JP5423158B2 - Brake control device - Google Patents

Description

  The present invention relates to a brake control device, and more particularly to a brake control device that applies an auxiliary braking force to a braking force generated by a brake operation of a driver of a host vehicle.

  In addition to the braking force generated by the driver's braking operation, a device for applying auxiliary braking force to the host vehicle has been proposed. For example, Patent Document 1 discloses an apparatus that obtains traffic signal information from a traffic management center and recognizes the color of a traffic signal at the next intersection. In the device of Patent Document 1, the distance to the next intersection is equal to or less than the stop distance of the vehicle, and the color of the traffic light when the vehicle passes through the intersection is “red” or “yellow to red”, that is, from the yellow signal If it is during a predetermined period before shifting to the red signal, a braking force is generated in the vehicle. Thereby, the apparatus of patent document 1 enables it to control that a vehicle passes the intersection forcibly when the vehicle cannot pass the intersection safely.

JP 2005-119413 A

  By the way, the distance between the traffic light and the stop line of the traffic light is not always constant. For example, when there is a parking prohibition area in front of the intersection or when the road width of the intersection road is wide, the distance between the traffic light and the stop line of the traffic light may be longer than usual. In such a case, in the above technique, the braking force or the timing of braking applied by the device may not be appropriate. In addition, there is a possibility that the brake operation is delayed or the amount of the brake operation is insufficient because the driver misidentifies the position of the stop line as a normal position.

  The present invention has been made in view of such circumstances, and its purpose is to more appropriately apply auxiliary braking force to the host vehicle in accordance with the distance between the traffic light and the stop line of the traffic light. An object of the present invention is to provide a brake control device that can perform the above-described operation.

  The present invention includes a distance acquisition unit that acquires a distance between a traffic light and a stop line of the traffic light, and a brake assist unit that applies an auxiliary braking force to a braking force generated by a driver's braking operation of the host vehicle, When the host vehicle approaches the traffic light, the brake assist unit is a brake control device that changes the auxiliary braking force to be applied based on the distance between the traffic light acquired by the distance acquisition unit and the stop line of the traffic light.

  According to this configuration, the distance acquisition unit that acquires the distance between the traffic light and the stop line of the traffic light, and the brake assist unit that applies auxiliary braking force to the braking force generated by the brake operation of the driver of the host vehicle. When the host vehicle approaches the traffic light, the brake assist unit changes the auxiliary braking force to be applied based on the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal. Therefore, it becomes possible to apply a braking force having a more appropriate magnitude to the host vehicle in accordance with the distance between the traffic light and the stop line of the traffic light.

  The present invention also provides a distance acquisition unit that acquires a distance between a traffic light and a stop line of the traffic light, and a brake operation of the driver of the host vehicle when a braking force generated by the driver of the host vehicle is equal to or less than a first threshold value. A brake assist unit that starts to apply auxiliary braking force to the braking force, and when the host vehicle approaches the traffic light, the brake assist unit is configured to stop the traffic light and the traffic signal stop line acquired by the distance acquisition unit. Is a brake control device that changes the first threshold based on the distance between

  According to this configuration, the distance acquisition unit that acquires the distance between the traffic light and the stop line of the traffic light, and when the braking force by the driver's brake operation is equal to or less than the first threshold value, In a brake control device including a brake assist unit that starts applying an auxiliary braking force to a braking force, when the host vehicle approaches the traffic light, the brake assist unit is a traffic light acquired by the distance acquisition unit. Since the first threshold value is changed based on the distance between the traffic light and the stop line of the traffic light, it is possible to apply braking force to the host vehicle at a more appropriate timing according to the distance between the traffic light and the traffic light stop line. It becomes.

  Further, it is preferable that the brake assist unit applies a larger braking force as the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal is longer.

  According to this configuration, the brake assist unit applies a greater braking force as the distance between the traffic light acquired by the distance acquisition unit and the stop line of the traffic signal is longer and the braking force due to the driver's braking operation tends to be insufficient. Thus, it becomes possible to apply a braking force having a more appropriate magnitude to the host vehicle.

  In addition, it is preferable that the brake assist unit sets a larger first threshold value as the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal is longer.

