JP3325590B2 - Automatic vehicle braking system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle for detecting the distance and relative speed between an own vehicle and an obstacle, judging the possibility of contact based on the detected result, and automatically applying a brake to each wheel. The present invention relates to an automatic braking device.

[0002]

2. Description of the Related Art Conventionally, as an automatic braking device for this kind of vehicle, for example, Japanese Patent Publication No. 39-2565 and Japanese Patent Publication No.
As disclosed in Japanese Patent Application Laid-Open No. 9-5668, the distance and the relative speed between the vehicle and an obstacle in front are continuously detected using an optical method or an ultrasonic frequency, and the detected values are detected. It is determined whether there is a danger of collision from the distance and relative speed between the own vehicle and the obstacle ahead, and if it is determined that there is a danger of collision, the actuator is actuated to brake each wheel. It is known to automatically prevent collision.

In such an automatic braking device, the automatic braking is released when the relative speed between the host vehicle and the obstacle ahead becomes zero or negative and there is no danger of collision. JP-B-61-4700). In addition, as a braking method when applying automatic braking, rapid braking (also referred to as full braking) for maximally operating the brake device of each wheel and gentle braking for applying a braking force lower than the maximum braking force are provided. (See JP-A-54-40432 and JP-A-54-33444).

[0004]

However, in the above-described conventional automatic braking device, when the driver depresses an accelerator pedal or a brake pedal when releasing the automatic braking,
It is conceivable that the vehicle suddenly accelerates or decelerates immediately after the automatic braking is released.

[0005] In the automatic braking, in the case of gentle braking,
Normally, the threshold value for automatic braking start is set larger than in the case of sudden braking, so that automatic braking is applied early when approaching an obstacle ahead, so that the driver can reduce the distance between the vehicle and the vehicle in front. There is a problem in that even when the accelerator pedal is depressed strongly, the inter-vehicle distance cannot be reduced by automatic braking.

The present invention has been made in view of the foregoing, and an object of the present invention is to cancel the automatic braking and release the automatic braking when the driver depresses an accelerator pedal or a brake pedal when releasing the automatic braking. An object of the present invention is to provide an automatic braking device for a vehicle that can prevent sudden acceleration or sudden deceleration and improve safety.

[0007]

According to a first aspect of the present invention, there is provided an automatic braking device for a vehicle, comprising: detecting means for detecting a distance and a relative speed between an own vehicle and an obstacle; Collision risk determining means for determining whether there is a possibility of contact based on the distance and relative speed between the vehicle and the obstacle detected by the detecting means; It is assumed that there is provided an actuator that applies automatic braking when it is determined to be present, and then releases the automatic braking when there is no possibility of contact thereafter. Then, further, receives an accelerator-brake operation detecting means for detecting at least one of the accelerator operation and brake operation of the driver, a signal from the detecting means, the possibility of contact-size
A release prohibiting means for prohibiting release of the automatic braking by the actuator when there is an accelerator operation or a brake operation by the driver when it is determined that the possibility of contact is eliminated by the disconnecting means. Things. still,
The possibility of contact includes not only the possibility of contact with an obstacle in front of the host vehicle (risk of collision) but also the possibility of contact with an obstacle behind the host vehicle.

According to a second aspect of the present invention, there is provided an automatic braking system for a vehicle.
The distance and relative speed between the vehicle and the obstacle.
Detecting means to output the vehicle and the obstacle detected by the detecting means
Is there a possibility of contact based on the distance to the object and the relative speed?
Collision risk determining means for determining whether or not
When it is determined that there is a possibility of touching, apply automatic braking,
Automatic braking is released when the possibility of contact disappears afterwards
It is assumed that an actuator is provided. Soshi
Then, it is judged that there is a possibility of contact by the above judgment means.
Reducing the output of the engine when it is, the subsequent contact
An engine output lowering means for canceling a decrease in engine output when the possibility disappears, an accelerator operation detecting means for detecting an accelerator operation by a driver, and a signal from the detecting means for receiving the collision risk Possibility of contact by gender judgment means
If it is determined that the driver has been depleted and the driver operates the accelerator, the operation of the engine output reduction means is maintained.
On the other hand, the possibility of contact disappeared
If there is no driver's accelerator operation when it is determined that
And a control means for stopping the operation of the engine output reducing means .

