JP6183613B2 - Automatic brake control device - Google Patents

Automatic brake control device Download PDF

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JP6183613B2
JP6183613B2 JP2014064081A JP2014064081A JP6183613B2 JP 6183613 B2 JP6183613 B2 JP 6183613B2 JP 2014064081 A JP2014064081 A JP 2014064081A JP 2014064081 A JP2014064081 A JP 2014064081A JP 6183613 B2 JP6183613 B2 JP 6183613B2
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automatic brake
braking
brake device
automatic
device
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JP2015182753A (en
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亮太 三戸手
亮太 三戸手
大村 博志
博志 大村
山下 哲弘
哲弘 山下
細田 浩司
浩司 細田
高橋 恭宣
恭宣 高橋
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マツダ株式会社
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Description

  The present invention relates to an automatic brake control device, and more particularly to an automatic brake control device that stops a vehicle by braking with an automatic brake device when a driver does not operate a brake pedal.

  2. Description of the Related Art Conventionally, a technique for automatically stopping a host vehicle by braking with an automatic brake device when the host vehicle is likely to collide with surrounding obstacles is known. For example, Patent Document 1 discloses a technique for issuing an alarm when a predetermined time has elapsed after stopping by automatic braking in order to prevent an increase in power consumption during automatic braking or damage to a solenoid valve. Further, for example, Patent Document 2 discloses a technique for holding a stop by an electric parking brake (EPB) after stopping by an automatic brake.

JP-A-8-150910 JP 2012-214190 A

By the way, if the stop by the automatic brake is maintained for a long time, for example, a motor that generates hydraulic pressure for the automatic brake may break down due to driving for a long time. For this reason, the automatic brake is generally released when a certain amount of time has elapsed since the vehicle was stopped by the automatic brake.
Here, if the automatic brake is suddenly released after stopping by the automatic brake, there is a possibility that the vehicle may suddenly start and collide with an obstacle. Therefore, it is desirable to take measures against this. For example, as in the technique described in Patent Document 2, such a problem can be prevented by stopping the vehicle with an electric parking brake after releasing the automatic brake. However, using an electric parking brake increases the cost. On the other hand, in the technique described in Patent Document 1, an alarm is issued when a predetermined time has elapsed after stopping by the automatic brake, but this alarm is for prompting the driver to perform an operation such as a foot brake, It is not intended to notify the driver of automatic brake release directly. Therefore, it can be said that it is insufficient as a measure for releasing the automatic brake.

  The present invention has been made to solve the above-described problems of the prior art, and provides an automatic brake control device capable of appropriately notifying the driver of the release of the automatic brake without incurring costs. Objective.

In order to achieve the above object, the present invention provides an automatic brake control device for stopping a vehicle by braking with an automatic brake device when the driver does not operate the brake pedal, and detects an obstacle around the host vehicle. and goods detection means, based on the obstacle detected by the obstacle detecting means, to stop the vehicle by the braking by the automatic brake device, when a predetermined time where the vehicle is predetermined from the stop has passed, the driver Brake control means for automatically releasing the braking by the automatic brake device so that the vehicle starts to move even when the brake pedal is not operated, and this brake control means, after the vehicle stops, Before releasing the braking by the automatic braking device, change the braking force by the automatic braking device so that the host vehicle vibrates. Performs control to return Ri, characterized in that.
In the present invention configured as above, the brake control means stops the own vehicle by braking by the automatic brake device when the own vehicle may collide with the obstacle detected by the obstacle detecting means. Then, after stopping the own vehicle, before releasing the braking by the automatic brake device, control is performed to repeatedly change the braking force by the automatic brake device so as to vibrate the own vehicle. When the host vehicle automatically stops and vibrates once, the driver feels that such an automatically stopped state is about to be released. Therefore, according to the present invention, it is possible to intuitively notify the driver of the release of braking by the automatic brake device by vibrating the host vehicle after it has been automatically stopped. Therefore, according to the present invention, without using an electric parking brake or the like, a malfunction caused by the release of braking by the automatic brake device (for example, sudden release of the automatic brake causes the vehicle to start suddenly and collide with an obstacle. Etc.) can be appropriately prevented. Therefore, it becomes possible to achieve both cost and safety.