  According to this configuration, the brake assist unit has a timing to apply the auxiliary braking force as the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal is long and the driver's brake operation tends to be delayed. Since it is advanced, it becomes possible to apply braking force to the host vehicle at a more appropriate timing.

  The vehicle further includes a travel history recording unit that records the number of times that the host vehicle has passed the traffic light due to the driver's driving. When it is equal to or greater than the second threshold, it is preferable not to change the auxiliary braking force to be applied.

  According to this configuration, the brake assist unit does not change the auxiliary braking force to be applied when the number of times that the host vehicle has passed the traffic signal by the driving of the driver recorded by the travel history recording unit is equal to or greater than the second threshold. Therefore, when the driver has passed the traffic signal many times and is accustomed to the distance between the traffic signal and the stop line, it can be prevented that an unnecessarily large braking force is applied.

  The vehicle further includes a travel history recording unit that records the number of times that the host vehicle has passed the traffic light due to the driver's driving, and the brake assist unit has a number of times that the host vehicle has passed the traffic signal due to the driver's operation recorded by the travel history recording unit. When it is equal to or greater than the second threshold value, it is preferable not to change the first threshold value.

  According to this configuration, the brake assist unit does not change the first threshold when the number of times the host vehicle has passed the traffic signal by the driver's driving recorded by the travel history recording unit is greater than or equal to the second threshold. When the signal passes through the traffic signal many times and is used to the distance between the traffic signal and the stop line, it is possible to prevent the braking force from being applied at an unnecessarily early timing.

  Further, the vehicle further includes a visibility estimation unit that estimates whether or not the traffic light can be visually recognized from the host vehicle, and the brake assist unit provides an auxiliary when the visibility estimation unit estimates that the traffic signal cannot be viewed from the host vehicle. It is preferable not to change the braking force.

  According to this configuration, the brake assist unit does not change the auxiliary braking force to be applied when the visibility estimation unit estimates that the traffic light cannot be visually recognized from the host vehicle, and therefore the traffic light cannot be visually recognized and stopped. When there is little possibility of making an illusion about the distance to the line, it is possible to prevent an unnecessarily large braking force from being applied.

  The vehicle further includes a visibility estimation unit that estimates whether or not the traffic light can be visually recognized from the host vehicle, and the brake assist unit sets the first threshold value when the visibility estimation unit estimates that the traffic signal cannot be viewed from the host vehicle. It is preferable not to change.

  According to this configuration, when the visibility estimation unit estimates that the traffic light cannot be visually recognized from the host vehicle, the first threshold value is not changed, so the traffic light cannot be visually recognized, and the distance between the traffic light and the stop line. When there is little possibility of illusion about, it is possible to prevent the braking force from being applied at an unnecessarily early timing.

  Furthermore, it is preferable to further include a traffic signal information acquisition unit that acquires traffic signal information regarding the lighting state of the traffic signal, and it is preferable that the brake assist unit provides an auxiliary braking force based on the traffic signal information acquired by the traffic signal information acquisition unit. is there.

  According to this configuration, since the brake assist unit provides an auxiliary braking force based on the traffic signal information acquired by the traffic signal information acquisition unit, the auxiliary braking force is more appropriately determined according to the lighting state of the traffic signal. Can be given to the vehicle.

  According to the brake control device of the present invention, it is possible to more appropriately apply auxiliary braking force to the host vehicle in accordance with the distance between the traffic light and the stop line of the traffic light.

It is a block diagram which shows the driving assistance device which concerns on embodiment. It is a flowchart which shows operation | movement of the driving assistance device which concerns on embodiment. It is a top view which shows the condition where the driving assistance device which concerns on embodiment is applied.

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

  In this embodiment, the brake control device of the present invention is applied to a driving support device. As shown in FIG. 1, the driving support apparatus 100 according to the first embodiment of the present invention includes a GPS 101, a front camera 102, a millimeter wave radar 103, a communication device 104, a vehicle speed sensor 105, a display 106, and an ACC switch. 107, a PCS switch 108, a driver authentication unit 109, a storage device (HDD) 120, a brake actuator 131, an accelerator actuator 132, and a speaker 140. The driving support device 100 according to the present embodiment coordinates time-series traffic signal information related to the lighting state of traffic signals received by the communication device 104 from a roadside facility such as an optical beacon and navigation information by the GPS 101 and the storage device 120. This is a device for performing a brake assist for applying an auxiliary braking force to a braking force generated by a brake operation of a driver of the host vehicle.