According to a third aspect of the present invention, in the first aspect of the present invention, when the driver performs an accelerator operation or a brake operation at the time of releasing the automatic braking by the actuator, an accelerator pedal or a brake pedal is applied to the driver. And an alarming means for issuing an alarm for urging the user to take his / her foot off.

[0010]

According to the above-mentioned structure, according to the first aspect of the present invention,
The possibility of contact disappeared by the contact possibility judgment means
If it is determined that the driver has performed an accelerator operation or a brake operation, the accelerator / brake operation detecting means detects the operation, and release of automatic braking by the actuator is prohibited by release prohibiting means receiving a signal from the detecting means. As a result, the vehicle does not suddenly accelerate or decelerate immediately after the automatic braking is released.

According to the second aspect of the present invention, there is a danger of collision.
Sex determination means that contact is no longer possible
And when the accelerator operation of a driver is in the case, the fact is detected by the accelerator operation detecting means, is maintained operation of the engine output reduction means when the engine output under the control of the control means for receiving a signal from the detection means Degraded state
Leave it to be maintained, and thereby, the vehicle will not be sudden acceleration immediately after cancellation of the automatic braking.

Further, according to the third aspect of the present invention, in addition to the function of the first aspect of the present invention, if the driver is in an erroneous operation state of performing an accelerator operation or a brake operation at the time of releasing the automatic braking, an alarm means is provided. A warning is issued urging the driver to release his / her accelerator pedal or brake pedal.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

1 to 3 show an automatic braking device for a vehicle according to a first embodiment of the present invention. FIGS. 1 and 2 show a hydraulic circuit configuration of the automatic braking device, and FIG. 3 is a block diagram of the automatic braking device. The configuration is shown.

In FIGS. 1 and 2, reference numeral 1 denotes a master back which increases the depression force of the brake pedal 2 by the driver;
Reference numeral 3 denotes a master cylinder that generates a braking pressure corresponding to the stepping force increased by the master back 1. The braking pressure generated by the master cylinder 3 is first supplied to the automatic braking valve unit 4, and then the ABS is transmitted. (Anti-skid brake device) The brake device 6 of each wheel is supplied through a valve unit 5.

The automatic braking valve unit 4 includes a shutter valve 11, a pressure increasing valve 12, and a pressure reducing valve 1 for interrupting communication between the master cylinder 3 and the brake device 6.
The three valves 11 to 13 are all electromagnetic two-port two-position switching valves. A motor-driven oil pump 14 and an accumulator 15 for storing pressure oil discharged from the oil pump 14 and maintaining the oil at a constant pressure are interposed between the pressure increasing valve 12 and the master cylinder 3. Has been established. When the shutter valve 11 is in the open position, the brake pedal 2
Is applied by the brake device 6 of each wheel according to the stepping force of the vehicle. On the other hand, when the shutter valve 11 is in the closed position,
When the pressure-increasing valve 12 is switched to the open position and the pressure-reducing valve 13 is switched to the closed position, the pressure oil from the accumulator 15 is supplied to the brake device 6 of each wheel to apply braking, and the pressure-increasing valve 12 is moved to the closed position. When the pressure reducing valve 13 is switched to the open position, the pressure oil is returned from the brake device 6 and the braking is weakened. The switching of the three valves 11 to 13 is performed by an actuator 16 including a voltage source for applying a voltage to each of the valves, and the actuator 16 is controlled by receiving a signal from a control box 17.

