JP4878945B2 - Automatic braking control device - Google Patents

Description

  The present invention is used for large vehicles (trucks, buses) for transporting cargo and passengers. According to the present invention, there is provided an apparatus that performs braking control after an own vehicle and an obstacle in front of the own vehicle collide, or the apparatus and an object (such as a preceding vehicle) in front of the own vehicle and the own vehicle. The present invention relates to a device that is used in combination with a device that automatically performs braking control before the actual collision.

  The electronic control of automobiles has progressed steadily, and events that have so far depended solely on the judgment of the driver have been carried out by onboard computers.

  As an example, the distance between the preceding vehicle and the host vehicle (inter-vehicle distance) is monitored by a radar, and when the inter-vehicle distance approaches abnormally, appropriate braking control is automatically performed to prevent a collision. Sometimes, there is an automatic braking control device that minimizes the damage (see, for example, Patent Document 1 or 2).

JP 2005-31967 A Special Table 2002-504442

  For example, the automatic braking control device of Patent Document 1 or 2 predicts the occurrence of a collision in advance and automatically performs the braking control at a stage before the collision, thereby reducing the damage of the collision. Document 1 or 2 does not mention braking control after the occurrence of a collision.

  The reason for this is that the automatic braking control device of Patent Document 1 or 2 is a device intended for passenger cars, and in many cases, the vehicle speed is greatly reduced due to the resistance received from the obstacle that has collided, Since the vehicle stops naturally within a short time, it is considered that there is little need to consider braking control after the occurrence of a collision.

  In contrast, large vehicles such as trucks and buses have a greater total weight than passenger cars, so they can store enormous amounts of kinetic energy and often travel long distances after a collision occurs. . Therefore, it is necessary to sufficiently consider the braking control after the occurrence of the collision. However, no proposal for braking control after the occurrence of a collision has been made.

  The present invention has been performed under such a background, and provides an automatic braking control device that can suppress damage caused by a collision by performing braking control after the occurrence of a collision. Objective.

  The present invention is an automatic braking control device that includes a collision detection unit that detects a collision with an obstacle during traveling, and a braking control unit that brakes the host vehicle when a collision is detected by the detection unit. For example, the braking control means includes means for braking the host vehicle until the host vehicle speed disappears due to the maximum braking force or braking deceleration. Thereby, the damage after a collision can be suppressed low.

  Further, the collision detection means includes a plurality of collision detection sensors, so that the collision can be reliably detected even when a part of the sensor is damaged due to the impact of the collision.

  Although the automatic braking control device of the present invention can be used alone, the automatic braking control for performing the braking control before the occurrence of the collision invented by the applicant of the present application (Japanese Patent Application No. 2005-242047: unpublished at the time of filing of the present application) is performed. You may use together with an apparatus (this is called the automatic braking control apparatus before a collision below). The pre-collision automatic braking control device is in charge of only the braking control up to the collision, and there is a possibility that the vehicle will be in an unbraking state after the collision. The automatic braking control device of the invention is effective.

  That is, as a function of the automatic braking control device of the present invention, it further comprises a control means for automatically performing braking control without a driving operation based on a sensor output including a distance to an object in the traveling direction of the host vehicle, This control means predicts the time required for the object and the vehicle, which are derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor output, to be equal to or less than a predetermined distance. A stepwise braking control means for automatically performing stepwise braking control when the value falls below a set value may be provided.

  The predicted value of the time required for the object and the vehicle to be less than a predetermined distance derived based on the relative distance and relative speed between the object and the vehicle is, for example, the object and the vehicle Is a predicted value of the time required for the collision (hereinafter referred to as TTC (Time To Collision)).

  At this time, the stepwise braking control means may include braking control means for gradually increasing the braking force or the braking deceleration over a plurality of stages in a time series. Thus, instead of using the maximum braking force or braking deceleration suddenly, gradually increasing the braking force or braking deceleration gradually, the braking normally performed by the driver of the truck or bus Since the braking pattern can be close to the pattern, the vehicle speed can be reduced while maintaining the stability of the vehicle.