  A GPS (Global Positioning System) 101 receives signals from a plurality of GPS sanitations with a GPS receiver, and measures the position of the host vehicle from the difference between the signals.

  The front camera 102 images the traffic light, the stop line, and the preceding vehicle ahead of the host vehicle, so that the lighting state of the traffic signal, the position of the traffic signal and the stop line, the speed of the preceding vehicle (including the relative speed), the deceleration, the host vehicle Is used to obtain the distance between the vehicle and the time between the vehicle and the vehicle.

  The millimeter wave radar 103 is used to obtain the speed (including relative speed) of a preceding vehicle ahead of the host vehicle, acceleration, the inter-vehicle distance from the host vehicle, and the inter-vehicle time with the host vehicle. The radar 103 is a sensor that detects a vehicle speed, a deceleration, an inter-vehicle distance, and an inter-vehicle time of a preceding vehicle by irradiating a millimeter wave forward, receiving a reflected wave reflected by an object, and returning.

  The communication device 104 is specifically an optical beacon receiver or an inter-vehicle communication device, and includes time-series signal information regarding the lighting state of the signal transmitted from an optical beacon transmitter at a roadside facility or other vehicle, the position of the signal, This is for obtaining information on the position of the stop line. The time-series traffic signal information related to the lighting state of the traffic signal includes a signal cycle that is information regarding the transition of the signal displayed by the traffic signal, lighting time information regarding the remaining time until the red signal of the traffic signal changes, and the like. The vehicle speed sensor 105 is a sensor that detects the vehicle speed of the host vehicle from the rotational speed of the axle.

  The display 106 is used for displaying to the driver lighting time information relating to the remaining time until the red signal of the traffic light changes due to the screen display, a red signal warning that is a warning that the red signal has entered the intersection, and the like. is there.

  The ACC switch 107 is a switch for executing ACC (Adaptive Cruise Control) for causing the host vehicle to follow the preceding vehicle at a desired set vehicle speed. The PCS switch 108 is a switch for executing PCS (Pri-Crush Safety) that prevents the host vehicle from contacting an obstacle and reduces damage when the host vehicle contacts the obstacle.

  The driver authentication unit 109 is for authenticating each driver who drives the vehicle by inserting an ID card, inputting a personal identification number and password, biometric authentication such as a fingerprint or an iris.

  The brake amount sensor 150 is a sensor for detecting the depression amount of the brake pedal and the hydraulic pressure of the wheel cylinder.

  A storage device (HDD: hard disk drive) 120 has a map information DB 121 in which map information is recorded, and the infrastructure cooperation ECU 110 and the navigation ECU 130 together with the positioning information of the own vehicle obtained by the GPS 101, Is for acquiring information on the route, distance traveled, and the like. Alternatively, the storage device 120 records time-series traffic signal information related to past lighting states of traffic signals at each location. Further, the storage device 120 has a travel history DB 122. The travel history DB 122 records a travel history for each driver who has driven the vehicle.

  The infrastructure cooperation ECU 110 includes time-series traffic signal information regarding the lighting state of the traffic signal received by the communication device 104 from the optical beacon transmitter, the route on which the host vehicle obtained from the GPS 101 positioning information and the map information DB 121 is traveling, Information on the distance, etc., the vehicle speed of the host vehicle acquired by the vehicle speed sensor 105, information on the preceding vehicle and traffic signals acquired by the millimeter wave 103 and the camera 102, and past traffic signals at each location recorded in the storage device 120 Based on the time-series traffic signal information relating to the lighting state, the display 106 and the speaker 107 provide the driver with lighting time information relating to the remaining time until the red signal of the traffic light changes, and the brake actuator 131 and the accelerator actuator. Drive 132 to drive the vehicle It is for automatically controlling.

  The brake actuator 131 is an actuator that controls the hydraulic pressure of the wheel cylinder. The brake actuator 131 operates the actuator in accordance with a control signal from the infrastructure cooperation ECU 110 to generate a predetermined hydraulic pressure in the wheel cylinder.

  The accelerator actuator 132 is an actuator that adjusts the opening of the throttle valve. The accelerator actuator 132 operates according to the target throttle opening signal from the infrastructure cooperation ECU 110 and adjusts the opening of the throttle valve.