The ABS valve unit 5 has a three-port two-position switching valve 21 provided for each wheel, and a braking pressure applied to each brake device 6 by switching the valve 21 during braking. Is controlled so that each wheel does not lock. Although the configuration of the ABS is not described in detail, it includes a motor-driven oil pump 22 and accumulators 23 and 24 in addition to the switching valve 21.
The brake device 6 for each wheel includes a disk 26 that rotates integrally with the wheels, and a caliper 27 that receives the braking pressure from the master cylinder 3 and clamps the disk 26.

On the other hand, in FIG. 3, reference numeral 31 denotes an ultrasonic radar unit provided at the front of the vehicle body. The ultrasonic radar unit 31, which is not shown in detail in the figure, transmits an ultrasonic wave from a transmitting unit as is well known. An operation for transmitting to an obstacle such as a vehicle ahead of the own vehicle and receiving a reflected wave reflected from the front obstacle at a receiving unit, and receiving a signal from the radar unit 31 The unit 32 calculates the distance and the relative speed between the host vehicle and the obstacle ahead of the vehicle based on the delay time (Doppler shift) from the transmission time of the radar reception wave. 33 and 3
Reference numeral 4 denotes a pair of radar head units provided on the left and right of the front part of the vehicle body, respectively.
The transmitting unit 34 transmits the pulsed laser light from the transmitting unit to the obstacle in front of the own vehicle, and receives the reflected light reflected on the front obstacle by the receiving unit. A signal processing unit 35 converts signals from the radar head units 33 and 34 into a signal processing unit 35.
And calculates the distance and the relative speed between the host vehicle and the obstacle ahead based on the delay time from the transmission time of the laser reception light. And the arithmetic unit 32
Gives priority to the calculation result of the distance and relative speed by the system of the radar head units 33 and 34, and uses the calculation result of the distance and relative speed by the system of the ultrasonic radar unit 31 in an auxiliary manner. These constitute a distance / relative speed detecting means 36 for detecting the distance and the relative speed between the host vehicle and the obstacle ahead.

The transmitting and receiving directions of the pulse laser light by the two radar head units 33 and 34 are provided so as to be changeable in the left and right horizontal directions by a motor 37. The operation of the motor 37 is controlled by the arithmetic unit 32. 38
Is an angle sensor for detecting the transmission / reception direction of the pulse laser light from the rotation angle of the motor 37.
Is input to the arithmetic unit 32, and the radar head units 33 and 34 in the arithmetic unit 32
The transmission / reception direction of the pulsed laser light is added to the calculation of the distance and the relative speed by the system.

Reference numeral 39 denotes brake operation detecting means for detecting a driver's depression operation of a brake pedal;
Is an accelerator operation detecting means for detecting a driver's depressing operation of an accelerator pedal, 41 is a steering angle sensor for detecting a steering angle, 42 is a vehicle speed sensor for detecting a vehicle speed, and 43 is a front and rear for detecting a longitudinal acceleration (fore and aft G) of the vehicle. A G sensor 44 is a road surface μ sensor for detecting a road surface friction coefficient (μ),
The detection signals of these various sensors 39 to 44 are input to a control unit 45 that controls the actuator 16. The control unit 45 also receives the signals of the distance and the relative speed between the own vehicle and the obstacle ahead obtained by the arithmetic unit 32.
Are stored in the control box 17 (see FIG. 2). Reference numeral 46 denotes an alarm display unit provided on an instrument panel in the vehicle compartment. The alarm display unit 46 includes an alarm buzzer 47 for receiving signals from the control unit 45, a distance display unit 48, and a sound generator 49. Have been.