  In addition, when the host vehicle speed is less than a predetermined value and the value taken by the steering angle or yaw rate is out of the predetermined range, a means for prohibiting activation of the stepwise braking control means can be provided. That is, the gradual braking control performed by the pre-collision automatic braking control device of the present invention is, for example, when the host vehicle speed before starting the braking control is 60 km / h or more, and a large handle such as when changing lanes or driving sharply Since it is assumed to be used in a state where no operation is performed, the start of the stepwise braking control can be restricted in other traveling states.

  For example, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Limit the start of stepwise braking control. Also, for example, if the steering angle before starting the braking control is + 30 ° or more or −30 ° or less, this means that the vehicle is changing lanes or driving in a sharp curve. Restrict. In this case, a yaw rate may be used instead of the steering angle.

  Further, it is possible to provide means for continuing the braking force or the braking deceleration until the predetermined operation is performed after the own vehicle speed disappears. According to this, for example, when the vehicle stops on a sloping ground such as a slope, it is possible to prevent the vehicle once stopped from moving again by continuing the braking force or the braking deceleration.

  Alternatively, there can be provided means for continuing the braking force or the braking deceleration until the predetermined time elapses after the host vehicle speed disappears. According to this, for example, when the vehicle stops on a sloping ground, the braking force can be continued for a time during which it is expected that a measure (such as installation of a vehicle stop) that prevents the vehicle from moving again will be taken. Thereby, it is not necessary to perform a special operation for canceling the continuation of the braking force or the braking deceleration, and the post-processing can be simplified.

  Further, the means for continuing may comprise means for continuing braking force or braking deceleration equal to or lower than the braking force or braking deceleration generated by the braking means. According to this, it is not necessary to continue the maximum braking force or braking deceleration for a long time, and the load required to generate the braking force or braking deceleration can be reduced.

  According to the present invention, it is possible to reduce the damage of the collision by performing the braking control after the collision occurs. Moreover, the damage reduction effect can be further enhanced by using it together with the braking control before the collision occurs.

(First Example)
The first embodiment is an example in which the automatic braking control device of the present invention is mounted on a vehicle without being used together with the automatic braking control device before collision that automatically performs braking control before the occurrence of the collision. In the following description, an obstacle is described as a preceding vehicle. However, the automatic braking control device of the present invention is also effective for a falling object on a road.

  The automatic braking control device of the first embodiment will be described with reference to FIGS. FIG. 1 is a block diagram of the automatic braking control device of the first embodiment. FIG. 2 is a diagram showing mounting portions of the collision detection sensor and the radar according to the first embodiment. FIG. 3 is a flowchart showing the control procedure of the control unit of the first embodiment.

  As shown in FIGS. 1 and 2, the automatic braking control apparatus of the first embodiment includes a collision detection sensor 1 and a radar 2 that detect a collision with an obstacle (here, a preceding vehicle) during traveling, and this collision detection. And a control unit 3 that brakes the host vehicle when a collision is detected by the sensor 1 or the radar 2. The control unit 3 includes means for braking the host vehicle with the maximum braking force until the host vehicle speed disappears based on the vehicle speed information from a vehicle speedometer (not shown). Although braking deceleration can be used instead of braking force, an example using braking force will be described in this embodiment.

  Further, by detecting the collision by both the collision detection sensor 1 and the radar 2, the collision can be detected even when one of the detection functions is stopped due to the impact of the collision. Since the radar 2 needs to transmit radio waves in the traveling direction, it must be mounted on the frontmost part of the vehicle. However, the collision detection sensor 1 is an accelerometer, for example, and is as close to the front part as possible. It is mounted on a site that is relatively difficult to be damaged by collision.