  The speaker 140 is for notifying the driver of lighting time information and the like regarding the remaining time until the red signal of the traffic light changes by voice, a red signal warning, and the like. In the present embodiment, the front camera 102, the millimeter wave radar 103, the communication device 104, and the navigation ECU 130 are not necessarily all equipped.

  Hereinafter, the operation of the driving support apparatus 100 of the present embodiment will be described. As shown in FIG. 2, the infrastructure coordination ECU 110 uses the communication device 104 to perform time-series signal information regarding the lighting state of the traffic light from the optical beacon transmitter of the roadside infrastructure and the inter-vehicle communication device, and the position of the traffic signal and the stop line. It is assumed that information has been received, or time-series traffic signal information relating to the past lighting state of traffic signals at each location recorded in the storage device 120, and traffic signal and stop line position information have been acquired.

  As a premise, the infrastructure cooperation ECU 110 determines whether or not brake assist using the traffic signal information is possible based on the acquired traffic signal information (S101). For example, when the vehicle speed of the host vehicle detected by the vehicle speed sensor is a certain value or less, when there is sufficient traffic signal information, and when the distance to the stop line is a certain value or more, the infrastructure coordination ECU 110 displays the traffic signal information. It is determined that the used brake assist is possible.

  The infrastructure cooperation ECU 110 calculates the distance D between the traffic light 401 and the stop line 402 as shown in FIG. 3 from the position of the traffic light and the position of the stop line acquired by the communication device 104 or the like (S102). The distance D between the traffic light 401 and the stop line 402 becomes larger than usual when there is a parking / parking prohibition area 403 or the like or when the width of the crossing road is wide.

  The distance D between the traffic light 401 and the stop line 402 is calculated from information regarding the positions of the traffic light 401 and the stop line 402 acquired from the roadside infrastructure by road-to-vehicle communication by the communication device 104. The distance D between the traffic light 401 and the stop line 402 is calculated by measuring the distance between the traffic light 401 and the stop line 402 and the host vehicle using the captured image of the front camera 102. The distance D between the traffic light 401 and the stop line 402 is estimated from the width of the intersection road at the intersection where the traffic light 401 is installed and the number of lanes of the intersection road. Furthermore, when the distance D between the traffic light 401 and the stop line 402 is larger than a certain threshold L ′, the distance D ′ between the stop line 402 and the intersection road shown in FIG. It can be determined that the distance D is longer than the threshold value L.

  The infrastructure cooperation ECU 110 determines whether or not the distance D between the traffic light 401 and the stop line 402 is larger than the threshold value L (S103). The threshold value L can be a national average value of the distance between the traffic light and the stop line. In addition, the infrastructure cooperation ECU 110 determines whether or not the number of times the host vehicle has passed the traffic light 401 due to the driving of the driver currently driving the host vehicle is N or more, which is a predetermined threshold, based on the driving history recorded in the driving history DB. Is determined (S104). Furthermore, infrastructure cooperation ECU110 determines whether the traffic light 401 can be visually recognized from the own vehicle by the information regarding the topography recorded on the front camera 102, the millimeter wave radar 103, and map information DB121.

  The distance D between the traffic light 401 and the stop line 402 is greater than the threshold value L (S103), the number of times that the host vehicle has passed the traffic signal 401 is N or more that is a predetermined threshold value (S104), and from the host vehicle. When the traffic light 401 can be visually recognized (S105), the infrastructure coordination ECU 110 sets the brake assist (BA) amount to a value larger than the standard (specified value + α), and sets the brake assist execution threshold proportional to the distance D. D × γ is set (S106). γ is an arbitrary constant. The brake assist amount is an auxiliary braking force that is applied to the braking force generated by the brake operation of the driver of the host vehicle. The brake assist execution threshold is a threshold for starting the brake assist, and the brake assist is started when the braking force by the driver's braking operation of the host vehicle is equal to or less than the brake assist execution threshold. The brake assist execution threshold value can be defined by the brake pedal depression amount or the hydraulic pressure of the wheel cylinder.