In the present invention, it is preferable that an alarm means for warning that the braking by the automatic brake device is released is further provided when the brake control means performs control to repeatedly change the braking force by the automatic brake device.
In the present invention configured as described above, when the control for repeatedly changing the braking force by the automatic brake device is being performed, an alarm is given to release the braking by the automatic brake device. Can be effectively notified to the driver.

In the present invention, preferably, the brake control means stops the control when the accelerator pedal or the brake pedal is operated by the driver during the control of repeatedly changing the braking force by the automatic brake device.
In the present invention configured as described above, when the accelerator pedal or the brake pedal is operated, the control for repeatedly changing the braking force by the automatic brake device is stopped, so that the driver's intention to operate the pedal is appropriately given priority. be able to.

  According to the automatic brake control device of the present invention, it is possible to appropriately notify the driver of the release of the automatic brake without incurring costs.

It is a block diagram which shows the electric constitution of the automatic brake control apparatus by embodiment of this invention. 1 is a hydraulic circuit diagram of a brake system included in an automatic brake control device according to an embodiment of the present invention. It is explanatory drawing which shows the example which applied the automatic brake control by embodiment of this invention when the own vehicle parks in a parking lot back (reverse). 4 is a time chart of braking force (required braking force) to be generated by the automatic brake device in the automatic brake control shown in FIG. 3. It is a flowchart which shows the automatic brake control process by embodiment of this invention.

  Hereinafter, an automatic brake control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  First, with reference to FIG. 1, the structure of the automatic brake control apparatus by embodiment of this invention is demonstrated. FIG. 1 is a block diagram showing an electrical configuration of an automatic brake control device according to an embodiment of the present invention. FIG. 1 shows only the components related to the present embodiment.

  As shown in FIG. 1, the automatic brake control device 100 can detect an obstacle around the host vehicle, for example, an obstacle detection unit 40 such as a radar, a laser, a sonar, or a camera, and a driver's accelerator pedal operation. An accelerator pedal sensor 42, a brake pedal sensor 44 capable of detecting a driver's brake pedal operation, an ECU (Electronic Control Unit) 50 that controls the entire vehicle, and a brake system 60 that is a system for braking the vehicle, And an alarm device 62 such as a speaker or a display that issues an alarm to the driver.

  The ECU 50 functionally includes a brake control unit 51 that controls the brake system 60. The ECU 50 also stores a CPU, various programs that are interpreted and executed on the CPU (including basic control programs such as an OS and application programs that are activated on the OS to realize specific functions), programs, and various data. For this purpose, a computer having an internal memory such as a ROM or RAM is used.

  Next, the brake system 60 described above will be described with reference to FIG. FIG. 2 is a hydraulic circuit diagram of the brake system 60 included in the automatic brake control device 100 according to the embodiment of the present invention.

  The brake system 60 includes a foot brake device 4 having a two-system tandem master cylinder 3 that generates braking hydraulic pressure in accordance with the depression amount of the brake pedal 2, and the depression operation of the brake pedal 2. And an automatic brake device 5 that generates braking oil pressure and automatically performs braking. The brake hydraulic pressure generated by the foot brake device 4 or the automatic brake device 5 is supplied to the left and right front wheel brake means 6FL, 6FR and the left and right rear wheel brake means 6RL, 6RR. Each of the means 6FL, 6FR, 6RL, 6RR includes a disk rotor 6a that rotates integrally with a wheel (not shown) and a caliper 6b that brakes the rotation of the disk 6a.

  The driver's stepping force on the brake pedal 2 is boosted by a booster using a hydraulic booster having a well-known configuration (not shown) and then output to the master cylinder 3 to assist the stepping force. However, the configuration of the booster will be omitted.