  Next, the operation procedure of the control unit 3 will be described with reference to the flowchart of FIG. As shown in FIG. 3, the control unit 3 monitors the collision by the collision detection sensor 1 and the radar 2 (S1). When the collision detection sensor 1 or the radar 2 detects a collision (S2), braking control is started by controlling the brake actuator 4 (S3). At this time, the control unit 3 controls the brake actuator 4 so as to generate the maximum braking force. The brake actuator 4 operates a disc brake or the like based on the control from the control unit 3 to generate the maximum braking force. At the same time, the control unit 3 monitors vehicle speed information from the vehicle speedometer (S4). When the host vehicle speed becomes 0 km / h (S5), the braking control is terminated (S6). In other words, the control unit 3 continues the braking control with the maximum braking force until the host vehicle speed disappears.

  Note that there is a driver's braking operation while the automatic braking control device of the first embodiment is executing the braking control, and the braking force by the braking operation is more than the braking force by the automatic braking control device of the first embodiment. If it is larger, the driver's braking operation has priority, but it is assumed that the braking force by the driver's braking operation does not become larger than the braking force by the automatic braking control device of this embodiment.

  In addition, for example, a sensor for operating an air bag or a sensor for determining a vehicle posture can also be used as the collision detection sensor 1. Alternatively, when any sensor that has already been installed on the vehicle and has the ability to detect a collision is used as the collision detection sensor 1 and any one of these sensors detects a collision, the control unit 3 performs the steps shown in FIG. You may make it perform the procedure after S3.

  FIG. 4 shows a particularly useful effect when the automatic braking control device of the first embodiment is not used together with the function of automatically performing braking control before the occurrence of a collision, and is mounted alone on a vehicle. explain. As shown in FIG. 4, when the driver finds an obstacle ahead and performs a braking operation manually, if the obstacle collides with the host vehicle, the impact of the inflation of the airbag or the impact of the collision In some cases, the driver's braking operation becomes difficult and the braking force is released. Even under such circumstances, the vehicle can be stopped within a short time by operating the automatic braking control device of the first embodiment immediately after the collision.

(Second embodiment)
The second embodiment is an embodiment in which the automatic braking control device of the first embodiment is used in combination with the pre-collision automatic braking control device. A second embodiment in which the pre-collision automatic braking control device and the automatic braking control device of the first embodiment are used together will be described with reference to FIGS.

FIG. 5 is a control system configuration diagram of the second embodiment. FIG. 6 shows a braking control ECU (Electric) of the automatic braking control device before collision.
It is a flowchart which shows the control procedure of (Control Unit). FIG. 7 is a diagram showing a braking pattern at the time of idle loading that the braking control ECU has. FIG. 8 is a diagram showing a braking pattern at the time of half product of the braking control ECU. FIG. 9 is a diagram showing a braking pattern at the time of fixed volume possessed by the braking control ECU. FIG. 10 is a flowchart showing a control procedure of the controller 3 when the pre-collision automatic braking control device and the automatic braking control device of the first embodiment are used in combination. FIG. 11 is a diagram showing an example of a braking pattern when the pre-collision automatic braking control device and the automatic braking control device of the first embodiment are used in combination. FIG. 12 is a diagram showing a full-scale braking pattern possessed by the braking control ECU.

  As shown in FIG. 5, the braking control ECU 14, the gateway ECU 15, the meter ECU 16, the engine ECU 18, the axle weight meter 19, and the EBS (Electric Breaking System) _ECU 20 are connected to each other via a VehicleCAN (J1939) 17.

  The steering sensor 12, the yaw rate sensor 13, and the vehicle speed sensor 21 are connected to the VehicleCAN (J1939) 17 via the gateway ECU 15, and the sensor information is taken into the braking control ECU 14. The brake control is performed by the EBS_ECU 20 driving the brake actuator 4. Note that the brake instruction to the EBS_ECU 20 is performed by the brake operation of the driver's seat (not shown) and the braking control ECU 14. The engine ECU 18 performs fuel injection amount control of the engine 22 and other engine control. Note that the injection amount control instruction to the engine ECU 18 is performed by the accelerator operation of the driver's seat. Further, the alarm display and the buzzer sound output by the braking control ECU 14 are displayed on the display unit (not shown) of the driver's seat by the meter ECU 16. Since a control system related to steering other than the steering sensor 12 is not directly related to the present invention, it is not shown.

