JP4474971B2 - Automatic braking control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change a braking force change pattern in automatic braking control for pausing a vehicle in response to a stationary condition of a vehicle side affecting on a degree of deceleration of the vehicle. <P>SOLUTION: The automatic braking control device starts the automatic braking control when a distance from a present point obtained from a navigation device to a nearest approaching point where the vehicle should pause becomes less than a final request braking distance Lth&times;KLth. At this time, a final request deceleration speed change pattern Pattfin(x) as a target which an actual deceleration speed of the vehicle is follow-up controlled is produced. The Pattfin(x) is produced by correcting a request deceleration speed change pattern Pattth which a reference deceleration speed change pattern Pattnorm stored in a ROM 52 is converted and produced on the basis of the request braking distance Lth determined depending on a vehicle speed at an automatic braking control starting point, on the basis of a final correction coefficient determined depending on a number of occupants N and a type of mounted tires (normal or studless) as the stationary condition of the vehicle side. <P>COPYRIGHT: (C)2006,JPO&amp;NCIPI

Description

  The present invention relates to an automatic braking control device for a vehicle that executes automatic braking control for forcibly applying a braking force to the vehicle when the vehicle is approaching a point to be temporarily stopped.

2. Description of the Related Art Conventionally, there is known an automatic braking control device for a vehicle that executes this type of automatic braking control for preventing a driver from failing to perform a temporary stop (see, for example, Patent Document 1). In the automatic braking control device (driving operation support device) described in this document, the distance between the current location of the vehicle obtained based on the position information obtained from the navigation device mounted on the vehicle and the point to be paused is When the distance is equal to or less than a predetermined braking start reference distance, automatic braking control for forcibly applying a braking force for temporarily stopping the vehicle is executed.
JP 10-76922 A

  In general, the higher the vehicle speed, the longer the distance required from the start of braking to the stop of the vehicle (that is, the braking distance). Furthermore, the braking distance increases as the road surface friction coefficient between the tire and the road surface decreases. For this reason, the apparatus described in the above document sets the braking start reference distance longer as the vehicle speed increases or the road surface friction coefficient decreases.

  As a result, the higher the vehicle speed or the lower the road friction coefficient, the earlier the start timing of the automatic braking control. As a result, even when the vehicle speed is high or the road friction coefficient is low. Even in this case, the vehicle can be surely stopped before reaching a predetermined position to be temporarily stopped.

  By the way, in addition to the case where the speed of the vehicle is high and the road surface friction coefficient is low, for example, when the number of passengers of the vehicle is large, the vehicle is surely stopped before reaching a predetermined position to be temporarily stopped. Therefore, it is necessary to set the start timing of the automatic braking control early, or to set the braking force in the automatic braking control to be stronger. This is generally based on the fact that the braking distance increases as the total mass of the vehicle increases.

  In other words, depending on the vehicle-side static state such as the total mass of the vehicle, it depends on the start timing of the automatic braking control or the magnitude of the braking force in the automatic braking control (that is, the braking force in the automatic braking control). Value) change pattern) needs to be changed. However, the current situation is that the change pattern of the value corresponding to the braking force in the automatic braking control is not yet disclosed according to the vehicle-side static state.

The present invention has been made based on such knowledge, and the features of the present invention are applied to a vehicle including position information acquisition means for acquiring position information regarding at least the current position of the vehicle and a point to be temporarily stopped. When the acquired position information indicates that the vehicle is approaching the point where the vehicle should be temporarily stopped , the transition of the value corresponding to the braking force from the braking start timing to the vehicle stop is changed. Automatic braking that determines a change pattern to be expressed and forcibly applies to the vehicle a braking force for temporarily stopping the vehicle so that a value corresponding to the braking force changes according to the change pattern after the braking start timing An automatic braking control device for a vehicle provided with an automatic braking control means for executing control affects the degree of deceleration of the vehicle when the braking force is applied. And static state obtaining means for obtaining a static state of the vehicle to give, depending on the static state of the acquired vehicle, to change the size of the value corresponding to the braking force in the change pattern And a braking force corresponding value change pattern changing means.

  Here, the position information acquisition means is preferably a navigation device mounted on a vehicle. The “point to be temporarily stopped” includes at least a point where the temporary stop is required. For example, the point where the stop is required corresponds to the point that should stop in response to the stop sign, the point that should stop in response to the railroad crossing, or the traffic light with the red lamp blinking at midnight. Point to stop. Further, the “value corresponding to the braking force” is, for example, the pressing force of the brake pad against the disc plate, the hydraulic pressure in the wheel cylinder, the deceleration of the vehicle, etc., and is not limited to these.

  In addition, the “static state on the vehicle side that affects the degree of deceleration of the vehicle when a braking force is applied” refers to a braking operation with the same strength (for example, a brake pedal operation with the same pedaling force) by the driver. ) Is a vehicle-side static state in which the deceleration generated in the vehicle is different, for example, the total mass of the vehicle, the type of tire mounted on the vehicle, and the like, which will be described later.

According to this, according to the braking force in the automatic braking control according to the “static state on the vehicle side that affects the degree of deceleration of the vehicle when the braking force is applied” acquired by the static state acquisition means. The magnitude of the value corresponding to the braking force in the change pattern of the value (for example, vehicle deceleration) is changed. Also, the start timing of the automatic braking control can be changed.

  And when the vehicle is approaching the point where it should pause, the braking force for stopping the vehicle by the automatic braking control means is a value corresponding to the braking force (for example, the deceleration of the vehicle) It can be forcibly applied to the vehicle (regardless of whether or not the driver performs a braking operation) so as to occur with a change pattern after the change.

  Therefore, even if the above-mentioned “vehicle-side static state” changes, the change pattern of the value corresponding to the braking force in the automatic braking control becomes an appropriate pattern corresponding to the “vehicle-side static state”. Since it can be changed, the vehicle can be surely stopped before reaching a predetermined position to be temporarily stopped.

In this case, the vehicle is provided with detection means for detecting the number of passengers in the vehicle or the height of the vehicle, and the static state acquisition means is configured to detect the number of passengers on the vehicle side based on the detected number of passengers or the vehicle height . The static state is preferably configured to acquire the total mass of the vehicle or a value that affects the total mass of the vehicle. Here, the “value that affects the total mass of the vehicle” is, for example, the number of passengers in the vehicle. The total mass of the vehicle can be acquired by, for example, a vehicle height sensor that measures the vehicle height of the vehicle, and the number of passengers of the vehicle can be determined, for example, by whether or not the passenger is sitting on the seat (Specifically, it can be acquired by a load sensor, a camera) or the like.

  As the total mass of the vehicle increases (or as the number of passengers increases), the deceleration generated in the vehicle when the driver performs a braking operation with the same strength (for example, a brake pedal operation with the same pedal effort) decreases. Therefore, the braking distance tends to be long. Therefore, with the above configuration, for example, the start timing of the automatic braking control is set earlier as the total mass of the vehicle increases, or a value (for example, a wheel cylinder) corresponding to the braking force during the automatic braking control is set. Pressure) can be set larger, and as a result, even if the total mass of the vehicle changes, the vehicle can be surely stopped before reaching a predetermined position to be temporarily stopped.