  On the other hand, the distance D between the traffic light 401 and the stop line 402 is greater than the threshold value L (S103), and the number of times that the host vehicle has passed the traffic light 401 is N or more, which is a predetermined threshold value (S104). In addition, when any of the fact that the traffic light 401 can be visually recognized from the host vehicle (S105) is not satisfied, the infrastructure coordination ECU 110 sets the brake assist amount and the brake assist execution threshold value to general specified values (S107).

  When the brake operation of the driver is detected by the brake amount sensor 150 (S108) and the brake amount is equal to or less than the brake assist threshold value (S109), the infrastructure coordination ECU 110 uses the brake assist amount set by S106 or S107. Is driven to perform brake assist (S110). The infrastructure cooperation ECU 110 is in the case of a service termination condition such as when the own vehicle enters an intersection where the traffic signal 401 is installed, when the driver steps on the accelerator pedal, or when the own vehicle stops (S111). The brake assist process is terminated.

  According to this embodiment, the auxiliary braking force is applied to the communication device 104 that obtains the distance D between the traffic light 401 and the stop line 402 of the traffic light 401 and the braking force generated by the braking operation of the driver of the host vehicle. In the driving assistance device 100 including the brake actuator 131, when the host vehicle approaches the traffic light 401, the brake actuator 131 is based on the distance D between the traffic light 401 acquired by the communication device 104 and the stop line 402 of the traffic light 401. In order to change the auxiliary braking force to be applied, it is possible to apply a braking force having a more appropriate magnitude to the host vehicle in accordance with the distance D between the traffic light 401 and the stop line 402 of the traffic light 401. Become.

  Further, according to the present embodiment, when the braking force by the brake operation of the driver of the host vehicle and the communication device 104 that acquires the distance D between the traffic light 401 and the stop line 402 of the traffic light 401 is equal to or less than the brake assist execution threshold value, In the driving assistance device 100 provided with the brake actuator 131 that starts to apply supplementary braking force to the braking force generated by the driver's braking operation, when the host vehicle approaches the traffic light 401, the brake actuator 131 corresponds to the distance D between the traffic light 401 and the stop line 402 of the traffic light 401 in order to change the brake assist execution threshold based on the distance D between the traffic light 401 acquired by the communication device 104 and the stop line 402 of the traffic light 401. Thus, the braking force can be applied to the host vehicle at a more appropriate timing.

  Further, according to the present embodiment, the brake actuator 131 has a longer distance D between the traffic light 401 acquired by the communication device 104 and the stop line 402 of the traffic light 401, and the braking force due to the driver's braking operation tends to be insufficient. Since a large braking force is applied, it becomes possible to apply a braking force having a more appropriate magnitude to the host vehicle.

  Further, according to the present embodiment, the brake actuator 131 is more auxiliary as the distance D between the traffic light 401 acquired by the communication device 104 and the stop line 402 of the traffic light 401 is longer and the driver's brake operation tends to be delayed. Since the timing for applying the braking force is advanced, the braking force can be applied to the host vehicle at a more appropriate timing.

  Further, according to the present embodiment, the brake actuator 131 provides the auxiliary braking force to be applied when the number of times that the host vehicle has passed the traffic light 401 by the driving of the driver recorded in the travel history DB 122 is N times or more. Since the number of times that the driver has passed the traffic light 401 is large and the user is accustomed to the distance D between the traffic light 401 and the stop line 402, it is possible to prevent an unnecessary large braking force from being applied.

  Further, according to the present embodiment, the brake actuator 131 does not change the brake assist execution threshold when the number of times that the host vehicle has passed the traffic light 401 by the driving of the driver recorded in the travel history DB 122 is N times or more. When the driver has passed the traffic signal 401 many times and is used to the distance D between the traffic signal 401 and the stop line 402, the braking force can be prevented from being applied at an unnecessarily early timing.

  Further, according to the present embodiment, when it is estimated that the brake actuator 131 cannot visually recognize the traffic light 401 from the own vehicle from the front camera 102 or the like, the auxiliary braking force to be applied is not changed. In the case where the possibility of making an illusion about the distance D between the traffic light 401 and the stop line 402 is low, it is possible to prevent an unnecessarily large braking force from being applied.