  As shown in FIG. 5, the pre-collision automatic braking control device includes a millimeter wave radar 11 that measures a distance from a preceding vehicle or an object such as a falling object in the traveling direction of the vehicle, and a steering sensor that detects a steering angle. 12, a braking control ECU 14 that automatically performs braking control based on sensor outputs such as a yaw rate sensor 13 for detecting yaw rate and a vehicle speed sensor 21 for detecting the host vehicle speed is provided. The millimeter wave radar 11 may be used as the radar 2 shown in FIG.

  The braking control ECU 14 automatically performs stepwise braking control when the inter-vehicle distance falls below a set value corresponding to the vehicle speed. This stepwise braking control includes braking control means for gradually increasing the braking force over three stages in time series as shown in FIG. 7B. In the example of FIG. 7B, first, braking of about 0.1 G is applied from TTC 2.4 seconds to 1.6 seconds at the first stage marked “alarm”. At this stage, the so-called sudden braking is not yet applied, and the stop lamp is lit to notify the following vehicle that the sudden braking will be performed. Next, in the second stage described as “enlarged area braking”, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. Finally, in the third stage, marked as “full-scale braking”, the maximum braking (about 0.5 G) is applied from TTC 0.8 seconds to 0 seconds.

  Further, when the driver performs a strong braking operation exceeding the braking force shown above, the stronger braking force is given priority. However, the driver's braking operation acts as a brake instruction to the EBS_ECU 20, and the EBS_ECU 20 adjusts the braking force of the brake actuator 4 appropriately even if the driver should perform an excessive braking operation.

  In the following description, the preceding vehicle will be described, but the automatic braking control device of this embodiment is also effective for falling objects on the road.

  In the present embodiment, as shown in FIGS. 7 to 9, the braking control ECU 14 includes a braking pattern selection unit 40 that changes the braking pattern according to the weight of the loaded cargo or the passenger. As a method of changing, the braking pattern storage unit 41 of the braking control ECU 14 stores in advance a plurality of control patterns for “empty product”, “half product”, and “constant product”, and the braking pattern selection unit 40. Can be realized by selecting a braking pattern that matches (or approximates) from these braking patterns according to the weight. The weight information of the loaded cargo and passengers is obtained by the axle weight meter 19 shown in FIG. 5 and is taken into the braking control ECU 14.

  In addition, when the host vehicle speed is less than 60 km / h and the steering angle is not less than +30 degrees or not more than −30 degrees, there is provided means for prohibiting activation of the stepwise braking control means. A yaw rate may be used instead of the steering angle.

  In other words, the stepwise braking control performed by the automatic braking control device of this embodiment is such that the host vehicle speed before starting the braking control is 60 km / h or more, and a large steering wheel operation such as when changing lanes or driving sharp curves is performed. Since it is assumed that the vehicle is not used, it is possible to limit the start of the stepwise braking control in other driving conditions.

  Also, if the vehicle speed before the start of braking control is less than 60 km / h, the vehicle has less kinetic energy, so there is no problem even if simple sudden braking control as conventionally applied to passenger cars is performed. Since the usefulness of performing stepwise braking control is low, the activation of stepwise braking control is limited. Further, if the steering angle before starting the braking control is +30 degrees or more or −30 degrees or less, this is during lane change or sharp curve traveling, so it is outside the staged braking control application event and staged braking control. Restrict startup of. In this case, a yaw rate may be used instead of the steering angle.

  In this embodiment, when the host vehicle speed before the start of braking control is less than 60 km / h and is 15 km / h (minimum speed at which the usefulness of automatic braking control (full-scale braking control) is recognized) or more, stepwise Although braking control is not performed, as shown in FIG. 12, only full-scale braking control shown in FIGS. 7B to 9B is performed. When only such full-scale braking control is performed, braking control equivalent to conventional automatic braking control used for passenger cars can be applied. In addition, when applying such automatic braking control equivalent to the conventional one, there is no need to determine whether or not the vehicle is changing lanes or traveling sharply.