Further, it is preferable that the static state acquisition unit is configured to acquire information indicating whether or not the vehicle is equipped with a studless tire as the vehicle-side static state. Here, as a kind of tire, a normal tire, a studless tire, etc. are mentioned, for example. The type of tire that the vehicle is wearing is, for example, a magnetic pickup type that outputs a value that fluctuates at a frequency corresponding to the rotational speed of the wheel for detecting the wheel speed of the wheel on which the tire is mounted ( It can be obtained by a known method based on the frequency analysis result of the output value of the coil type wheel speed sensor.

  In general, when the vehicle is equipped with studless tires, the deceleration generated in the vehicle when the braking operation of the same strength is performed by the driver is smaller than when the vehicle is equipped with normal tires. The braking distance tends to be long. Therefore, if configured as described above, for example, when the vehicle is equipped with a studless tire, the start timing of the automatic braking control can be set earlier than when the vehicle is equipped with a normal tire. . As a result, even when the vehicle is equipped with studless tires, the vehicle can be reliably stopped before reaching a predetermined position to be temporarily stopped.

In any one of the above-described automatic braking control apparatuses according to the present invention, as the change pattern, with respect to the travel distance from the braking start timing, the horizontal axis is expressed on the coordinate plane of the distance axis and the vertical axis is the deceleration axis. A pattern representing the transition of the magnitude of the deceleration can be adopted.

  In this case, the braking force corresponding value change pattern changing means expands or reduces the change pattern in the direction of the deceleration axis according to the acquired vehicle-side static state, or the change. The pattern is enlarged or reduced in the direction of the deceleration axis and is enlarged or reduced in the direction of the distance axis so that the magnitude of the value corresponding to the braking force in the change pattern is changed. Is preferred. More preferably, the braking force corresponding value change pattern changing means further includes a change pattern obtained by expanding or reducing the change pattern in the direction of the distance axis according to the estimated vehicle body speed at the braking start timing. The size of the value corresponding to the braking force in the change pattern is changed by expanding or contracting in the direction of the deceleration axis according to the vehicle-side static state at the braking start timing. It is good to be done.

  According to this, the magnitude of the “value corresponding to the braking force” in the change pattern can be appropriately changed by a relatively simple calculation.

  In any of the above-described automatic braking control apparatuses according to the present invention, the automatic braking control means is a value corresponding to the braking force that can be generated based on a braking operation by a driver (for example, vehicle deceleration). Is greater than a value corresponding to the braking force generated by the automatic braking control with the predetermined change pattern (for example, vehicle deceleration), a value corresponding to the braking force generated with the predetermined change pattern Instead of this, it is preferable that a value corresponding to the braking force that can be generated based on a braking operation by the driver is generated.

  According to this, during the automatic braking control, the driver performs a braking operation that can generate a value corresponding to a braking force larger than a value corresponding to the braking force generated by the automatic braking control. A value corresponding to the braking force that can be generated based on the operation is generated. Therefore, for example, when it is necessary to stop the vehicle before the position where it should be temporarily stopped during automatic braking control, the driver's intention is prioritized over the automatic braking control, and the vehicle is moved to a desired position. Can be stopped.

  Embodiments of an automatic braking control device for a vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle equipped with a vehicle motion control device 10 including an automatic braking control device according to an embodiment of the present invention. This vehicle has two front wheels (left front wheel FL and right front wheel FR) that are non-drive wheels (driven wheels) and two rear wheels (left rear wheel RL and right rear wheel RR) that are drive wheels. This is a drive (FR) four-wheel vehicle.

  The vehicle motion control device 10 includes a brake fluid pressure control unit 30 for generating a brake force by brake fluid pressure on each wheel. The brake fluid pressure control unit 30 is shown in FIG. As shown, a brake fluid pressure generator 32 that generates a brake fluid pressure according to the operating force of the brake pedal BP, and wheel cylinders Wfr, Wfl, Wrr, Wrl respectively disposed on the wheels FR, FL, RR, RL. The brake fluid pressure adjusting unit 33, the FL brake fluid pressure adjusting unit 34, the RR brake fluid pressure adjusting unit 35, the RL brake fluid pressure adjusting unit 36, and the reflux brake fluid supplying unit 37 that can adjust the brake fluid pressure supplied to It is comprised including.

  The brake fluid pressure generating unit 32 includes a vacuum booster VB that responds when the brake pedal BP is operated, and a master cylinder MC that is connected to the vacuum booster VB. The vacuum booster VB uses an air pressure (negative pressure) in an intake pipe of an engine (not shown) to assist the operation force of the brake pedal BP at a predetermined ratio and transmit the assisted operation force to the master cylinder MC. It has become.

  The master cylinder MC has two output ports including a first port and a second port. The master cylinder MC receives the supply of brake fluid from the reservoir RS and responds to the assisted operating force by the first master. A cylinder pressure is generated from the first port, and a second master cylinder pressure corresponding to the assisted operating force, which is substantially the same hydraulic pressure as the first master cylinder pressure, is generated from the second port. It is supposed to be.

  Since the configurations and operations of the master cylinder MC and the vacuum booster VB are well known, a detailed description thereof will be omitted here. In this way, the master cylinder MC and the vacuum booster VB (brake hydraulic pressure generating means) generate the first master cylinder pressure and the second master cylinder pressure according to the operating force of the brake pedal BP, respectively. .

  A normally open linear solenoid valve PCf is interposed between the first port of the master cylinder MC and each of the upstream portion of the FR brake fluid pressure adjusting portion 33 and the upstream portion of the FL brake fluid pressure adjusting portion 34. . Similarly, a normally open linear solenoid valve PCr is interposed between the second port of the master cylinder MC and each of the upstream part of the RR brake hydraulic pressure adjusting part 35 and the upstream part of the RL brake hydraulic pressure adjusting part 36. Has been. Details of the normally open linear solenoid valves PCf and PCr will be described later.

  The FR brake fluid pressure adjusting unit 33 includes a pressure-increasing valve PUfr that is a 2-port 2-position switching type normally-open electromagnetic switching valve and a pressure-reducing valve PDfr that is a 2-port 2-position switching-type normally-closed electromagnetic switching valve. Yes. The pressure increasing valve PUfr can communicate with or cut off the upstream portion of the FR brake fluid pressure adjusting unit 33 and the wheel cylinder Wfr. The pressure reducing valve PDfr can communicate or block the wheel cylinder Wfr and the reservoir RSf. As a result, the brake fluid pressure in the wheel cylinder Wfr can be increased, held and reduced by controlling the pressure increasing valve PUfr and the pressure reducing valve PDfr.

  In addition, a check valve CV1 that allows only one-way flow of brake fluid from the wheel cylinder Wfr side to the upstream portion of the FR brake fluid pressure adjusting unit 33 is disposed in parallel with the pressure increasing valve PUfr. When the operated brake pedal BP is released, the brake fluid pressure in the wheel cylinder Wfr is quickly reduced.

