JPH08164766A - Lamplight controller for vehicle - Google Patents

Abstract

PURPOSE: To make a driver inform those around the vicinity of this sudden deceleration whenever he/she has decelerated his/her car by operation of a brake pedal at the time of automatic braking actuation through gentle braking. CONSTITUTION: Various inputting apparatuses necessary to judge of whether automatic control over a brake by means of a brake mechanism 10 should be executed or not as well as whether it is necessary to flash a stop lamp 18 and hazard lamps 12 and 16 with a specified mode or not, are connected to a car light controller 200. In the case where detection pressure by means of a brake pedal hydraulic sensor 238 is so judged that it is not larger than that by means of an automatic braking hydraulic sensor 236, the hazard lamps 12, 16 and the stop lamp 18 are made to flash alternately. Differently, when the detection pressure by means of the sensor 238 is larger than that by means of the sensor 236, and a car is not yet stopped, the stop lamp 18 alone is lighted.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle lighting control device, and more particularly to a vehicle equipped with an automatic brake device for automatically controlling the brake under a predetermined driving condition, in which at least the automatic brake is activated or stopped. The present invention relates to a vehicle lighting control device suitable for displaying one state in the surroundings.

[0002]

2. Description of the Related Art Conventionally, for the purpose of safely stopping a vehicle when an abnormality occurs in the driver while the vehicle is traveling, the vehicle is monitored when the abnormality is detected by monitoring the physical condition of the driver. A device that automatically controls the brake until the vehicle stops, and displays the fact that the automatic brake is in operation to surrounding vehicles such as the following vehicle to give an alarm, so that the stop lamp or hazard lamp blinks while the automatic brake is operating. Is known (Japanese Utility Model Laid-Open No. 2-38229).

However, this vehicle lighting control device performs the blinking process of the stop lamp or the hazard lamp only when the automatic brake is operated, and the blinking is performed after the vehicle is stopped and the automatic brake is released. It was not enough to let the surrounding vehicles know that the automatic brake was activated.

As a vehicle lighting control device for improving this, when at least one of the states of the automatic brake operation and the stop due to the operation is detected, the stop lamp or the hazard lamp is alternately blinked to stop the vehicle. It is conceivable that the device keeps blinking even after the automatic brake is released.

[0005]

However, in such a vehicle lighting control device, when the automatic braking by the relatively gentle braking is operating, the driver operates the brake pedal to suddenly start the vehicle. Even when the vehicle is decelerated, the stop lamps or the hazard lamps continue to blink alternately, so it is not possible to inform the surroundings of this sudden deceleration. Therefore, it is difficult for the following vehicle to predict the behavior of the own vehicle.

In consideration of the above facts, the present invention can inform the surroundings of this sudden deceleration when the driver suddenly decelerates the vehicle by operating the brake pedal during the automatic braking operation by gentle braking. The purpose is to obtain a lighting control device for a vehicle.

[0007]

According to a first aspect of the present invention, an operating state of an automatic brake control device for automatically controlling a brake of a vehicle to generate an appropriate deceleration when a predetermined driving condition is detected. The automatic brake operating state detecting means for detecting the state of the vehicle, and the automatic brake operating state detecting means detects the operation of the automatic brake operating device or at least one of the states in which the vehicle stops due to the operation, A lighting control device for a vehicle, comprising: a lighting device control means for performing lamp flashing control during automatic brake operation for flashing a lighting device including at least a stop lamp, the deceleration based on operation of a brake pedal being detected. A deceleration detection means, and the deceleration detected by the deceleration detection means by the lighting device control means is compared with a predetermined value and is larger than a predetermined value. Wherein it is characterized in that performed with priority stop lamp lighting control according to the brake pedal than automatic braking operation when the lamp lighting control when.

According to a second aspect of the present invention, in the vehicle lighting control device according to the first aspect, the predetermined value is a deceleration by automatic braking.