  Next, the operation of the pre-collision automatic braking control device of this embodiment will be described with reference to the flowchart of FIG. FIG. 6 will be described by taking the braking pattern at the time of empty product (FIG. 7) as an example, but the procedure of the flowchart of FIG. 6 is also applied at the time of half product (FIG. 8) or constant product (FIG. 9). As shown in FIG. 6, the distance between the preceding vehicle and the vehicle speed of the preceding vehicle are measured and monitored by the millimeter wave radar 11. Further, the vehicle speed is measured and monitored by the vehicle speed sensor 21. Further, the weight of the loaded cargo or passenger is measured and monitored by the axle weight meter 19 (S11). The braking pattern selection unit 40 of the braking control ECU 14 selects in advance one of the braking patterns (FIGS. 7 to 9) based on the measurement result of the weight. The following description is an example in which the braking pattern of FIG. 7 is selected.

TTC is calculated from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S12). The calculation method is
Distance between vehicles / (Self-vehicle speed-Vehicle speed of the preceding vehicle)
It is. The host vehicle speed before starting the braking control is 60 km / h or more (S13), the steering angle before starting the braking control is +30 degrees or less and -30 degrees or more (S14), and TTC is shown in FIG. If it is in the region (1) (S15), "alarm" braking control is executed (S18). If the TTC is in the region (2) shown in FIG. 7A (S16), "enlarged region braking" control is executed (S19). If the TTC is in the region (3) shown in FIG. 7A (S17), the “full-scale braking” control is executed (S20).

  Further, if the vehicle speed before starting the braking control is less than 60 km / h and 15 km / h or more (S13, S21) and the TTC is in the region (4) shown in FIG. In contrast, the fact that the relative distance to the preceding vehicle is short is notified (S23). Notification is performed by warning display or buzzer sound. Further, if the TTC is in the region (5) shown in FIG. 7C (S24), "full-scale braking" control is executed (S20).

  Note that the yaw rate from the yaw rate sensor 13 can be used instead of the steering angle from the steering sensor 12. Alternatively, the steering angle and the yaw rate may be used in combination.

  Here, FIG. 7 to FIG. 9 will be described. The straight lines c, f and i in FIGS. 7 to 9 are called steering avoidance limit straight lines. Further, curves B, D, and F in FIGS. 7 to 9 are called braking avoidance limit curves.

  That is, the steering avoidance limit straight line is a straight line indicating a limit at which a collision can be avoided by a steering operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle. The braking avoidance limit curve is a curve indicating a limit at which a collision can be avoided by a braking operation within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle.

  7 to 9, in the area under both of these straight lines or curves, the collision can no longer be avoided by the steering operation or the braking operation.

  For example, in the example of the empty product in FIG. 7, the straight line c has TTC set to 0.8 seconds. In this embodiment, a straight line a when the TTC is 2.4 seconds is provided above the steering avoidance limit straight line c, and a straight line b when the TTC is 1.6 seconds is provided. Further, a curve A with TTC set at 1.6 seconds is provided above the braking avoidance limit curve B with TTC set at 0.8 seconds.

  The initial state of the vehicle has a relative distance and a relative speed with respect to the obstacle indicated by a black point G in FIG. When the host vehicle speed before the start of braking control is 60 km / h or more, the relative distance gradually decreases, and when the vehicle reaches the position of the straight line a, the alarm mode is set (area (1)). In the alarm mode, braking of about 0.1 G is applied from TTC 2.4 seconds to 1.6 seconds. During this period, it is meaningful to turn on the stop lamp and inform the subsequent vehicle of braking. When the relative speed further decreases and reaches the position of the straight line b, the expansion area braking mode is set (area (2)). In the enlarged area braking mode, braking of about 0.3 G is applied from TTC 1.6 seconds to 0.8 seconds. When the position of the straight line c is reached, the full braking mode is set (area (3)). In the full-scale braking mode, the maximum braking force (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds. According to the calculation in step S12 in FIG. 6, a collision occurs at this time. However, in practice, since the host vehicle speed is reduced by the braking control, the actual TTC is longer than the calculation result of step S12.