FIG. 4 shows a control flow of automatic braking by the control unit 45 for preventing collision. In this control flow, first, after starting, various signals are read in step S1, and various threshold values L0 are read in step S2.
, L2, L3 are calculated. The threshold value L0 is the distance between the host vehicle and the obstacle in front of which there is a risk of collision between the host vehicle and the obstacle in front and automatic braking is started to prevent the collision. The calculation of the threshold value L0 is performed using a threshold value map as shown in FIG. The threshold value L2 is the distance between the host vehicle and an obstacle in front of which an alarm is issued prior to the start of automatic braking. The threshold value L2 for generating the alarm is the threshold value L0 for the risk of collision. Is set to be larger by a predetermined amount. The threshold value L3 is a distance between the host vehicle and an obstacle in front of which the danger of a collision is eliminated after the start of the automatic braking and the automatic braking is released. The value is set to a value larger by a predetermined amount than the threshold value L0 of the risk of collision, and in some cases, to a value smaller by a predetermined amount.

Here, the threshold value map shown in FIG. 5 will be described.
When the vehicle in front collides with the obstacle in front of the vehicle and stops, it indicates the distance between vehicles necessary to prevent collision with the vehicle. The same value (numerical expression v02 / 2μ) as when the vehicle is stationary (that is, when the relative speed V1 is the same as the vehicle speed v0)
g). The threshold line B indicates the inter-vehicle distance (numerical formula V1 · (2v0−V1) / 2 μg) required to prevent a collision with the preceding vehicle when the vehicle is fully braked,
Threshold line C indicates the inter-vehicle distance required to prevent a collision with the preceding vehicle when the preceding vehicle applies gentle braking with a deceleration μ / 2 g, and threshold line D indicates a constant vehicle speed when the preceding vehicle is at a constant vehicle speed. The following formula shows the inter-vehicle distance (numerical formula V12 / 2 μg) required to prevent collision with this vehicle when kept. Further, the threshold line E indicates an inter-vehicle distance at which a collision with a preceding vehicle cannot be prevented even when the own vehicle applies automatic braking, but an impact force at the time of the collision can be reduced. In the case of the present embodiment, the threshold line B is selected, and the threshold value L0 corresponding to the current relative speed V1 is obtained from the threshold line B.

After calculating the threshold values L0, L2, L3, at step S3, the relative speed V1 between the host vehicle and the obstacle ahead is calculated.
Is greater than or equal to zero, that is, whether or not both are approaching. If this determination is YES, it is further determined in step S4 whether or not the distance L1 between the host vehicle and the obstacle in front (hereinafter, referred to as an inter-vehicle distance) is smaller than the threshold value L2 for generating an alarm. If the determination is YES, step S
5 sounds the alarm buzzer 47. Subsequently, in step S6, it is determined whether or not the inter-vehicle distance L1 is smaller than a threshold value L0 of collision danger. If the determination is YES, the actuator 16 is set in step S7 so that automatic braking is performed with rapid braking. And then return. If the determination in step S4 or S6 is NO, the process immediately returns.

On the other hand, if the determination in step S3 is NO, that is, if the own vehicle and the front obstacle (front vehicle) are moving away from each other, in step S8 the inter-vehicle distance L1 becomes smaller than the automatic braking release threshold L3. Is also determined. If the determination is YES, the process returns in step S9 with the automatic braking applied. However, it is desirable that this automatic braking be slow braking.

If the determination in step S8 is NO, it is determined in step S10 whether or not the driver has performed an accelerator operation based on a signal from the accelerator operation detecting means 40. In step S11, a determination is made based on a signal from the brake operation detecting means 39. It is determined whether or not the driver has performed a brake operation.
Then, both the determinations in steps S10 and S11 are N
When the result is O, that is, when neither the accelerator operation nor the brake operation is performed by the driver, the automatic braking is released in step S12, and then the process returns. On the other hand, step S
If either one of the determinations in steps S10 and S11 is YES, that is, if the driver has performed an accelerator operation or a brake operation, an alarm is issued from the sound generator 49 in step S13 (prompting the driver to release his / her foot from the brake pedal or the accelerator pedal). Attention) is issued, and then returns.