  Similarly, the FL brake hydraulic pressure adjusting unit 34, the RR brake hydraulic pressure adjusting unit 35, and the RL brake hydraulic pressure adjusting unit 36 are respectively a pressure increasing valve PUfl and a pressure reducing valve PDfl, a pressure increasing valve PUrr and a pressure reducing valve PDrr, and a pressure increasing valve PUrl and The pressure reducing valve PDrl is configured, and by controlling each pressure increasing valve and each pressure reducing valve, the brake fluid pressure in the wheel cylinder Wfl, the wheel cylinder Wrr and the wheel cylinder Wrl can be increased, held and reduced, respectively. It is like that. In addition, check valves CV2, CV3, and CV4 that can achieve the same function as the check valve CV1 are arranged in parallel on the pressure increasing valves PUfl, PUrr, and PUrl, respectively.

  The reflux brake fluid supply unit 37 includes a DC motor MT and two hydraulic pumps HPf and HPr that are simultaneously driven by the motor MT. The hydraulic pump HPf pumps up the brake fluid in the reservoir RSf that has been recirculated from the pressure reducing valves PDfr and PDfl through the check valve CV7, and adjusts the brake fluid pressure through the check valves CV8 and CV9. It supplies to the upstream part of the part 33 and FL brake hydraulic pressure adjustment part 34. FIG.

  Similarly, the hydraulic pump HPr pumps up the brake fluid in the reservoir RSr that has been recirculated from the pressure reducing valves PDrr and PDrl through the check valve CV10, and the pumped brake fluid through the check valves CV11 and CV12. The hydraulic pressure adjusting unit 35 and the RL brake hydraulic pressure adjusting unit 36 are supplied upstream of the hydraulic pressure adjusting unit 35 and the RL brake hydraulic pressure adjusting unit 36. In order to reduce the pulsation of the discharge pressures of the hydraulic pumps HPf and HPr, a hydraulic circuit between the check valves CV8 and CV9 and a hydraulic circuit between the check valves CV11 and CV12 are provided with dampers DMf, DMr is disposed.

  Next, the normally open linear solenoid valve PCf will be described. Since the configuration and operation of the normally open linear solenoid valve PCr are the same as those of the normally open linear solenoid valve PCf, description thereof will be omitted. An opening force based on a biasing force from a coil spring (not shown) is constantly acting on the valve body of the normally open linear solenoid valve PCf, and the upstream portion of the FR brake fluid pressure adjusting unit 33 and the FL brake fluid pressure adjustment are applied. A force in the opening direction based on a differential pressure obtained by subtracting the first master cylinder pressure from the pressure upstream of the section 34 (hereinafter sometimes simply referred to as “actual differential pressure”), and a normally open linear solenoid valve A closing force based on an attractive force that increases in proportion to the energizing current to PCf (and thus the command current Idf) is applied.

  As a result, as shown in FIG. 3, the command differential pressure ΔPd corresponding to the suction force is determined so as to increase in proportion to the command current Idf. Here, I0 is a current value corresponding to the urging force of the coil spring. The normally open linear solenoid valve PCf is closed when the command differential pressure ΔPd is larger than the actual differential pressure, and the first port of the master cylinder MC, the upstream portion of the FR brake fluid pressure adjusting unit 33, and the FL The communication with the upstream portion of the brake fluid pressure adjusting unit 34 is blocked.

  On the other hand, the normally open linear solenoid valve PCf opens when the command differential pressure ΔPd is smaller than the actual differential pressure, and opens the first port of the master cylinder MC, the upstream portion of the FR brake fluid pressure adjusting unit 33 and the FL brake fluid. The upstream part of the pressure adjustment part 34 is connected. As a result, the brake fluid upstream of the FR brake fluid pressure adjusting unit 33 (supplied from the fluid pressure pump HPf) and the upstream portion of the FL brake fluid pressure adjusting unit 34 flows to the first port of the master cylinder MC. The actual differential pressure can be adjusted to coincide with the command differential pressure ΔPd.

  In other words, when the motor MT (and hence the hydraulic pumps HPf, HPr) is driven, the actual differential pressure (the allowable maximum value) is controlled according to the command current Idf to the normally open linear electromagnetic valve PCf. To get. At this time, the pressure upstream of the FR brake fluid pressure adjusting unit 33 and the pressure upstream of the FL brake fluid pressure adjusting unit 34 are values obtained by adding the actual differential pressure (and hence the command differential pressure ΔPd) to the first master cylinder pressure. It becomes.

  On the other hand, when the normally open linear solenoid valve PCf is de-energized (that is, when the command current Idf is set to “0”), the normally open linear solenoid valve PCf is maintained in the open state by the biasing force of the coil spring. ing. At this time, the actual differential pressure becomes “0”, and the upstream pressure of the FR brake hydraulic pressure adjusting unit 33 and the upstream pressure of the FL brake hydraulic pressure adjusting unit 34 become equal to the first master cylinder pressure.

  In addition, the normally open linear solenoid valve PCf has one direction of brake fluid from the first port of the master cylinder MC to the upstream portion of the FR brake fluid pressure adjusting portion 33 and the upstream portion of the FL brake fluid pressure adjusting portion 34. A check valve CV5 that allows only the flow of is arranged in parallel. Thus, even when the actual differential pressure is controlled according to the command current Idf to the normally open linear solenoid valve PCf, the first master cylinder pressure is changed to the FR brake hydraulic pressure adjusting unit by operating the brake pedal BP. When the pressure is higher than the pressure at the upstream portion of 33 and the upstream portion of the FL brake fluid pressure adjusting portion 34, the brake fluid pressure (that is, the first master cylinder pressure) according to the operating force of the brake pedal BP itself is The wheel cylinders Wfr and Wfl can be supplied. Further, the normally open linear electromagnetic valve PCr is also provided with a check valve CV6 that can achieve the same function as the check valve CV5.

  With the configuration described above, the brake hydraulic pressure control unit 30 applies the brake hydraulic pressure (that is, the master cylinder pressure) to each wheel cylinder according to the operating force of the brake pedal BP when all the solenoid valves are in the non-excited state. It can be supplied. On the other hand, in this state, when the motor MT (and hence the hydraulic pumps HPf and HPr) is driven and the normally open linear solenoid valves PCf and PCr are excited with the command currents Idf and Idr (= Idf), respectively, Also, the brake fluid pressure that is higher by the command differential pressure ΔPd determined according to the command currents Idf and Idr can be supplied to each wheel cylinder. Therefore, the above-described automatic braking control can be achieved by controlling the command currents Idf and Idr to the normally open linear solenoid valves PCf and PCr.