According to a third aspect of the present invention, an automatic brake operation for detecting an operating state of an automatic brake control device for automatically controlling a brake of a vehicle to generate an appropriate deceleration when a predetermined driving situation is detected. At least one stop lamp mounted on the vehicle when detecting at least one of the state detecting means and the state in which the vehicle is stopped due to the operation of the automatic brake operating device or the operation by the automatic brake operating state detecting means. A lighting device control means for performing lamp flashing control during automatic brake operation to flash the lighting device including, and a vehicle lighting control device having a stepping amount detecting means for detecting a stepping amount of a brake pedal, The stepping amount detected by the stepping amount detecting means by the lighting device control means is compared with a predetermined value, and the automatic brake operation is performed when it is larger than the predetermined value. Is characterized in that preferentially performs the stop lamp lighting control according to the brake pedal than a lamp lighting control.

The present invention according to claim 4 is the vehicle lighting control device according to any one of claims 1 to 3, wherein the lighting device control means is in a state in which the vehicle is stopped due to the operation of the automatic brake control device. In the above, it is characterized that the lamp blinking control at the time of automatic brake operation is prioritized over the stop lamp lighting control by the brake pedal.

[0011]

In the vehicle lighting control device according to the present invention, when the driver suddenly decelerates the vehicle by operating the brake pedal during the automatic braking operation by gentle braking, the deceleration detecting means. Detects the deceleration based on the operation of the brake pedal, and the lighting device control means compares the deceleration detected by the deceleration detection means with a predetermined value, and when the deceleration is larger than the predetermined value, the lamp blinking control during automatic braking is performed. The stop lamp lighting control by the brake pedal is given priority over the control by the brake pedal. Therefore, it is possible to inform the surroundings of the sudden deceleration by the brake pedal, and it is possible to make the following vehicle predict the behavior of the own vehicle.

Further, in the vehicle lighting control device of the present invention according to claim 2, when the driver suddenly decelerates the vehicle by operating the brake pedal during the automatic braking operation by gentle braking, the deceleration is performed. When the deceleration based on the operation of the brake pedal is detected by the detecting means, and the deceleration detected by the deceleration detecting means is compared with the deceleration by the automatic braking by the lighting device control means, and the deceleration by the automatic braking is larger than the deceleration. In addition, the stop lamp lighting control by the brake pedal is prioritized over the lighting device control means that operates when the automatic brake operating state is detected. For this reason,
It is possible to clearly inform the surroundings of the sudden deceleration by the brake pedal, and it is possible to make the following vehicle predict the behavior of the own vehicle.

Further, in the vehicle lighting control device according to the present invention as defined in claim 3, when the driver suddenly decelerates the vehicle by operating the brake pedal during the automatic braking operation by gentle braking, The detection means detects the amount of depression of the brake pedal, and the lighting device control means,
When the stepping amount detected by the stepping amount detecting means is compared with a predetermined value and is larger than the predetermined value, the stop lamp lighting control by the brake pedal is given priority over the lighting device control means which operates when the automatic brake operating state is detected. . For this reason,
The sudden deceleration caused by the brake pedal can be quickly notified to the surroundings in response to the brake operation, and the following vehicle can be made to predict the behavior of the own vehicle more accurately.
Further, since it is only necessary to detect the depression amount of the brake pedal by the depression amount detecting means, the device can have a simple configuration.

Further, in the vehicle lighting control device according to the present invention, when the vehicle is stopped due to the operation of the automatic brake control device, the lighting device control means controls the stop lamp lighting by the brake pedal. In order to give priority to the lighting device control means that operates when the automatic brake operating state is detected, when the vehicle is stopped, the stop lamp is not lit, for example, it blinks. You can

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicle lighting control device according to the present invention will be described with reference to FIGS.

As shown in FIG. 2, a hazard lamp 12 and a head lamp 14 as a lighting device are arranged at the front of the vehicle 10.