Based on the majority of the above control flow, it is determined whether or not there is a danger of collision (possibility of contact) based on the inter-vehicle distance and the relative speed between the own vehicle and the obstacle ahead, and the danger of collision is determined. When it is determined that there is a collision, the automatic braking is applied, and when the danger of the collision disappears thereafter, collision danger determining means (contact possibility determining means) 51 for controlling the operation of the actuator 16 so as to release the automatic braking. Is configured. Steps S10, S11, and S13 constitute a release prohibiting means 52 that prohibits the release of the automatic braking when the driver performs an accelerator operation or a brake operation when the automatic braking is released.

Next, the operation of the first embodiment, particularly the control of automatic braking for preventing collision by the control unit 45 in the control box 17, will be described. When it becomes smaller than the threshold value L0 for starting automatic braking, the control unit 45 activates the actuator 16 and switches the opening and closing of the valve in the automatic braking valve unit 4 via the voltage generated by the actuator 16 to perform automatic braking. (Step S7). That is, the shutter valve 11 is closed, the pressure increasing valve 12 is set to the open position, and the pressure reducing valve 13 is closed.
Are respectively switched to the closed position. As a result, the pressure oil from the accumulator 15 is supplied to the brake devices 6 (calipers 27) of the respective wheels, and a full braking force is applied to the respective wheels by the operation of the brake devices 6, so that the forward vehicle Collision can be prevented.

When the self-vehicle moves away from the preceding obstacle by the above-mentioned automatic braking, and the inter-vehicle distance L1 becomes larger than the threshold value L3 for releasing the automatic braking, the driver releases both the accelerator pedal and the brake pedal. In the case of a normal operation state in which the stepping operation is not performed, the automatic braking is released (step S12). On the other hand, in the case of an erroneous operation state in which the driver depresses at least one of the accelerator pedal and the brake pedal, the sound generator 49
Is issued by voice to prompt the user to release his / her foot from the brake pedal or the accelerator pedal (step S13).
However, the automatic braking is not released, and is maintained at the automatic braking (slow braking). Therefore, the vehicle does not suddenly accelerate or decelerate immediately after the automatic braking is released due to an erroneous depression operation of the brake pedal or the accelerator pedal as in the related art,
A collision accident with a vehicle ahead or behind can be prevented. Here, according to the sound generator 49 and the step S13, when the driver performs an accelerator operation or a brake operation when the automatic braking by the actuator 16 is released,
Alarm means is provided for issuing an alarm for urging the driver to release his / her foot from the accelerator pedal or the brake pedal.

In the first embodiment, when determining the threshold value L0 for starting automatic braking, the threshold line B in FIG.
Is uniquely determined, and a threshold value L0 corresponding to the current relative speed V1 is obtained from the threshold line B. However, the present invention provides a method according to the vehicle speed v0 or road condition shown in FIG. One threshold line is selectively selected from a plurality of threshold lines A to E, and a threshold value L0 corresponding to the current relative speed is selected from the selected threshold line. May be.

FIG. 6 shows a block diagram of an automatic braking device according to a second embodiment of the present invention. In the case of the second embodiment,
The automatic braking device does not include the brake detecting means as in the case of the first embodiment. Further, the alarm display unit 46 is provided only with the alarm buzzer 47 and the distance display unit 48, and is not provided with a sound generator. on the other hand,
The control unit 45 not only controls the automatic braking operation via the actuator 16 as in the case of the first embodiment, but also controls the fuel cut means 61 as the engine output lowering means for reducing the engine output. The operation is also controlled. Fuel cut means 61
Although not specifically shown, the fuel injection valve is configured to open and close a fuel injection valve to adjust fuel injection in an engine air supply passage. The other configuration is the same as that of the first embodiment, and the same members are denoted by the same reference numerals and description thereof will be omitted.