  Referring again to FIG. 1, the vehicle motion control apparatus 10 further includes a magnetic pickup type (coil type) wheel speed sensor 41fr, 41fl that outputs a value that fluctuates at a frequency corresponding to the rotational speed of the corresponding wheel. , 41rr, 41rl, brake switch 42 that outputs a signal that turns on (High signal) or off signal (Low signal) depending on whether or not the brake pedal BP is operated, and four seats on the front, rear, left, and right respectively The occupant detection sensors 43 fr, 43 fl, 43 rr, 43 rl that can identify whether the occupant is sitting on the seat, the electric control device 50, and the navigation device 60 are provided.

  The electric control device 50 is connected to each other via a bus. The CPU 51, a routine (program) executed by the CPU 51, a table (lookup table, map), a ROM 52 in which constants are stored in advance, and the CPU 51 store data as necessary. A microcomputer comprising a RAM 53 for temporary storage, a backup RAM 54 for storing data while the power is turned on, and retaining the stored data even while the power is shut off, and an interface 55 including an AD converter. is there.

  The interface 55 is connected to each wheel speed sensor 41, brake switch 42, each occupant detection sensor 43, and navigation device 60, and each wheel speed sensor 41, brake switch 42, each occupant detection sensor 43, and navigation device 60 is connected to the CPU 51. In addition, a drive signal is sent to each electromagnetic valve of the brake fluid pressure control unit 30 and the motor MT in accordance with an instruction from the CPU 51.

  Thereby, the command currents Idf and Idr (energization current) to the normally open linear solenoid valves PCf and PCr described above are controlled by the CPU 51. Specifically, the CPU 51 adjusts the average (effective) current as the command currents Idf and Idr by adjusting the duty ratio of the energization current.

  The navigation device 60 is a well-known route guidance device that specifies the current location of a vehicle based on information obtained from an artificial satellite or the like and guides a route from the current location to a destination designated by the driver. The navigation device 60 further stores information related to a number of points on the road that exist within a predetermined area that should be temporarily stopped. In this example, the “point to be paused” is a point where a stop is required, such as a point to stop corresponding to a stop sign, a point to stop corresponding to a crossing, or midnight. It is a point to stop in response to a traffic light with a flashing red lamp.

  Then, the navigation device 60 is at least a distance from the current location to the nearest temporary stop point on the road on which the vehicle is traveling (hereinafter referred to as a “distance L between the current location and the temporary stop location”). The signals shown are sequentially supplied to the CPU 51 via the interface 55.

(Outline of automatic braking control)
Next, an outline of automatic braking control by the vehicle motion control device 10 (hereinafter, also referred to as “this device”) including the automatic braking control device according to the embodiment of the present invention will be described.

  This device is a final request in which the distance L between the current position and the temporary stop point obtained sequentially from the navigation device 60 is sequentially calculated as will be described later when the traveling vehicle is approaching a point where the vehicle is to be temporarily stopped. When the braking distance is less than Lth · KLth (that is, when the automatic braking control start condition is satisfied), the automatic braking control is started regardless of whether or not the driver operates the brake pedal BP.

  When this automatic braking control is started, the device reduces the optimal deceleration that the actual deceleration Gact (value corresponding to the braking force) of the vehicle should take from the start of the control until the vehicle stops. A speed change pattern is created. As will be described later, this optimum deceleration change pattern includes the vehicle speed at the time of starting the automatic braking control (that is, an estimated vehicle body speed Vso described later), the number of passengers N (a value that affects the total mass of the vehicle), And it is necessary to change according to the type of tires that are installed.

  Therefore, this apparatus stores a reference deceleration change pattern Pattnorm shown in the graph of FIG. 4A in the ROM 52, and this reference deceleration change pattern Pattnorm is estimated vehicle speed at the start of automatic braking control. The optimum deceleration change pattern (specifically, the final required deceleration shown in the graph of FIG. 4C) is converted and corrected based on Vso, the number of passengers N, and the type of tires installed. A change pattern Pattfin (x)) is created.

<Reference deceleration change pattern>
Hereinafter, first, the reference deceleration change pattern Pattnorm shown in FIG. This reference deceleration change pattern Pattnorm is a skilled driving from the state where the vehicle speed is a predetermined reference speed Vnorm when the number of passengers is one and normal tires are mounted on the vehicle. This is a deceleration change pattern obtained through an experiment in which a person stops the vehicle by a normal (daily) brake operation. The braking distance based on this reference deceleration change pattern Pattnorm is the reference braking distance Lnorm.

  When the average deceleration in the reference deceleration change pattern Pattnorm is a reference average deceleration Gave, the following equation (1) is established. In the following equation (1), the value (Vnorm / Gave) is the vehicle speed decelerated and stopped from the state where the vehicle speed is the reference speed Vnorm while the vehicle deceleration is maintained at the reference average deceleration Gave. In this case, the value represents the time required from the start of deceleration to the stop. By solving the following equation (1) for the reference average deceleration Gave, the reference average deceleration Gave can be expressed according to the following equation (2).

Lnorm ＝ (1/2) ・ Gave ・ (Vnorm / Gave) ²・ ・ ・ (1)
Gave = (1/2) ・ (Vnorm ² / Lnorm) (2)

<Required deceleration change pattern>
Next, the required deceleration change pattern Pattth shown in FIG. This required deceleration change pattern Pattth is when the number of passengers is one and normal tires are mounted on the vehicle, and the vehicle speed at the start of automatic braking control is an arbitrary estimated vehicle body speed Vso. It is a deceleration change pattern in a certain case.

In general, the higher the vehicle speed, the longer the braking distance. Therefore, as the estimated vehicle speed Vso at the start of automatic braking control becomes higher, the braking distance required for automatic braking control (hereinafter referred to as “required braking distance Lth”) needs to be increased (that is, automatic braking). It is necessary to set the control start timing early). Here, the braking distance when the vehicle is decelerated and stopped while the vehicle deceleration is maintained at the reference average deceleration Gave from the state where the vehicle speed is the estimated vehicle speed Vso is “(1/2 ) · Gave · (Vso / Gave) ² '. This device adopts this value as the required braking distance Lth. That is, the required braking distance Lth can be obtained according to the following equation (3).

Lth = (1/2) ・ Gave ・ (Vso / Gave) ²・ ・ ・ (3)

  Then, this apparatus demands a reduced shape obtained by scaling the shape of the reference deceleration change pattern Pattnorm shown in FIG. 4A in the direction of the distance axis (lateral direction) with a ratio (Lth / Lnorm). Adopted as a speed change pattern Pattth. At this time, no scaling conversion is performed in the direction of the deceleration axis (vertical direction). The average deceleration in the required deceleration change pattern Pattth is also the reference average deceleration Gave.

<Final required deceleration change pattern>
Next, the final required deceleration change pattern Pattfin shown in FIG. This final required deceleration change pattern Pattfin is further compared to the required deceleration change pattern Pattth in which the estimated vehicle speed Vso at the start of automatic braking control is taken into consideration, and the number of passengers N and the tires installed This is a deceleration change pattern corresponding to the optimum deceleration change pattern obtained by considering the type.

