further harasses and suddenly brakes, it is possible to grasp the harassment driving at an early stage from the stage of harassment and meandering, and as a result, the automatic brake is activated more safely and quickly. Can be made to.

In the AEB system 10 according to the present embodiment, the vehicle information acquisition unit 12 is configured to be able to acquire information on the brake of the other vehicle A located in front of the own vehicle 1, and the harassment determination unit 14 is configured. The vehicle information acquisition unit within a predetermined brake determination time p while the acquisition value e of the traveling speed of the own vehicle 1 acquired by the vehicle speed acquisition unit 11 becomes larger than about 0 (zero) km / h. When the calculated value q of the number of brakes calculated based on the acquired information of the brakes acquired by 12 is equal to or greater than the predetermined number of brakes threshold q0, it is configured to determine that the harassing operation is present.

In such an AEB system 10, the harassment and repeated braking can be determined as harassment driving. Therefore, for example, when another vehicle A, which has been repeatedly harassed and braked, moves to the rear of the own vehicle 1, then overtakes the own vehicle 1 again, then harasses and interrupts, and further harasses and suddenly brakes. In, the harassment operation can be grasped at an early stage from the stage of repeated harassment braking, and as a result, the automatic brake can be activated more safely and more quickly.

On the other hand, in a low-speed running state such as traffic jam or slow driving, the other vehicle A may repeatedly apply the brake, but it is inappropriate to harass this case and determine that the brake is repeated. On the other hand, in the AEB system 10 according to the present embodiment, when the own vehicle 1 is stopped, it is determined that there is no harassment and repeated braking even if the other vehicle A repeatedly applies the brake. Therefore, it is possible to properly grasp the harassment and repeated braking.

Although the embodiments of the present invention have been described so far, the present invention is not limited to the above-described embodiments, and the present invention can be modified and modified based on the technical idea thereof.

1 ... vehicle, own vehicle, 10 ... collision damage mitigation brake system (AEB system), 11 ... vehicle speed acquisition unit, 12 ... vehicle information acquisition unit, 13 ... AEB control device (collision damage mitigation brake control device), 14 ... harassment determination Part, 40 ... Front detection unit A ... Other vehicle, B ... Front object, C ... Headlight e ... Travel speed acquisition value, e0 ... Travel speed threshold f ... Rear distance acquisition value, f0 ... Rear distance threshold, g ... Calculated value of follow-up duration, g0 ... Follow-up duration threshold h ... Side distance acquisition value, h0 ... Lateral distance threshold, i ... Width-aligned duration calculated value, i0 ... Width-aligned duration threshold j ... Passing judgment time, k ... Calculated number of blinks, k0 ... Threshold for number of blinks, m ... Calculated value for number of switches, m0 ... Threshold for number of switches n ... Acquisition value of forward distance, n0 ... Forward distance threshold p ... Brake judgment time , Q ... Calculated value of the number of brakes, q0 ... Threshold for the number of brakes w1 ... First set value of the object recognition time, w2 ... Second set value of the object recognition time

Claims (7)

A vehicle speed acquisition unit that can acquire the running speed of the own vehicle,
A vehicle information acquisition unit configured to be able to acquire information on other vehicles located in the vicinity of the own vehicle, and
When there is a possibility that a front object located in front of the own vehicle and which may correspond to the other vehicle may collide with the own vehicle, AEB control for activating the automatic brake of the own vehicle is executed. AEB control device configured in
Collision damage including a harassment determination unit configured to be able to determine whether or not there is harassment driving performed on the own vehicle by the other vehicle based on the acquisition information of the other vehicle acquired by the vehicle information acquisition unit. It ’s a mitigation braking system.
Brake advance control that advances the operation start timing of the automatic brake when the harassment determination unit determines that there is harassment operation earlier than the operation start timing of the automatic brake when the harassment determination unit determines that there is no harassment operation. Collision mitigation braking system that is configured to perform. A front detection unit configured to be able to detect the front object is provided.
The AEB control device is configured to recognize the presence of the front object when the front detection unit detects the front object over a predetermined object recognition time.
The brake advance control is set when the second set value of the object recognition time set when the harassment determination unit determines that the harassment operation is present is set when the harassment determination unit determines that the harassment operation is not present. The collision damage mitigation brake system according to claim 1, which is executed by making the object recognition time shorter than the first set value. The vehicle information acquisition unit is configured to be able to acquire a rear distance from the other vehicle located behind the own vehicle.
In the harassment determination unit, the acquired value of the traveling speed of the own vehicle acquired by the vehicle speed acquisition unit is equal to or higher than a predetermined traveling speed threshold value, and the acquired value of the rear distance acquired by the vehicle information acquisition unit is. When the calculated value of the follow-up duration calculated by calculating the duration of the state of being equal to or less than the predetermined rear distance threshold value is equal to or greater than the predetermined follow-up duration threshold value, it is configured to determine that the harassment operation is present. , The collision damage mitigation braking system according to claim 1 or 2. The vehicle information acquisition unit is configured to be able to acquire a lateral distance from the other vehicle located on the side of the own vehicle.
In the harassment determination unit, the acquisition value of the traveling speed of the own vehicle acquired by the vehicle speed acquisition unit is equal to or higher than a predetermined traveling speed threshold value, and the acquisition value of the lateral distance acquired by the vehicle information acquisition unit. Is configured to determine that the harassment operation is present when the calculated value of the Tailgating duration calculated by calculating the duration of the state of being equal to or less than the predetermined lateral distance threshold value is equal to or greater than the predetermined Tailgating duration threshold value. The collision damage mitigation brake system according to any one of claims 1 to 3. The vehicle information acquisition unit is configured to be able to acquire information on the headlights of the other vehicle located behind the own vehicle.
The harassment determination unit is acquired by the vehicle information acquisition unit within a predetermined passing determination time while the acquisition value of the traveling speed of the own vehicle acquired by the vehicle speed acquisition unit is larger than 0 km / h. The calculated value of the number of blinks of the headlight calculated based on the acquired information of the headlight is equal to or more than the predetermined number of blinking thresholds, or the calculated value is calculated based on the acquired information of the headlight. The item according to any one of claims 1 to 4, wherein it is configured to determine that the harassing operation is present when the calculated value of the switching number of the high beam and the low beam in the headlight is equal to or more than the predetermined switching number threshold. The described collision damage mitigation braking system. The vehicle information acquisition unit is configured to be able to acquire the front distance from the other vehicle located in front of the own vehicle.
The vehicle information acquisition unit is configured to be able to acquire information on the movement locus of the other vehicle located in front of the own vehicle.
In the harassment determination unit, the acquisition value of the front distance acquired by the vehicle information acquisition unit is equal to or less than a predetermined forward distance threshold value, and the acquisition information of the movement locus of the other vehicle acquired by the vehicle information acquisition unit. The collision damage mitigation brake system according to any one of claims 1 to 5, which is configured to determine that there is harassment operation when it is determined that the other vehicle is meandering based on the above. The vehicle information acquisition unit is configured to be able to acquire information on the brakes of the other vehicle located in front of the own vehicle.
The harassment determination unit is acquired by the vehicle information acquisition unit within a predetermined brake determination time while the acquisition value of the traveling speed of the own vehicle acquired by the vehicle speed acquisition unit is larger than 0 km / h. Claims 1 to 6 are configured to determine that the harassment operation is present when the calculated value of the number of brakes calculated based on the acquired information of the brakes is equal to or greater than the predetermined number of brakes threshold. Collision damage mitigation braking system described in any one item.

Images