FIG. 7 shows a control flow of automatic braking by the control unit 45 for preventing collision. In this control flow, first, after starting, various signals are read in step S21, and various thresholds L0 are read in step S22.
, L2, L3 are calculated. Thereafter, in step S23, it is determined whether or not the relative speed V1 between the own vehicle and the obstacle ahead is equal to or greater than zero, that is, whether or not both are approaching. This judgment is YE
In the case of S, it is further determined in step S24 whether or not the inter-vehicle distance L1 between the host vehicle and the obstacle in front is smaller than the threshold value L2 for generating an alarm. If the determination is YES, the alarm buzzer is determined in step S25. Ring 47. Subsequently, step S26
It is determined whether or not the inter-vehicle distance L1 is smaller than the collision risk threshold L0. If the determination is YES, the actuator 16 is operated in step S27 so as to apply automatic braking with rapid braking. In step S28, the fuel cut means 61 is operated to cut off the fuel supply to the engine. Thereafter, in step S29, it is determined from the signal of the accelerator operation detection means 40 whether or not there is an accelerator operation by the driver. If the determination is YES, there is no accelerator operation, the flag Fa is set to "1" in step S30, and the routine returns. On the other hand, if there is an accelerator operation for which the determination is NO, the process returns. Step S24 or S26 above
If the determination is NO, the routine immediately returns.

On the other hand, when the determination in step S23 is NO, that is, when the host vehicle is moving away from the preceding vehicle, it is determined in step S31 whether the inter-vehicle distance L1 is smaller than the threshold value L3 for releasing automatic braking. judge. This judgment is Y
In the case of ES, the state where the automatic braking is applied is maintained in step S9, and the fuel cut to the engine is maintained in step S33. Thereafter, in step S34, it is determined whether or not the driver has performed an accelerator operation.
If there is no accelerator operation of S, the flag F is set in step S35.
On the other hand, when a is set to "1", the process returns, and when there is an accelerator operation for which the determination is NO, the process returns as it is.

When the determination in step S31 is NO, that is, when the inter-vehicle distance L1 is equal to the threshold value L3 of the automatic braking release.
If it is larger than the predetermined value, the automatic braking is released in step S36, and it is determined in step S37 whether the flag Fa is "1". If the determination is YES, the flag Fa is set to "0" in step S37, fuel supply to the engine is started, and then the process returns. On the other hand, if the determination in step S37 is NO, the process further proceeds to step S39.
It is determined whether there is no accelerator operation by the driver in step S. If the determination is YES, there is no accelerator operation in step S
After the flag Fa is set to "1" at 40, the flow shifts to step S37. On the other hand, if there is an accelerator operation whose determination is NO, the flow returns as it is.

In the above control flow, steps S21 to S21
In steps S27, S31 to S32, and S36, it is determined whether there is a danger of collision (possible contact) based on the inter-vehicle distance and the relative speed between the own vehicle and the obstacle ahead of the host vehicle. A collision risk determining means (contact possibility determining means) 62 for controlling the operation of the actuator 16 so as to apply automatic braking when determined and to release automatic braking when there is no danger of collision thereafter. ing. Further, Step S28 to S30, S33 to S35, the S37 to S40, the fuel cut means so as to maintain the <br/> reduction of the engine output by fuel cut to the engine when there is a release accelerator operation of driver of the automatic braking Fuel cut control means 63 for controlling the operation of 61 is provided.

Next, the operation of the second embodiment will be described. During the automatic braking, the fuel supply to the engine is cut by the operation of the fuel cut means 61 (steps S28 and S33), so that the engine output is reduced. descend. When the inter-vehicle distance L1 becomes smaller than the threshold value L3 for releasing the automatic braking due to the automatic braking, the automatic braking is released (step S36). If there is, the fuel supply is cut off and the engine output is maintained in a reduced state. Therefore, even if the automatic control is cancelled, the vehicle does not suddenly accelerate, and a collision with the vehicle ahead can be prevented. On the other hand, if the driver stops the accelerator operation by the time the automatic braking is released, the fuel supply to the engine is started immediately after the release (step S38), and the engine output returns to the state before the automatic braking was started.