  In general, the greater the total mass of the vehicle (and hence the greater the number of passengers N), the smaller the deceleration generated in the vehicle when the driver performs a braking operation of the same strength, resulting in a braking distance. Tend to be longer. Similarly, when the vehicle is fitted with studless tires, the deceleration generated in the vehicle when the driver performs a braking operation of the same strength is smaller than when the vehicle is fitted with normal tires. As a result, the braking distance tends to be longer.

  In such a case, if the braking force (and thus the wheel cylinder pressure) is increased in order to prevent the decrease in the deceleration and shorten the braking distance, the tire tends to be locked. Therefore, in such a case, in order to reliably stop the vehicle by using automatic braking control before reaching a predetermined position to be temporarily stopped, the automatic braking control is performed in a state in which the deceleration is allowed to decrease. It is considered preferable to set the start timing early.

  Therefore, the present apparatus introduces the correction coefficient KN and the correction coefficient KT, and based on these correction coefficients KN and KT, the shape of the required deceleration change pattern Pattth is changed to the final required deceleration change pattern Pattfin (x). A final correction coefficient KLth (≧ 1), which is a value for correcting the shape, is determined.

  The correction coefficient KN is a value that increases as the number of passengers N increases (KN = 1 when N = 1), and is a table that defines the relationship between the number of passengers N and the correction coefficient KN shown in the graph of FIG. This value is obtained based on MapKN and the number of passengers N. Here, the number of passengers N (the vehicle-side static state) is obtained by counting the number of passenger detection sensors 43 that output a signal indicating that the passenger is sitting on the corresponding seat. be able to. Thus, the means for obtaining the number of passengers N corresponds to the static state obtaining means.

  The correction coefficient KT is a constant larger than “1”, and is used only when the vehicle is equipped with studless tires. That is, this apparatus sets the final correction coefficient KLth to the product of the correction coefficient KN and the correction coefficient KT only when the vehicle is equipped with studless tires, and the vehicle is equipped with normal tires. In this case, the final correction coefficient KLth is set to the value of the correction coefficient KN itself. Here, the type of tire (vehicle-side static state) attached to the vehicle can be obtained by a known method based on the frequency analysis result of the output value of each wheel speed sensor 41. Thus, the means for acquiring the type of tire mounted on the vehicle corresponds to the static state acquiring means.

  The apparatus adopts the value “Lth · KLth” as the final required braking distance, and forms the required deceleration change pattern Pattth shown in FIG. 4B in the direction of the distance axis (lateral direction) with the ratio KLth. And a shape obtained by performing reduction conversion in the direction of the deceleration axis (longitudinal direction) at a ratio (1 / KLth) is adopted as the final required deceleration change pattern Pattfin (x). Here, x is a travel distance after the start of automatic braking control.

  The final required deceleration change pattern Pattfin (x) is actually used in the automatic braking control. As a result, as the number of passengers N increases (thus, the total mass of the vehicle increases), or when the vehicle is equipped with studless tires (as compared to the case with normal tires), the final request The braking distances Lth and KLth are set larger (that is, the start timing of automatic braking control is set earlier), and the deceleration (average deceleration) during automatic braking control is set smaller. Thus, the means for changing the required deceleration change pattern Pattth to produce the final required deceleration change pattern Pattfin (x) corresponds to the braking force corresponding value change pattern changing means.

<Applying braking force by automatic braking control>
When the automatic braking control is not executed, this device sequentially calculates the required braking distance Lth described above and the final correction coefficient KLth described above. As described above, the present device is configured so that the distance L between the current location and the temporary stop point obtained sequentially from the navigation device 60 is the final required braking distance.
When Lth / KLth or less, automatic braking control is started regardless of whether the driver operates the brake pedal BP.

  At this time, the present apparatus, based on the required braking distance Lth and the final correction coefficient KLth at the start of automatic braking control, and the reference deceleration change pattern Pattnorm, the final required deceleration change pattern Pattfin (x ).

  When the automatic braking control is started, this device controls the command currents Idf and Idr to the normally open linear solenoid valves PCf and PCr. The wheel cylinder pressure (and hence the braking force) is forcibly controlled so that the deceleration Gact follows the final required deceleration change pattern Pattfin (x) produced above.

  During this time, when the driver operates the brake pedal BP and the actual deceleration Gact of the vehicle exceeds the final required deceleration change pattern Pattfin (x), this device applies to the normally open linear solenoid valves PCf and PCr. The energization is stopped and the normally open linear solenoid valves PCf and PCr are maintained in the open state. As a result, the brake fluid pressure (that is, the master cylinder pressure) corresponding to the operating force of the brake pedal BP is supplied to the wheel cylinder, and the driver's intention is given priority.

  This device continuously executes such automatic braking control until the vehicle stops. As a result, the vehicle stops at least at a point before the point at which it should be paused. The above is the outline of the automatic braking control according to the present invention.

(Actual operation)
Next, a routine executed by the CPU 51 of the electric control device 50 for the actual operation of the vehicle motion control device 10 including the automatic braking control device according to the embodiment of the present invention configured as described above is shown by a flowchart. This will be described with reference to FIGS.

  The CPU 51 repeatedly executes the routine for calculating the wheel speed and the like shown in FIG. 6 every elapse of a predetermined time. Accordingly, when the predetermined timing is reached, the CPU 51 starts processing from step 600 and proceeds to step 605 to calculate the wheel speed of the wheel ** (the speed of the outer circumference of the wheel **) Vw **. Specifically, the CPU 51 calculates the wheel speed Vw ** based on the fluctuation frequency of the output value of the wheel speed sensor 41 **.

In addition, “**” appended to the end of various variables etc. “fl” added to the end of the various variables etc. to indicate which of the various wheels FR, etc. , “Fr”, etc., for example, the wheel speed Vw ** is the left front wheel speed Vwfl,
The right front wheel speed Vwfr, the left rear wheel speed Vwrl, and the right rear wheel speed Vwrr are comprehensively shown.

  Next, the CPU 51 proceeds to step 610 and calculates the maximum value of the wheel speeds Vw ** as the estimated vehicle body speed Vso. Note that the average value of the wheel speeds Vw ** may be calculated as the estimated vehicle body speed Vso. Next, the CPU 51 proceeds to step 615 to calculate the actual deceleration Gact of the vehicle at the current time according to the following equation (4).

Gact = (Vsob−Vso) / Δt (4)

  In the above equation (4), Vso is the latest value calculated in the previous step 610. Vsob is the previous estimated vehicle body speed calculated in step 620, which will be described later, when this routine is executed last time. Δt is the execution cycle of this routine.

  Then, the CPU 51 proceeds to step 620, sets the value of the estimated vehicle body speed Vso calculated this time in step 610 as the previous estimated vehicle body speed Vsob, and then proceeds to step 695 to end this routine once. Thereafter, the CPU 51 repeatedly executes this routine.