As shown in FIG. 3, a hazard lamp 16 and a stop lamp 18 as a lighting device are provided at the rear of the vehicle 10.

Here, the vehicle 10 of the present embodiment monitors the physical condition of the driver, etc., as will be described later, and when a predetermined driving situation occurs, the vehicle 10 is braked even if the driver does not perform a braking operation. It is equipped with an automatic brake control device that automatically controls the vehicle to stop it.

The vehicle lighting control system of the present embodiment is, for example, running around when the automatic brake control system operates or when the vehicle 10 stops due to the operation of the automatic brake control system. The hazard lamps 12 and 16 and the stop lamp 18 are turned on or blinked in order to indicate to the vehicle that the vehicle 10 is stopped due to a physical abnormality of the driver.

As shown in FIG. 1, the controller 200 of the vehicle lighting control device according to this embodiment is a main part of the vehicle automatic brake control device and also serves as a lighting device control means.
The controller 200 is a central processing unit (CPU) 200
A, read only memory (ROM) 200B, random access memory (RAM) 200C, input port 200
It has a D, an output port 200E, and a common bus 200F that connects them to each other.

Output port 200E of controller 200
Includes a brake mechanism 2 corresponding to an automatic brake control device.
10 via the drive circuits 212 and 214, and the stop lamp 18, the hazard lamps 12 and 16, and the headlamp 14 are relay switches 216, 218 and 220, respectively.
Further, a buzzer 222 for giving an alarm as described later when the driver's drowsiness is detected is connected thereto.

On the other hand, the input port 2 of the controller 200
00D, in order to determine whether or not automatic brake control by the brake mechanism 210 should be executed, and whether or not the stop lamp 18 and the hazard lamps 12 and 16 need to be blinked in a mode peculiar to this embodiment. Various input devices necessary for the operation are connected.

The radar 224 is a radar that monitors the front of the vehicle 10, and is a device that generates a millimeter wave forward, for example, and generates a reception signal according to the received reflected wave. Here, the controller 200 determines the distance between the vehicle 10 and the front obstacle based on the time required for the radar 224 to emit the millimeter wave and to receive the reflected wave, and the vehicle 10
The relative velocity with respect to the front obstacle is detected based on the frequency fluctuation generated in the reflected wave by the Doppler effect caused by the difference in relative velocity between the front obstacle and the front obstacle.

The distance between the vehicle 10 and the obstacle ahead,
Alternatively, the possibility of a collision is determined based on the distance and the relative speed, and if a collision is expected, the drive circuits 212, 21
The brake mechanism 210 is operated via 4 and the collision is avoided by automatic control of the brake. As a result,
For example, when the vehicle 10 improperly approaches the preceding vehicle due to the driver's inattentive or vague driving, the brake operates regardless of the driver's intention, and a rear-end collision accident is prevented.

The pulse sensor 226 is a member that is mounted on the driver to extend the pulse, which is a substitute characteristic value of the physical condition of the driver. The controller 200 of the present embodiment attempts to grasp the driver's awakening state by monitoring the pulse change of the driver. That is, the pulse rate of the driver is
For example, in the state of dozing, 10 times / mi compared to when awake
n is low, and the controller 200 detects the driver's drowsiness based on the pulse rate change.

Further, the controller 200 of this embodiment is
When the driver's drowsiness is detected, as a step before the automatic control of the brake mechanism 210, a warning is issued to the driver to wake up the drowsiness and awaken. The buzzer 222 described above is provided to emit such an alarm and an alarm sound for awakening.

Here, when the drowsiness is erroneously detected and when the user is awakened by an alarm, the driver can indicate the intention by operating the reset switch 228. Then, when there is a response from the reset switch 228, the controller 200 returns to the monitoring state of the physical condition of the driver again.

On the other hand, if the driver does not respond to the alarm from the buzzer 222, or if the alarm and awakening process is frequently executed, it can be determined that the driver is asleep. Therefore, in this case, the controller 200 operates the brake mechanism 210 via the drive circuits 212 and 214,
Perform automatic brake control to stop the vehicle under appropriate deceleration.