In other words, in the calculation of TTC in the automatic braking control device targeted by the present invention, precise distance measurement and complicated calculation processing are omitted as much as possible, and a general-purpose simple distance measurement device (for example, millimeter wave radar) or a calculation device is used. It is assumed that. Such considerations are useful for keeping vehicle manufacturing costs or maintenance costs low.
Therefore, strictly speaking, the preceding vehicle and the subject vehicle, which are the objects, are performing a uniform acceleration motion by braking (deceleration), and therefore the TTC calculation must also be calculated based on the uniform acceleration motion. By calculating the TTC as simply performing constant velocity motion, precise distance measurement and complicated arithmetic processing are omitted.
In addition, by performing a calculation that is regarded as such a constant velocity motion, the calculated TTC value becomes smaller than the actual TTC value. There is no hindrance.

  Further, when the host vehicle speed before starting the braking control is 15 km / h or more and less than 60 km / h, the relative distance is gradually shortened, and when the vehicle reaches the position of the straight line b, the notification mode is set (region (4)). . In the notification mode, the driver is notified that the relative distance to the obstacle is shortened by an alarm display or a buzzer sound. When the position of the straight line c is reached, the full braking mode is set (area (5)). In the full-scale braking mode, the maximum braking (about 0.5G) is applied from TTC 0.8 seconds to 0 seconds.

  FIG. 8 shows an example at half load, and FIG. 9 shows an example at constant load. However, if equal braking forces are compared, the braking distance increases as the weight of loaded cargo and passengers increases. The avoidance limit curve and the braking avoidance limit curve also move upward in the figure. Thereby, the area of area | region (1), (2), (3), (4), (5) becomes large according to the weight of a loaded cargo or a passenger.

  The straight lines a to c in FIG. 7 correspond to the straight lines df to f in FIG. 8 and the straight lines g to i in FIG. 9, and the curves A and B in FIG. 7 are the curves C and D in FIG. , F, and the black point G in FIG. 7 corresponds to the black point H in FIG. 8 and the black point I in FIG.

  By using such a pre-collision automatic braking control device and the automatic braking control device of the first embodiment in combination, the control unit 3 monitors the collision with the collision detection sensor 1 and the radar 2 as shown in FIG. (S31) When the collision detection sensor 1 or the radar 2 detects a collision (S32), the full braking performed by the pre-collision automatic braking control device is taken over (S33). The vehicle speed information is monitored (S34), and when the host vehicle speed becomes 0 km / h (S35), full-scale braking is terminated (S36). In other words, the control unit 3 continues full-scale braking until the host vehicle speed disappears. As a result, as shown in FIG. 11, stepwise braking control is started before the collision, and the maximum braking force (full-scale braking) continues until the host vehicle completely stops after the collision.

(Third embodiment)
A third embodiment will be described with reference to FIGS. FIG. 13 is a flowchart showing the control procedure of the control unit of the third embodiment. FIG. 14 is a diagram showing an example of a braking pattern of the third embodiment.

  In the third embodiment, the control unit 3 is provided with means for continuing the braking force until the predetermined operation is performed after the own vehicle speed disappears or until a predetermined time elapses. At this time, the means for continuing includes means for continuing a braking force equal to or less than full-scale braking.

  That is, as shown in FIG. 13, after the actual braking in step S36 shown in FIG. 10 is completed, braking after stopping is started (S37). At this time, as shown in FIG. 14, the braking force is weakened as compared with the braking force during full-scale braking. The reason is that the own vehicle has already stopped and does not require the strong braking force required during full-scale braking. By reducing the braking force, the load required for braking can be reduced.

  When braking is performed after the vehicle is stopped, when a predetermined operation is performed or when a predetermined time has elapsed (S38), the braking force is released (S39).

  According to this, for example, when the vehicle stops on a sloping ground such as a slope, it is possible to prevent the vehicle once stopped from moving again by continuing the braking force. The predetermined operation may be an operation performed from the driver's seat or an operation performed directly on the brake actuator 4.

  Further, the predetermined time is, for example, a time (for example, 10 minutes) at which it is expected that a measure (such as installation of a car stop) is taken so that the vehicle does not start again when the vehicle stops on an inclined ground.