  Further, the CPU 51 repeatedly executes a routine for performing the automatic braking control start determination shown in FIG. 7 every elapse of a predetermined time. Accordingly, when the predetermined timing is reached, the CPU 51 starts processing from step 700 and proceeds to step 705 to determine whether or not the value of the automatic braking control execution flag CONT is “0”. If YES in step 795, the flow immediately proceeds to step 795 to end the present routine tentatively. Here, the automatic braking control execution flag CONT indicates that the automatic braking control is being executed when the value is “1”, and that the automatic braking control is not being executed when the value is “0”. Show.

  Now, assuming that automatic braking control is not being executed, since the value of the automatic braking control execution flag CONT is “0”, the CPU 51 makes a “Yes” determination at step 705 to execute the step. Proceeding to 710, the current location / temporary stop point distance L from the navigation device 60 is acquired.

  Next, the CPU 51 proceeds to step 715 and obtains the current required braking distance Lth based on the latest estimated vehicle body speed Vso calculated in the previous step 610 and the above equation (3). Subsequently, the CPU 51 proceeds to step 720 to acquire the number of passengers N based on the output value of each occupant detection sensor 43. In the subsequent step 725, the acquired number of passengers N and the table MapKN shown in FIG. Based on this, the current correction coefficient KN is acquired. The table MapKN is stored in the ROM 52.

  Next, the CPU 51 proceeds to step 730 to determine whether or not the frequency analysis result by FFT of the output value of each wheel speed sensor 41 indicates that a studless tire is mounted on the vehicle, and “Yes” is determined. If YES in step 735, the flow advances to step 735 to set the value of the product of the acquired correction coefficient KN and the correction coefficient KT (a constant larger than “1”) as the final correction coefficient KLth, and then advances to step 745. On the other hand, if “No” is determined in the determination in step 730, the CPU 51 proceeds to step 740 to set the acquired correction coefficient KN itself as the final correction coefficient KLth and proceeds to step 745.

  When the CPU 51 proceeds to step 745, the current location / temporary stop point distance L acquired in step 715 is the current required braking distance Lth obtained in step 715, and step 735 or step It is determined whether or not the final required braking distance Lth · KLth is equal to or less than the final required braking distance Lth · KLth, which is the product of the final correction coefficient KLth set in 740 (that is, whether or not the automatic braking control start condition is satisfied). ).

  Now, assuming that the current distance L between the current location and the temporary stop point is larger than the final required braking distance Lth · KLth, the CPU 51 makes a “No” determination at step 745 and immediately proceeds to step 795 to proceed to the main processing. The routine is temporarily terminated. Thereafter, the CPU 51 determines that the current location / temporary stop point distance L, which is sequentially updated in Step 710, is equal to or less than the final required braking distance Lth · KLth, which is sequentially updated in Step 735 or 740. Meanwhile, a series of processes of steps 700 to 745 and 795 are repeatedly executed.

  Next, from this state, when the vehicle travels and approaches a point where it should be temporarily stopped, the current distance between the current location and the temporary stop point L is less than the final required braking distance Lth · KLth. Then, when the CPU 51 proceeds to step 745, the CPU 51 determines “Yes” and proceeds to step 750. In step 750, the value of the automatic braking control execution flag CONT is changed from “0” to “1”. Then, the process proceeds to step 795 to end the present routine tentatively.

  Thereafter, since the value of the automatic braking control execution flag CONT is “1”, the CPU 51 makes a “No” determination at step 705 to immediately proceed to step 795 to end the present routine tentatively. As described above, while the automatic braking control is not being executed, the current position / temporary stop point distance L and the final required braking distance Lth / KLth are sequentially updated, and the automatic braking control start condition is based on the comparison result between the two. Whether or not is established is determined.

  Next, the actual operation for producing the deceleration change pattern will be described. The CPU 51 repeatedly executes the routine shown in FIG. 8 every predetermined time. Accordingly, when the predetermined timing comes, the CPU 51 starts processing from step 800 and proceeds to step 805 to determine whether or not the value of the automatic braking control execution flag CONT is changed from “0” to “1” (that is, the current time Is determined whether or not automatic braking control is started), and if “No” is determined, the process immediately proceeds to step 895 to end the present routine tentatively.

  Assuming that the current time is the time when automatic braking control is started and immediately after the processing of step 750 is executed, the value of the automatic braking control execution flag CONT has been changed from “0” to “1”. Since it is immediately after that, the CPU 51 makes a “Yes” determination at step 805 to proceed to step 810, where it is stored in the ROM 52 based on the latest required braking distance Lth value calculated at the previous step 715. The required deceleration change pattern Pattth is produced by converting the reference deceleration change pattern Pattnorm, and the produced required deceleration change pattern Pattth is stored in a predetermined area of the RAM 53.

  Subsequently, the CPU 51 proceeds to step 815, and based on the latest final correction coefficient KLth value calculated in the previous step 735 or step 740, the required deceleration stored in the RAM 53 produced above. The final required deceleration change pattern Pattfin (x) is produced by correcting the change pattern Pattth, and the produced final required deceleration change pattern Pattfin (x) is stored in a predetermined area of the RAM 53, and then the process proceeds to Step 895. This routine is temporarily terminated.

  Thereafter, the CPU 51 determines “No” in step 805 until the automatic braking control start condition is satisfied (that is, until the processing of the previous step 750 is executed). Immediately, the routine is terminated once. As described above, the final required deceleration change pattern Pattfin is updated every time the automatic braking control start condition is satisfied.

  Next, an actual operation for executing the automatic braking control will be described. The CPU 51 repeatedly executes the routine shown in FIG. 9 every elapse of a predetermined time. Accordingly, when the predetermined timing is reached, the CPU 51 starts processing from step 900 and proceeds to step 905 to determine whether or not the value of the automatic braking control execution flag CONT is “1” (that is, the automatic braking control is executed). If the determination is “No”, the process proceeds to step 980, where the normally open linear solenoid valves PCf and PCr are maintained in a non-excited state and the motor MT is maintained in a stopped state. The process immediately proceeds to step 995 to end the present routine tentatively. That is, the process of step 980 is a process corresponding to the case where the automatic braking control is not executed.

  Assuming that the current time is the time when automatic braking control is started and immediately after the processing of step 750 is executed, the value of the automatic braking control execution flag CONT has been changed from “0” to “1”. Since it is immediately after, the CPU 51 determines “Yes” in Step 905 and proceeds to Step 910 to determine whether or not the value of the automatic braking control execution flag CONT has been changed from “0” to “1”. Also in step 910, it is determined as “Yes” and the process proceeds to step 915.

  When the CPU 51 proceeds to step 915, as a preparation for starting automatic braking control, the value of the travel distance x is initialized to "0" after starting automatic braking control, and in the following step 920, the normally open linear electromagnetic valves PCf, PCr are initialized. The command differential pressure ΔPd is initialized to “0”.

  Subsequently, the CPU 51 proceeds to step 925 to reduce the travel distance x after starting automatic braking control (currently “0”) and the latest final request reduction stored in the predetermined area of the RAM 53 in the process of step 815. The value obtained by calculating the value of Pattfin (x) from the speed change pattern Pattfin (x), and subtracting the current vehicle deceleration Gact value obtained in Step 615 from the value of the Pattfin (x). Is set as the deceleration deviation ΔG.