  One end of a pair of first hydraulic pressure supply passages 7 and 8 is connected to the cylinder chambers 3a and 3b of the master cylinder 3, and the other ends of these passages 7 and 8 are connected to branch passages 7a, 7b and 8a. , 8b is used to adjust the brake hydraulic pressure supplied to the calipers 6b of the left and right front wheel and rear wheel brake means 6FL, 6FR, 6RL, 6RR to prevent the lock state of each wheel. The system unit 9 is connected to the ABS unit 9, and the calipers 6b are connected to each other through connection passages 10a to 10d.

  Further, the first hydraulic pressure supply passages 7 and 8 are provided with a first open / close valve 11 and a second open / close valve 12 which are normally open to open and close the respective passages 7 and 8. , 12 are connected to the bypass passages 7c, 8c, respectively, and the bypass passages 7c, 8c receive a reverse flow of braking hydraulic pressure from the brake means 6FL, 6FR, 6RL, 6RR side to the master cylinder 3 side. Check valves 13 and 14 are provided for prevention.

  On the other hand, the automatic brake device 5 has a second hydraulic pressure supply passage 16 having one end connected to a reservoir tank 15, and a hydraulic pump 18 that is driven by a drive motor 17 to generate a predetermined hydraulic pressure in the passage 16. And an accumulator 19 for temporarily accumulating the working hydraulic pressure generated by the hydraulic pump 18, and the other end of the second hydraulic pressure supply passage 16 is provided at the center of the pressurizing cylinder 20 for generating the braking hydraulic pressure. The hydraulic pressure accumulated in the accumulator 19 is supplied to the pressurizing cylinder 20 via the second hydraulic pressure supply passage 16.

  A normally closed third on-off valve 21 for opening and closing the second hydraulic pressure supply passage 16 is interposed in the second hydraulic pressure supply passage 16 between the accumulator 19 and the pressurizing cylinder 20.

  Further, both end portions of the pressurizing cylinder 20 are connected to the pair of first hydraulic pressure supply passages 7 and 8 by connection passages 22 and 23, respectively, and brake oil pressure is applied to the left and right front wheels from the automatic brake device 5 through these passages. A supply passage for supplying the brake means for the rear wheel is configured, and the braking hydraulic pressure generated in the pressure cylinder 20 is supplied to each ABS unit 9 via the connection passages 22 and 23 and the first hydraulic pressure supply passages 7 and 8. Thus, the brake hydraulic pressure adjusted by the ABS unit 9 is supplied to the calipers 6b of the left and right front wheel and rear wheel brake means 6FL, 6FR, 6RL, 6RR.

  Further, a drain passage 24 that connects a portion different from the connection portion with the second hydraulic pressure supply passage 16 and the reservoir tank 15 is connected to the central portion of the pressurizing cylinder 20. A normally open fourth open / close valve 25 that opens and closes 24 is interposed.

  The brake control unit 51 in the ECU 50 described above includes first and second on-off valves 11 and 12 provided in the first hydraulic pressure supply circuits 7 and 8 and a third on-off valve 21 provided in the second hydraulic pressure supply circuit 16. And the 4th opening-and-closing valve 25 provided in series with drain channel 24 is controlled, and the braking possible state by foot brake device 4 and the braking possible state by automatic brake device 5 are changed. Further, the brake control unit 51 performs control for driving the drive motor 17 during braking by the automatic brake device 5 to generate a braking force by the automatic brake device 5. In this case, the brake control unit 51 changes the braking force generated by the automatic brake device 5 by controlling the drive motor 17 and changing the hydraulic pressure generated by the hydraulic pump 18.

  Here, the braking operation by the foot brake device 4 and the braking operation by the automatic brake device 5 will be described.

  At the time of braking by the foot brake device 4, the brake control unit 51 sets both the first and second on-off valves 11 and 12 to the closed state. In this case, when the hydraulic pressure supply passages 7 and 8 are opened and the brake pedal 2 is depressed, the braking hydraulic pressure generated in the master cylinder 3 is changed to the first hydraulic pressure supply passages 7 and 8 and the branch passages 7a, 7b, and 8a. , 8b to the ABS unit 9. Then, the brake hydraulic pressure adjusted by the ABS unit 9 is supplied to the calipers 6b of the left and right front wheel and rear wheel brake means 6FL, 6FR, 6RL, 6RR via the connection passages 10a to 10d, and the respective disc rotors. Each wheel that rotates integrally with 6a is braked.