FIG. 8 shows a control flow of automatic braking for preventing collision according to the reference example of the present invention. Note that the block configuration of the automatic braking device in the reference example is the same as that of the first embodiment shown in FIG. 3, and the following description uses the member numbers shown in FIG.

In this control flow, first, after starting, various signals are read in step S51, and various thresholds L0, L2, L3 are calculated in step S52. After that, in step S53, the relative speed V between the own vehicle and the obstacle ahead is obtained.
It is determined whether 1 is zero or more, that is, whether both are approaching. When this determination is YES, step S54 is further performed.
It is determined whether or not the inter-vehicle distance L1 between the own vehicle and the obstacle ahead of the vehicle is smaller than a threshold value L2 for generating an alarm.
In the case of S, the alarm buzzer 47 is sounded in step S55.
Subsequently, in step S56, it is determined whether or not the inter-vehicle distance L1 is smaller than a threshold value L0 for starting automatic braking. If the determination is YES, the actuator 16 is set in step S7 to apply automatic braking with gentle braking. Activate Thereafter, in step S58, it is determined whether or not the accelerator operation input is equal to or more than the set value from the signal of the accelerator operation detecting means 40. If the determination is YES, the alarm by the alarm buzzer 47 is stopped in step S59, In step S60, the previous automatic braking is released, and thereafter, the routine returns. If the determination in step S54 or S56 is NO, the process returns immediately. If the determination in step S58 is NO, the process returns without releasing the automatic braking.

On the other hand, if the determination in step S53 is NO, that is, if the host vehicle is moving away from the obstacle ahead (the front vehicle), the inter-vehicle distance L1 is smaller than the threshold value L3 for releasing automatic braking in step S61. It is determined whether it is small. If the determination is YES, the process returns with the automatic braking applied in step S62. If the determination is NO, the automatic braking is released in step S63, and the process returns after that.

According to most of the above control flow, it is determined whether or not there is a danger of collision (possibility of contact) based on the inter-vehicle distance and the relative speed between the host vehicle and the obstacle ahead of the host vehicle. Collision risk determining means (contact possibility determining means) 71 for controlling the operation of the actuator 16 so as to apply automatic braking when it is determined that there is a collision, and to release the automatic braking when the risk of collision disappears thereafter. Is configured. In steps S58 to S60, when the driver's accelerator operation input is equal to or more than the predetermined value during the automatic braking, the automatic braking restricting means 72 for restricting the automatic braking is provided.
Is configured.

Accordingly, in the above-described reference example , the driver depresses the accelerator pedal to reduce the inter-vehicle distance L1 during slow braking, and when the accelerator operation input exceeds a predetermined value, the automatic braking is released (step S60). The distance L1 between the vehicles can be reduced in accordance with the driver's intention.

In the reference example , the automatic braking is released when the driver's accelerator operation input exceeds a predetermined value during gentle braking. Even when the operation input is in the increasing direction, it is considered that the driver intends to reduce the inter-vehicle distance L1, so that the automatic braking may be released or restricted at this time as well.

[0042]

As described above, according to the first aspect of the present invention, the possibility of contact is eliminated by the contact possibility determining means.
If it is determined that the driver has performed an accelerator operation or a brake operation, this is detected and the release of the automatic braking is prohibited, thereby preventing the vehicle from suddenly accelerating or decelerating immediately after the automatic braking is released. Can be
A rear-end collision can be avoided to improve safety.

According to the second aspect of the present invention, a collision
Judgment that the possibility of contact disappeared by the risk judgment means
If the driver operates the accelerator when it is released, it detects this and keeps the engine output low to prevent the vehicle from accelerating immediately after the automatic braking is released. And safety can be improved.