  Next, the CPU 51 proceeds to step 930, in which a value obtained by multiplying the command differential pressure ΔPd (currently “0”) at that time by a value obtained by multiplying the deceleration deviation ΔG by a predetermined constant α (> 0). Is set as a new command differential pressure ΔPd. As a result, when the value of the deceleration deviation ΔG is positive (that is, when the actual deceleration Gact has not reached the required value (Pattfin (x)) in the automatic braking control), the command differential pressure ΔPd becomes the same deceleration deviation. It is increased by an amount corresponding to ΔG. On the other hand, when the value of the deceleration deviation ΔG is negative (that is, when the actual deceleration Gact exceeds the required value (Pattfin (x)) in the automatic braking control), the command differential pressure ΔPd is the same as the deceleration deviation ΔG. It is decreased by the amount corresponding to the absolute value of.

  Subsequently, the CPU 51 proceeds to step 935 to determine whether or not the value of the new command differential pressure ΔPd is positive. When determining “No” (that is, when ΔPd ≦ 0), step 955 is performed. In step 960, the value of the command differential pressure ΔPd is cleared to “0”. In step 960, the same processing as step 980 described above is executed.

  On the other hand, if “Yes” is determined in the determination in step 935, the CPU 51 proceeds to step 940, based on the current value (> 0) of the command differential pressure ΔPd and the table MapId shown in FIG. Command currents Idf and Idr (= Idf) to normally open linear solenoid valves PCf and PCr are set. Subsequently, the CPU 51 proceeds to step 945 to drive the motor MT (accordingly, the hydraulic pumps HPf, HPr), and in the subsequent step 950, the energization current to the normally open linear electromagnetic valves PCf, PCr is set as described above. After duty control is performed so that the command currents Idf and Idr are obtained, the process proceeds to step 965.

When the CPU 51 proceeds to step 965, a new value obtained by adding a value obtained by multiplying the estimated vehicle speed Vso at the current time by Δt to the value of the travel distance x after the start of the automatic braking control at that time (currently “0”). Is updated as the travel distance x after starting automatic braking control. Here, Δt is the execution cycle of this routine. That is, the value
Vso · Δt represents the distance traveled by the vehicle during one execution cycle of this routine.

  Then, the CPU 51 proceeds to step 970 to determine whether or not the current estimated vehicle speed Vso calculated in step 610 is “0” (that is, whether or not the vehicle has stopped). Since the present time is immediately after the automatic braking control is started, the vehicle has not stopped. Accordingly, the CPU 51 makes a “No” determination at step 970 to immediately proceed to step 995 to end the present routine tentatively.

  Thereafter, as long as the vehicle does not stop, the CPU 51 determines that when the value of the command differential pressure ΔPd that sequentially varies according to the value of the deceleration deviation ΔG that is sequentially updated becomes positive, steps 900 to 910 and 925 The processes of 935, 940-950, 965, and 970 are repeatedly executed. As a result, the value of Pattfin (x) is updated so that the deceleration deviation ΔG approaches “0”, that is, the actual deceleration Gact of the vehicle is sequentially updated by updating the travel distance x after the start of automatic braking control. The command differential pressure ΔPd (> 0) is sequentially set and changed so as to follow. As a result, regardless of whether the brake pedal BP is operated by the driver or not, the brake fluid pressure in the wheel cylinder is basically adjusted so that the actual deceleration Gact of the vehicle follows the value of Pattfin (x). It will be controlled.

  On the other hand, if the value of the command differential pressure ΔPd is “0” or negative from this state as long as the vehicle does not stop, the processes of steps 900 to 910, 925 to 935, 955, 960, 965, and 970 are repeatedly executed. To do. In this case, during the automatic braking control, the driver makes a request to change the actual deceleration Gact of the vehicle in a state exceeding the final required deceleration change pattern Pattfin (x) by strongly operating the brake pedal BP. It corresponds to the case where it went. In this case, since the normally open linear solenoid valves PCf and PCr are maintained in the open state, the master cylinder pressure itself corresponding to the operating force of the brake pedal BP is supplied to the wheel cylinder, and the driver's intention is have priority.

  If the driver stops the operation of the brake pedal BP from this state, the deceleration deviation ΔG becomes a large positive value in the process of step 925, so the command differential pressure ΔPd is positive again in the process of step 930. The brake hydraulic pressure in the wheel cylinder is controlled again so that the actual deceleration Gact of the vehicle follows the value of Pattfin (x).

  When the vehicle stops after the lapse of the predetermined time, the CPU 51 determines “Yes” when it proceeds to step 970 and proceeds to step 975 to change the value of the automatic braking control execution flag from “1” to “0”. change. Thus, thereafter, the CPU 51 determines “No” when it proceeds to step 905, and as a result, the automatic braking control ends. As a result, when the CPU 51 proceeds to step 705 in FIG. 7, it again determines “Yes”, and again monitors whether or not the automatic braking control start condition is satisfied.

  As described above, according to the automatic braking control device for a vehicle according to the embodiment of the present invention, the distance L between the current position and the temporary stop point obtained sequentially from the navigation device 60 is equal to or less than the final required braking distance Lth · KLth. When this happens, automatic braking control is started regardless of whether the driver operates the brake pedal BP. At this time, an optimum deceleration change pattern (that is, a final required deceleration change pattern Pattfin (x)) to be followed by the actual deceleration Gact (value corresponding to the braking force) of the vehicle is created.

  This final required deceleration change pattern Pattfin (x) is a required braking determined by the reference deceleration change pattern Pattnorm stored in the ROM 52 according to the vehicle speed (estimated vehicle body speed Vso) at the start of automatic braking control. The required deceleration change pattern Pattth created by conversion based on the distance Lth, and the number of passengers N as the “static state on the vehicle side” and the type of tires installed (normal tires or studless) It is manufactured by correcting based on the final correction coefficient KLth determined according to the tire).

  As a result, as the number of passengers N increases (thus, the total mass of the vehicle increases), or when the vehicle is equipped with studless tires (as compared to the case with normal tires), the final correction The coefficient KLth (> 1) is set to be larger, the final required braking distance Lth · KLth is set to be larger (that is, the start timing of automatic braking control is set earlier), and the deceleration during automatic braking control ( (Average deceleration) is set smaller. As a result, the actual deceleration Gact of the vehicle is controlled to follow the optimal deceleration change pattern that can change according to the “static state on the vehicle side” that affects the degree of deceleration of the vehicle, and the vehicle is It is possible to reliably stop the vehicle before reaching the position to be paused.

  The present invention is not limited to the above embodiments, and various modifications can be adopted within the scope of the present invention. For example, in the above embodiment, the number of passengers N that is a value that affects the total mass of the vehicle is selected as one of the “static state on the vehicle side”. A sensor is provided to acquire the total mass of the vehicle itself based on the vehicle height obtained from the vehicle height sensor output (especially the vehicle height when the vehicle is stopped), and the same is acquired as one of the “static conditions on the vehicle side”. You may comprise so that the gross mass of the used vehicle may be selected.