On the other hand, at the time of braking by the automatic brake device 5, the brake control unit 51 sets the first and second on-off valves 11 and 12 to the closed state. As a result, the first hydraulic pressure supply passages 7 and 8 are closed, and the supply of the brake hydraulic pressure from the master cylinder 3 side to the calipers 6b of the brake means 6FL, 6FR, 6RL, and 6RR is blocked. In addition, the brake controller 51 sets the third opening / closing valve 21 to the open state and sets the fourth opening / closing valve 25 to the closed state when braking by the automatic brake device 5. As a result, the second hydraulic pressure supply passage 16 is opened and the drain passage 24 is closed. Furthermore, the brake control unit 51 performs control for driving the drive motor 17.
As a result, the hydraulic pump 18 generates hydraulic pressure by driving the drive motor 17, and the accumulator 19 accumulates this hydraulic pressure. The hydraulic pressure accumulated in the accumulator 19 is pressurized by the pressurizing cylinder 20 to generate a braking hydraulic pressure. The braking hydraulic pressure is generated by the ABS via the connection passages 22 and 23 and the pair of first hydraulic pressure supply passages 7 and 8. It is supplied to the unit 9. Then, the brake hydraulic pressure adjusted by the ABS unit 9 is supplied to the calipers 6b of the left and right front wheel and rear wheel brake means 6FL, 6FR, 6RL, 6RR via the connection passages 10a to 10d, and the respective disc rotors. Each wheel that rotates integrally with 6a is braked.

Next, with reference to FIG. 3 and FIG. 4, control (hereinafter referred to as “automatic brake control” as appropriate) performed by the brake control unit 51 in the ECU 50 on the automatic brake device 5 in the present embodiment will be described. .
FIG. 3 shows an example in which the automatic brake control according to the present embodiment is applied to the case where the host vehicle V1 parks in the parking lot in the back (reverse). FIG. 4 shows a time chart of the braking force (required braking force) to be generated by the automatic brake device 5 in such automatic brake control. In other words, the required braking force is a required deceleration of the host vehicle V1 and corresponds to a control signal that the brake control unit 51 outputs to the drive motor 17 of the automatic brake device 5.
Note that the automatic brake control according to the present embodiment is premised on application to an auto-match vehicle in which a creep phenomenon occurs (the same applies hereinafter).

  As shown in the upper diagram of FIG. 3, the brake control unit 51 first operates the brake pedal by the driver when it is determined that the host vehicle V1 may collide with another vehicle V2 as an obstacle. Regardless of this, control is performed to forcibly stop the host vehicle V <b> 1 by braking by the automatic brake device 5. Then, the brake control unit 51 releases the braking by the automatic brake device 5 after the host vehicle V1 stops. This is for preventing, for example, a problem that the drive motor 17 in the automatic brake device 5 breaks down due to driving for a long time.

  In the present embodiment, as shown in the lower diagram of FIG. 3, the brake control unit 51 controls the automatic brake device 5 to vibrate the host vehicle V <b> 1 before releasing the braking by the automatic brake device 5 in this way. . In this way, the driver is notified that braking by the automatic brake device 5 is about to be released, and the collision with the other vehicle V2 caused by the release of braking is prevented. And the brake control part 51 cancels | releases the braking by the automatic brake device 5, after controlling the automatic brake device 5 so that the own vehicle V1 may be vibrated.

Specifically, as shown in FIG. 4, the brake control unit 51 cycles the required braking force in the automatic brake device 5 between 0 and a predetermined value A1 so as to vibrate the host vehicle V1 from time t1. (Before time t1, it is assumed that the other vehicle V2 as an obstacle is detected and the own vehicle V1 is stopped by braking by the automatic brake device 5). That is, the brake control unit 51 performs control to periodically switch on and off braking by the automatic brake device 5, in other words, to perform control to periodically switch between applying and not applying the braking force by the automatic brake device 5.
When such control is performed, the host vehicle V1 stops when the braking force by the automatic brake device 5 is applied, and creeps when the braking force by the automatic brake device 5 is not applied. Move a little bit. For this reason, when the braking force is automatically applied and not applied by the automatic brake device 5, the vehicle V1 alternately repeats stopping and slight movement, so that the driver feels as if the vehicle V1 vibrates. You will feel it.