According to the third aspect of the present invention, in addition to the effect of the first aspect of the present invention, when there is an accelerator operation or a brake operation by the driver when the automatic braking is released, the fact is detected. By issuing an alarm that prompts the driver to release his / her foot from the accelerator pedal or the brake pedal, the driver can be prompted to shift to a normal operation state.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of an automatic braking device for a vehicle according to a first embodiment of the present invention.

FIG. 2 is a layout diagram of components of a hydraulic circuit of the automatic braking device.

FIG. 3 is a block diagram of the automatic braking device.

FIG. 4 is a flowchart illustrating a control flow of automatic braking by a control unit for preventing collision.

FIG. 5 is a diagram showing a map for calculating a threshold value for starting automatic braking.

FIG. 6 is a view corresponding to FIG. 3 showing a second embodiment of the present invention.

FIG. 7 is a diagram corresponding to FIG. 4;

FIG. 8 is a diagram corresponding to FIG. 3, showing a reference example of the present invention.

[Explanation of symbols]

6 Brake Device 16 Actuator 36 Distance / Relative Speed Detecting Means 39 Brake Operation Detecting Means 40 Accelerator Operating Detecting Means 49 Sound Generator (Alarm Means) 51, 62, 71 Collision Danger Determination Means (Contact Possibility Determination Means) 52 Release Prohibition Means 61 Fuel cut means (engine output reduction means) 63 Fuel cut control means 72 Automatic braking restriction means

Continued on the front page (72) Inventor Yasunori Yamamoto 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Tomohiko Adachi 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd. (72) Inventor Tetsuro Buen, Machida Co., Ltd., 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Pref. (72) Inventor Toshihiro Hara 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Pref. Inventor Kazuki Fujise 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (56) Reference JP-A-2-128934 (JP, A) JP-A-58-112847 (JP, A) JP 62-71727 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B60T 7/12 B60K 41/20 G08G 1/16

Claims (3)

(57) [Claims] 1. A detecting means for detecting a distance and a relative speed between an own vehicle and an obstacle, and a possibility of contact based on a distance and a relative speed between the own vehicle and the obstacle detected by the detecting means. Contact possibility judgment means for judging whether there is a contact, automatic braking is applied when the judgment means judges that there is a possibility of contact, and then automatic braking is released when the possibility of contact disappears thereafter the automatic braking device for the vehicle with an actuator for, receiving an accelerator-brake operation detecting means for detecting at least one of the accelerator operation and brake operation of the driver, a signal from the detecting means, the contact possibility determining means
Above when there is a dry <br/> bar of the accelerator operation or brake operation when the possibility of contact is determined to no longer in
An automatic braking device for a vehicle, comprising: release inhibition means for inhibiting release of automatic braking by an actuator . 2. A detecting means for detecting a distance and a relative speed between an own vehicle and an obstacle, and a possibility of contact based on a distance and a relative speed between the own vehicle and the obstacle detected by the detecting means. Collision danger determining means for determining whether there is a collision, automatic braking is applied when the determination means determines that there is a possibility of contact, and then automatic braking is released when the possibility of contact is lost In the automatic braking device for a vehicle provided with an actuator, the output of the engine is reduced when the determination unit determines that there is a possibility of contact.
And engine output reduction means you cancel the reduction of the engine output if it becomes receives an accelerator operation detecting means for detecting an accelerator operation of the driver, a signal from the detecting means, the collision risk determination means
If it is determined that the possibility of contact has disappeared, and if there is an accelerator operation on the driver, the operation of the engine output lowering means is maintained while the determination means determines that contact is possible.
When it is determined that the
When there is no cell operation, the above-mentioned engine output reduction means operates
And a control means for stopping the vehicle. 3. The alarm according to claim 1, wherein when an accelerator operation or a brake operation is performed by the driver when the automatic braking by the actuator is released, an alarm is issued to the driver to urge the driver to release his / her accelerator pedal or brake pedal. An automatic braking device for a vehicle, characterized by comprising means.