The physical abnormality switch 230 is a switch for the driver to indicate his / her intention when the driver falls into a state where the driver cannot continue driving, such as when the driver suffers a sudden seizure. That is, the controller 200 monitors the state of the body abnormality switch 230, and when it is turned on, the controller 200 unconditionally performs automatic control of the brake by the brake mechanism 210.

As a result, even if the driver becomes completely inoperable due to a sudden seizure or the like, the vehicle can be safely stopped and a secondary accident can be effectively prevented. . The pulse sensor 2 as in the device of this embodiment is used.
Regarding the device for monitoring the physical condition of the driver by 26, such a mechanism is effective for the physical abnormality that cannot be detected by the pulse change.

An electronic control unit (ECU) 232 performs well-known anti-skid control and acceleration slip control on the brake mechanism 210, and also causes the controller 200 to detect the automatic brake hydraulic pressure detected by the automatic brake hydraulic pressure sensor 236. This is a device for supplying data and brake pedal hydraulic pressure data detected by a brake pedal hydraulic pressure sensor 238 as deceleration detecting means. In addition, the ECU 232
A pressure sensor 96, a pressure switch 98, a differential pressure switch 142, and rotational speed sensors 148, 150, 152, 153 that detect the rotational speeds of the left and right front wheels and rear wheels are connected to.

As described above, the controller 200 has a function of appropriately stopping the vehicle according to the physical condition of the driver and according to the distance between the vehicle and the obstacle in front of the vehicle. The safety of 10 will be improved significantly.

As shown in FIG. 4, the brake mechanism 210
In addition to functioning as an automatic brake control device under the control of the controller 200, as described above, it also functions as an anti-lock brake system under the anti-skid and acceleration slip control performed by the ECU, as described above. It also has various actuators necessary for the above.

That is, in FIG. 4, reference numeral 20 is a hydraulic booster (hereinafter, simply referred to as booster), and reference numeral 22.
Is a tandem brake master cylinder (hereinafter simply referred to as a master cylinder).

The master cylinder 22 has a housing 24. A cylinder bore 26 is formed in the housing 24, and a first pressure piston 28 and a second pressure piston 30 are liquid-tightly and slidably fitted therein. As a result, a first pressurizing chamber 32 and a second pressurizing chamber 34 are formed in front of the pistons 28 and 30, respectively (to the left in FIG. 4), and hydraulic pressure is generated by depressing the brake pedal 36.

The first pressurizing chamber 32 is connected to a rear wheel cylinder 44, 46 of each brake of the left and right rear wheels via a proportioning bypass valve 38 by a liquid passage 37,
The second pressurizing chamber 34 is connected to a front wheel cylinder 52, 54 of each brake of the left and right front wheels via a proportioning bypass valve 38 and a pressure increasing device 47 by a liquid passage 49. Further, in the automobile of this embodiment, the left and right rear wheels are drive wheels.

Proportioning bypass valve 38
When the hydraulic pressure is normally generated in both the front wheel system and the rear wheel system, the hydraulic pressure supplied to the rear wheel cylinders 44, 46 is set to the hydraulic pressure supplied to the front wheel cylinders 52, 54. When the hydraulic pressure is no longer generated normally in the front wheel system, the first pressurizing chamber 32
The hydraulic pressure generated at the rear wheel cylinders is supplied to the rear wheel cylinders 44 and 46 without being reduced.

The pressure increasing device 47 is a device for increasing the hydraulic pressure in the second pressurizing chamber 34 and supplying it to the front wheel cylinders 52, 54.

The booster 20 is provided integrally with the master cylinder 22. Booster 20 housing 60
A power pressure chamber 62 is formed therein, and when the input rod 64 and the reaction pin 66 are advanced by depressing the brake pedal 36, the forward movement is a link formed by the first link 68 and the second link 70. The mechanism 72 changes the forward movement of the spool 76 of the control valve 74, and the power pressure chamber 62 is switched from the state in which it communicates with the reservoir 78 to the state in which it communicates with the accumulator 80.