For example, when the brake control unit 51 performs control to periodically switch between applying and not applying the braking force by the automatic brake device 5, the vehicle V1 due to the creep phenomenon is used as the predetermined value A1 applied to the required braking force. A braking force capable of quickly stopping the movement of the vehicle is used. Moreover, the brake control part 51 uses the period which a driver feels that the own vehicle V1 is vibrating as a period which switches the provision and non-application of the braking force by the automatic brake device 5.
Furthermore, the brake control unit 51 performs control for periodically switching between application and non-application of the braking force by the automatic brake device 5 for a predetermined time (time from time t1 to time t2) in one example. In another example, the brake control unit 51 performs the control until the host vehicle V1 moves a predetermined distance. In any example, the predetermined distance is applied for a predetermined time so that the own vehicle V1 does not collide with the other vehicle V2 at least by the control of periodically switching between applying and not applying the braking force by the automatic brake device 5.

  Next, processing (automatic brake control processing) in automatic brake control according to the present embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing an automatic brake control process according to the present embodiment. This process is repeatedly executed by the ECU 50 at a predetermined cycle.

  First, in step S1, the ECU 50 acquires various data necessary for subsequent processing. Specifically, the ECU 50 acquires data supplied from the obstacle detection unit 40. The obstacle detection unit 40 supplies the ECU 50 with data corresponding to the position (coordinates) of the obstacle around the host vehicle detected by at least one of the radar, laser, sonar, and camera.

  Next, in step S <b> 2, the ECU 50 determines whether an obstacle is detected by the obstacle detection unit 40 based on the data supplied from the obstacle detection unit 40. As a result, when no obstacle is detected, the ECU 50 ends the automatic brake control process.

  On the other hand, if an obstacle is detected as a result of the determination in step S2, the process proceeds to step S3, and the ECU 50 determines whether or not the host vehicle may collide with the obstacle. Specifically, the ECU 50 determines whether or not the time until the host vehicle collides with an obstacle is a predetermined time or less (for example, 1 second or less). The time until the host vehicle collides with the obstacle is calculated from the position information (current and past position information) of the obstacle detected by the obstacle detection unit 40 and the vehicle speed and / or acceleration of the host vehicle. . If the result of determination in step S3 is that there is no possibility that the host vehicle will collide with an obstacle, the ECU 50 ends the automatic brake control process.

  On the other hand, if the result of the determination in step S3 is that the host vehicle may collide with an obstacle, the process proceeds to step S4, where the ECU 50 activates the automatic brake device 5 to stop the host vehicle. Specifically, the brake control unit 51 of the ECU 50 sets the first and second on-off valves 11 and 12 to the closed state, sets the third on-off valve 21 to the open state, and still sets the fourth on-off valve 25. Is set to a closed state (see FIG. 2). By doing so, the brakeable state by the foot brake device 4 is switched to the brakeable state by the automatic brake device 5. Then, the brake control unit 51 causes the hydraulic pump 18 to be driven by the drive motor 17 so as to generate the braking hydraulic pressure from the hydraulic pump 18 according to the braking force (which is obtained based on the vehicle speed) necessary for stopping the host vehicle. Control to drive.

  Next, in step S <b> 5, the ECU 50 determines whether or not the host vehicle has stopped due to the operation of the automatic brake device 5. The ECU 50 makes this determination based on the vehicle speed detected by the vehicle speed sensor. If the result of determination in step S <b> 5 is that the host vehicle has not stopped, the process returns to step S <b> 4 and the brake control unit 51 of the ECU 50 continues operating the automatic brake device 5.