  Further, according to the present embodiment, when it is estimated that the traffic signal 401 cannot be visually recognized from the own vehicle by the front camera 102 or the like, the brake actuator 131 cannot visually recognize the traffic signal 401 because the brake assist execution threshold is not changed. When there is little possibility of illusion about the distance D between the traffic light 401 and the stop line 402, it is possible to prevent the braking force from being applied at an unnecessarily early timing.

  Furthermore, according to this embodiment, since the brake actuator 131 gives auxiliary braking force based on the traffic signal information acquired by the communication device 104, the brake actuator 131 is more appropriately auxiliary depending on the lighting state of the traffic signal. A braking force can be applied to the host vehicle.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention. For example, in the above embodiment, the aspect of acquiring information related to the traffic light 401 by road-to-vehicle communication by the communication device 104 has been mainly described. However, the information related to the traffic light 401 is acquired based on the video of the traffic light 401 such as the front camera 102. Is also possible.

  In the above-described embodiment, the mode of changing the brake assist amount and the timing at which the brake assist is performed has been mainly described. However, based on the distance D between the traffic light 401 and the stop line 402, the display 106 and the speaker 140 are used. It is also possible to change the warning timing. Furthermore, in the above-described embodiment, the aspect in which the driving support apparatus 100 is applied at the intersection where the traffic signal 401 is installed has been mainly described. For example, the brake assist amount is based on the distance between the stop sign and the stop line. It is also possible to change the timing at which the brake assist is performed.

DESCRIPTION OF SYMBOLS 100 ... Driving assistance apparatus, 101 ... GPS, 102 ... Front camera, 103 ... Millimeter wave radar, 104 ... Communication apparatus, 105 ... Vehicle speed sensor, 106 ... Display, 107 ... ACC switch, 108 ... PCS switch, 109 ... Driver authentication unit , 110 ... infrastructure cooperative ECU, 120 ... storage device (HDD), 121 ... map information DB, 122 ... brake ECU, 131 ... brake actuator, 132 ... accelerator actuator, 140 ... speaker, 150 ... brake amount sensor, 401 ... traffic light, 402: Stop line, 403: Parking prohibited area.

Claims (7)

A distance acquisition unit for acquiring a distance between a traffic light and a stop line of the traffic light;
A brake assist unit for providing an auxiliary braking force to a braking force generated by a driver's brake operation of the host vehicle;
With
When the host vehicle approaches the traffic signal, the brake assist unit applies a greater braking force as the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal is longer . A distance acquisition unit for acquiring a distance between a traffic light and a stop line of the traffic light;
A brake assist unit for starting application of an auxiliary braking force to the braking force of the driver of the host vehicle when the braking force of the driver of the host vehicle is equal to or less than a first threshold;
With
When the host vehicle approaches the traffic signal, the brake assist unit sets the first threshold value that is larger as the distance between the traffic signal acquired by the distance acquisition unit and the stop line of the traffic signal is longer. . A travel history recording unit that records the number of times the host vehicle has passed the traffic light by driving the driver;
The brake assist unit does not change the auxiliary braking force to be applied when the number of times that the host vehicle has passed the traffic signal by the driving of the driver recorded by the travel history recording unit is equal to or greater than a second threshold. The brake control device according to claim 1 . A travel history recording unit that records the number of times the host vehicle has passed the traffic light by driving the driver;
The brake assist unit, the number of times the vehicle by the operation of the driver the travel history recording unit was recorded has passed the traffic signal when a second threshold value or more, not changing the first threshold value, according to claim 2 The brake control device described in 1. Further comprising a visibility estimation unit for estimating whether or not the traffic light can be visually recognized from the host vehicle,
The brake assist unit, when the visibility estimation unit has estimated that invisible the traffic from the own vehicle does not change the auxiliary braking force applied, according to any one of claims 1 and 3 Brake control device. Further comprising a visibility estimation unit for estimating whether or not the traffic light can be visually recognized from the host vehicle,
The brake control according to any one of claims 2 and 4 , wherein the brake assist unit does not change the first threshold when the visibility estimation unit estimates that the traffic light cannot be visually recognized from the host vehicle. apparatus. It further comprises a traffic signal information acquisition unit that acquires traffic signal information related to the lighting state of the traffic signal,
The brake assist unit, on the basis of the signal information which the traffic information acquisition unit has acquired, to impart an auxiliary braking force, the brake control apparatus according to any one of claims 1-6.

Images