  As described above, according to the present invention, by performing braking control after the occurrence of a collision, the damage after the occurrence of the collision can be kept low, which contributes to reducing the damage caused by the rear-end collision accident. can do.

The block block diagram of the automatic braking control apparatus of a 1st Example. The figure which shows the mounting site | part of a collision detection sensor and a radar. The flowchart which shows the operation | movement procedure of the control part of a 1st Example. The figure for demonstrating the especially useful effect of the automatic braking control apparatus of 1st Example. The control system block diagram of a 2nd Example. The flowchart which shows the control procedure of the control part of the automatic braking control apparatus before a collision. The figure which shows the braking pattern (at the time of an empty product) of the automatic braking control apparatus before a collision. The figure which shows the braking pattern (at the time of half product) of the automatic braking control apparatus before a collision. The figure which shows the braking pattern (at the time of a fixed volume) of the automatic braking control apparatus before a collision. The flowchart which shows the operation | movement procedure of the control part at the time of using together the automatic braking control apparatus before a collision, and the automatic braking control apparatus of 1st Example. The figure which shows the example of a braking pattern at the time of using together the automatic braking control apparatus before a collision and the automatic braking control apparatus of 1st Example. The figure which shows the full-scale braking pattern of the automatic braking control apparatus before a collision. The flowchart which shows the control procedure of the control part of a 3rd Example. The figure which shows the example of a braking pattern of 3rd Example.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Collision detection sensor 2 Radar 3 Control part 4 Brake actuator 11 Millimeter wave radar 12 Steering sensor 13 Yaw rate sensor 14 Braking control ECU
15 Gateway ECU
16 Meter ECU
17 VehicleCAN (J1939)
18 Engine ECU
19 Axle weight 20 EBS_ECU
21 Vehicle speed sensor 22 Engine 40 Brake pattern selection unit 41 Brake pattern storage unit

Claims (5)

Control means for automatically performing braking control without a driving operation based on a sensor output including a distance from an object in the traveling direction of the host vehicle,
The control means calculates an estimated time required for the object and the vehicle to collide based on a relative distance and a relative speed between the object and the vehicle obtained from the sensor output, and the estimated time Stepwise braking control means for automatically performing stepwise braking control when the time falls below the set time,
This stepwise braking control means is a braking control means for increasing the braking force or the braking deceleration in three stages in time series including the first braking stage, the second braking stage, and the third braking stage.
The braking in the first braking stage, the second braking stage, and the third braking stage is such that a constant amount of braking force or braking deceleration is continuously given,
When the predicted time falls below a preset predetermined time before a limit time that can avoid a collision by a braking operation, the braking of the first braking stage is continuously applied until a limit time that can avoid a collision by the braking operation,
When the predicted time is less than a limit time that can avoid a collision by the braking operation, the braking of the second braking stage is continuously given until a limit time that can avoid a collision by a steering operation,
An automatic braking control device that continuously applies braking in a third braking stage when the predicted time is less than a time limit for avoiding a collision by a steering operation ,
Means for detecting collisions with obstacles while traveling;
Automatic brake control apparatus characterized by comprising a manual stage you brake the vehicle to the host vehicle speed is eliminated by the maximum braking force or braking deceleration when a collision is detected by means of this detection. Automatic brake control device during the period from the lost vehicle speed to a predetermined operation is performed according to claim 1, further comprising means for continuing the braking force or braking deceleration. Automatic brake control apparatus according to claim 1, wherein during the period from the lost vehicle speed until a predetermined time elapses with means to continue the braking force or braking deceleration. 4. The automatic braking control device according to claim 2 , wherein the means for continuing comprises means for continuing braking force or braking deceleration equal to or less than braking force or braking deceleration generated by the means for braking the host vehicle . The automatic according to any one of claims 1 to 4 , further comprising means for prohibiting the start of the stepwise braking control means when the host vehicle speed is less than a predetermined value or the value of the steering angle or yaw rate is outside the predetermined range. Braking control device.

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