  On the other hand, if the result of the determination in step S5 is that the host vehicle is stopped, the process proceeds to step S6, where the brake control unit 51 of the ECU 50 turns on braking by the automatic brake device 5 to vibrate the host vehicle. Control is performed to periodically switch off. Specifically, the brake control unit 51 controls the required braking force in the automatic brake device 5 periodically between 0 and a predetermined value A1 (see FIG. 4), and a control signal corresponding to the required braking force. Is supplied to the drive motor 17. For the predetermined value A1 of the required braking force, for example, a braking force that can quickly stop the movement of the host vehicle due to a creep phenomenon is used.

  Next, in step S7, the ECU 50 causes the alarm device 62 to output an alarm indicating that braking by the automatic brake device 5 is to be released. The alarm device 62 displays an image corresponding to the alarm on the display, or outputs a sound corresponding to the alarm from a speaker.

  Next, the process proceeds to step S8, where the ECU 50 determines whether the accelerator pedal or the brake pedal is operated by the driver based on the detection signals supplied from the accelerator pedal sensor 42 and the brake pedal sensor 44.

  As a result of step S8, when the accelerator pedal or the brake pedal is not operated, the process proceeds to step S9, and the ECU 50 starts control for periodically switching on and off braking by the automatic brake device 5 (step S6). Then, it is determined whether or not a predetermined time has elapsed. As a result, when the predetermined time has not elapsed, the process returns to step S6, and the brake control unit 51 of the ECU 50 continues the control for periodically switching on and off the braking by the automatic brake device 5.

On the other hand, if the accelerator pedal or the brake pedal is operated as a result of step S8, or if a predetermined time has passed as a result of the determination in step S9, the process proceeds to step S10. In this case, the brake control unit 51 of the ECU 50 ends the control for periodically switching on and off the braking by the automatic braking device 5 and releases the braking by the automatic braking device 5. Specifically, the brake control unit 51 sets the first and second opening / closing valves 11 and 12 to the open state, sets the third opening / closing valve 21 to the closed state, and opens the fourth opening / closing valve 25. By setting the state (see FIG. 2), braking by the automatic brake device 5 is released. By doing so, the brakeable state by the automatic brake device 5 is switched to the brakeable state by the foot brake device 4.
As described above, when the accelerator pedal or the brake pedal is operated, the control for periodically switching on and off the braking by the automatic brake device 5 is terminated. This is to give priority to the pedal operation intention.

  When the automatic brake control process shown in FIG. 5 is used to release the braking by the automatic brake device 5 after the automatic brake device 5 is operated, the driver changes the gear to the R gear (back gear). This automatic brake control process is not executed until it is set again. That is, the automatic brake control process shown in FIG. 5 is executed again when the driver sets the gear to the R gear again.

  Next, functions and effects of the automatic brake control device according to the embodiment of the present invention will be described.

In the present embodiment, the brake control unit 51 of the ECU 50 stops the host vehicle by braking by the automatic brake device 5 when the host vehicle may collide with an obstacle, and after the host vehicle stops, Before the braking by the device 5 is released, the control for periodically switching on and off the braking by the automatic brake device 5 is performed so as to vibrate the host vehicle. Can inform the driver. Further, in this embodiment, when performing control to vibrate the host vehicle in this way, a warning is given that the braking by the automatic brake device 5 is released, so that the driver can effectively release the braking by the automatic brake device 5. Can let you know.
Therefore, according to the present embodiment, without using an electric parking brake or the like, a problem caused by the release of braking by the automatic brake device 5 (for example, a sudden start of the automatic brake release causes the vehicle to start suddenly and collide with an obstacle. Can be prevented appropriately. Therefore, according to this embodiment, it is possible to achieve both cost and safety.

  Below, the further modification of embodiment of this invention is demonstrated.