  Further, in the above embodiment, the number of passengers N and the type of tire mounted on the vehicle are sequentially acquired every time the routine of FIG. 7 is executed. The type of tire mounted on the vehicle may be acquired only once immediately after the vehicle starts, and may not be acquired until the vehicle stops thereafter.

  In the above embodiment, the vehicle deceleration is selected as the “value corresponding to the braking force”, and the actual deceleration Gact of the vehicle is generated with a predetermined change pattern (final required deceleration change pattern Pattfin). However, the wheel cylinder pressure is selected as the “value corresponding to the braking force”, and the actual wheel cylinder pressure of the vehicle is set to a predetermined value. The vehicle may be configured to be applied with a braking force for temporarily stopping the vehicle so as to generate the change pattern.

  In the above embodiment, the automatic braking control start determination routine (accordingly, automatic braking control) shown in FIG. 7 is always executed while the vehicle is running. A selection means (for example, a selection switch operated by the driver) capable of selecting the braking control mode is provided, and an automatic braking control start determination routine (accordingly, only when the automatic braking control mode is selected by the selection means) (Automatic braking control) may be executed.

  In addition, the automatic braking control is stopped when the driver operates the brake pedal BP (specifically, when the brake switch 42 is turned on) until the vehicle stops after the automatic braking control is started. You may comprise.

  Further, in the above embodiment, the “point to be temporarily stopped” as the target of the automatic braking control is a point to be stopped corresponding to the stop sign as a point where the temporary stop is obligated. Only the points that should be stopped in response to the traffic lights whose red lamps are flashing in the middle of the night or the like that are to be stopped are registered. You may comprise so that a "point" etc. can also be added as an object of automatic braking control.

  In the above embodiment, the “value corresponding to the braking force” during the automatic braking control is controlled with a change pattern that defines the relationship between the distance and the “value corresponding to the braking force” (deceleration). However, the “value corresponding to the braking force” during the automatic braking control may be controlled with a change pattern that defines the relationship between the time and “the value corresponding to the braking force”.

  In the above embodiment, the master cylinder pressure generated according to the operating force of the brake operating member (brake pedal BP) can be directly transmitted as the wheel cylinder pressure (that is, the operating force of the brake operating member is the brake fluid pressure). The brake hydraulic pressure circuit having a configuration that can be directly transmitted as a wheel cylinder pressure via the brake hydraulic pressure circuit is used, but the brake operation member and the brake hydraulic pressure circuit are completely separated as a hydraulic circuit, It is configured to use a brake control system (so-called brake-by-wire system) that generates wheel cylinder pressure corresponding to the operation force of the brake operation member based on an electric signal from an operation force sensor that detects the operation force. May be.

1 is a schematic configuration diagram of a vehicle equipped with a vehicle motion control device including a vehicle automatic braking control device according to an embodiment of the present invention. It is a schematic block diagram of the brake fluid pressure control part shown in FIG. It is the graph which showed the relationship between the command electric current and command differential pressure about the normally open linear solenoid valve shown in FIG. 4 (a) shows the basic deceleration change pattern stored in the ROM, and FIG. 4 (b) shows the requested deceleration converted from the basic deceleration change pattern in consideration of the vehicle speed at the start of automatic braking control. FIG. 4 (c) is a graph showing the final required deceleration change pattern obtained by correcting the required deceleration change pattern in consideration of the number of passengers and the type of tire mounted on the vehicle. It is. It is the graph which showed the table which prescribes | regulates the relationship between the number of boarding persons and a correction coefficient which CPU shown in FIG. 1 refers. 3 is a flowchart showing a routine for calculating wheel speed and the like executed by a CPU shown in FIG. 1. 3 is a flowchart showing a routine for performing automatic braking control start determination executed by a CPU shown in FIG. 1. It is the flowchart which showed the routine for producing the deceleration change pattern which CPU shown in FIG. 1 performs. 2 is a flowchart showing a routine for performing automatic braking control executed by a CPU shown in FIG. 1.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle motion control apparatus, 30 ... Brake hydraulic pressure control part, 41 ** ... Wheel speed sensor, 42 ... Brake switch, 41 ** ... Passenger detection sensor, 50 ... Electric control device, 51 ... CPU, 52 ... ROM, 53 ... RAM, PCf, PCr ... Normally open linear solenoid valve, MT ... Motor

Claims (5)

While being applied to a vehicle having position information acquisition means for acquiring position information regarding at least the current location of the vehicle and a point to be temporarily stopped,
When the acquired position information indicates that the vehicle is approaching the point where the vehicle should be temporarily stopped , a change pattern representing a change in value according to the braking force from the braking start timing to the vehicle stop Automatic braking control for forcibly applying braking force to the vehicle to temporarily stop the vehicle so that a value corresponding to the braking force changes according to the change pattern after the braking start timing is executed. An automatic braking control device for a vehicle comprising automatic braking control means for performing
Static state acquisition means for acquiring a static state on the vehicle side that affects the degree of deceleration of the vehicle when the braking force is applied;
Braking force corresponding value change pattern changing means for changing the magnitude of the value according to the braking force in the change pattern according to the acquired static state on the vehicle side;
A vehicle automatic braking control device comprising: The automatic braking control device for a vehicle according to claim 1,
A detecting means for detecting the number of passengers in the vehicle or the vehicle height of the vehicle;
The static state acquisition means includes
A vehicle configured to acquire a total mass of the vehicle or a value that affects the total mass of the vehicle as the static state on the vehicle side based on the detected number of passengers or the vehicle height. Automatic braking control device. In the automatic braking control device for a vehicle according to claim 1 or 2,
The static state acquisition means includes
An automatic braking control device for a vehicle configured to acquire information indicating whether the vehicle is equipped with a studless tire as a static state on the vehicle side. The automatic braking control device for a vehicle according to any one of claims 1 to 3,
The change pattern is a pattern representing a transition of the magnitude of the deceleration with respect to the travel distance from the braking start timing, which is expressed on the coordinate plane of the distance axis and the vertical axis of the deceleration axis,
The braking force corresponding value change pattern changing means includes:
Depending on the acquired vehicle-side static state, the change pattern is enlarged or reduced in the direction of the deceleration axis, or the change pattern is enlarged or reduced in the direction of the deceleration axis. An automatic braking control device for a vehicle configured to change a value corresponding to the braking force in the change pattern by enlarging or reducing in the direction of the distance axis . The automatic braking control device for a vehicle according to claim 4 ,
The braking force corresponding value change pattern changing means includes:
A change pattern obtained by enlarging or reducing the change pattern in the direction of the distance axis according to the estimated vehicle body speed at the braking start timing, and further according to a static state on the vehicle side at the braking start timing An automatic braking control device for a vehicle configured to change a value corresponding to the braking force in the change pattern by expanding or contracting in the direction of the deceleration axis .

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