In the embodiment described above, control for periodically switching on and off braking by the automatic brake device 5, that is, control for periodically switching the required braking force of the automatic brake device 5 between 0 and the predetermined value A1 is performed. However, in another example, the required braking force of the automatic brake device 5 is set between a predetermined value A1 and a non-zero predetermined value A2 (A2 <A1) without switching off the braking by the automatic brake device 5. You may perform control which switches periodically. In that case, when the required braking force of the automatic brake device 5 is periodically switched between the predetermined value A1 and the predetermined value A2, the predetermined value A2 makes the driver feel that the vehicle is vibrating. The correct value applies.
Moreover, it is not limited to switching the required braking force of the automatic brake device 5 periodically between two values. Specifically, it is not limited to periodically changing the required braking force of the automatic brake device 5 and changing the required braking force of the automatic brake device 5 in a stepped manner between two values. The required braking force of the device 5 may be repeatedly changed aperiodically, or the required braking force of the automatic brake device 5 may be continuously changed. In short, it is only necessary to perform control to repeatedly change the level of braking force by the automatic brake device 5 (in other words, change in strength) so that the driver feels that the host vehicle is vibrating.

  In the above-described embodiment, the example in which the automatic brake control according to the present embodiment is applied when the host vehicle is parked in the back (reverse) is shown (see FIG. 3). However, the present invention is not limited to being applied when the vehicle backs and when the host vehicle is parked.

  The present invention is not limited to application to the brake system 60 as shown in FIG. In addition to the brake system 60, the present invention can be applied to various known brake systems configured to be capable of automatic braking.

4 Foot brake device 5 Automatic brake device 17 Drive motor 18 Hydraulic pump 40 Obstacle detection unit 50 ECU
51 Brake Control Unit 60 Brake System 62 Alarm Device 100 Automatic Brake Control Device

Claims (3)

  1. An automatic brake control device that stops the vehicle by braking with an automatic brake device when the brake pedal is not operated by a driver,
    Obstacle detection means for detecting obstacles around the vehicle;
    Based on the obstacle detected by the obstacle detection means, the vehicle is stopped by braking by the automatic brake device , and when a predetermined time elapses after the vehicle stops, the driver depresses the brake pedal. Brake control means for automatically releasing the braking by the automatic brake device so that the vehicle starts to move even if it is not operated,
    The brake control means performs control to repeatedly change the braking force by the automatic brake device so as to vibrate the host vehicle before releasing the braking by the automatic brake device after the host vehicle stops. Automatic brake control device.
  2.   Furthermore, when the control which repeats the level change of the braking force by the said automatic brake device is performed by the said brake control means, it has a warning means which warns that the braking by the said automatic brake device is cancelled | released. The automatic brake control device described.
  3.   The brake control means stops the control when an accelerator pedal or a brake pedal is operated by a driver during a control of repeatedly changing the braking force by the automatic brake device. The automatic brake control device described in 1.
JP2014064081A 2014-03-26 2014-03-26 Automatic brake control device Active JP6183613B2 (en)

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JP2014064081A JP6183613B2 (en) 2014-03-26 2014-03-26 Automatic brake control device

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Application Number Priority Date Filing Date Title
JP2014064081A JP6183613B2 (en) 2014-03-26 2014-03-26 Automatic brake control device

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Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3325590B2 (en) * 1991-08-07 2002-09-17 マツダ株式会社 Automatic vehicle braking system
JPH08150910A (en) * 1994-11-30 1996-06-11 Fuji Heavy Ind Ltd Control device of automatic brake device
JP3804161B2 (en) * 1997-03-25 2006-08-02 日産自動車株式会社 Automatic parking device and parking guidance device
JP5129909B2 (en) * 2001-07-23 2013-01-30 トヨタ自動車株式会社 Driving support device
JP2004017889A (en) * 2002-06-19 2004-01-22 Advics:Kk Automatic brake
JP4950475B2 (en) * 2005-10-28 2012-06-13 アイシン精機株式会社 Driving assistance device
US7375620B2 (en) * 2005-12-08 2008-05-20 Gm Global Technology Operations, Inc. Speed-sensitive rear obstacle detection and avoidance system
JP5743655B2 (en) * 2011-04-01 2015-07-01 本田技研工業株式会社 Braking force control device
JP6312356B2 (en) * 2012-08-24 2018-04-18 ダイハツ工業株式会社 Vehicle control device

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