As a result, a power pressure is generated in the power pressure chamber 62, the power piston 82 is moved forward, and the first and second pressure pistons 28, 30 are moved forward to move the front and rear wheel cylinders 52, 54. , 44, 46 are transmitted to the hydraulic pressure. The forward movement of the reaction pin 66 is stopped at a position where the pedaling force of the brake pedal 36 and the reaction force are balanced, and the spool 76 moves the power pressure chamber 62 into the accumulator 8.
It is stopped at a position where it is not communicated with either 0 or the reservoir 78, and the power pressure in the power pressure chamber 62 is maintained in the generated state.

The brake fluid in the reservoir 78 is supplied to the accumulator 80 by a pump 90 driven by a motor through a check valve 94. Accumulator 80
The hydraulic pressure is controlled to be kept in a certain range by controlling the start / stop of the motor based on the output signal of the pressure sensor 96. Further, the abnormal decrease in the hydraulic pressure of the accumulator 80 is detected by the pressure switch 98, the brake warning lamp is turned on, and the buzzer is activated. The relief valve 100 prevents the hydraulic pressure of the accumulator 80 from becoming abnormally high.

The hydraulic brake system of this embodiment is adapted to perform anti-skid control based on the power pressure generated in the power pressure chamber 62. Therefore, two electromagnetic direction switching valves 110 and 112 are provided between the pressure booster 47 and the front wheel cylinders 52 and 54. These electromagnetic directional control valves 110, 112 are provided with liquid passages 114, 11
6 and 118 are connected to the power pressure chamber 62,
Electromagnetic hydraulic pressure control valves 120 and 122, which are directional switching valves at three positions, are provided in the liquid passages 114 and 116, respectively. These electromagnetic hydraulic pressure control valves 120 and 122 are connected to the reservoir 78, and the front wheel cylinder 5
2 and 54 are respectively connected to the power pressure chamber 62 to increase the hydraulic pressure, and to the reservoir 78 to reduce the hydraulic pressure. The holding state is switched to the holding state.

Further, an electromagnetic directional control valve 124 is provided in a portion of the liquid passage 37 between the proportioning bypass valve 38 and the rear wheel cylinders 44, 46, and a three-directional directional control valve is provided between the rear wheel cylinders 44, 46. Certain electromagnetic hydraulic control valves 126, 128 are provided.

The electromagnetic directional control valve 124 is connected to the power chamber 6 by a liquid passage 130 provided with another electromagnetic directional control valve 132.
Connected to 2. The electromagnetic directional control valve 124 is connected to the accumulator 80 by a liquid passage 134 provided with another electromagnetic directional control valve 132. During the anti-skid control, the electromagnetic directional control valves 124 and 132 are switched to the rear wheel cylinder 44, 46 is connected to the power pressure chamber 62, and the wheel cylinder pressure is increased, decreased, and maintained by the electromagnetic hydraulic pressure control valves 126 and 128.

The power pressure is supplied to the pressure booster 47 through the liquid passage 140, and when the booster 20 normally outputs the power pressure, the second pressurizing chamber 34 and the front wheel cylinders 52, 54 are made to communicate with each other. Cylinder hydraulic pressure is supplied to the front wheel cylinders 52, 54.

On the other hand, when the booster 20 does not normally generate the power pressure and the power pressure fails, the pressure boosting device 47 shuts off the communication between the second pressurizing chamber 34 and the front wheel cylinders 52 and 54 and increases the pressure. The hydraulic pressure in the second pressurizing chamber 34 is increased by the piston to increase the front wheel cylinders 52, 5
4

Further, a differential pressure switch 142 is provided between the liquid pressure supply chamber of the pressure booster 47 and the liquid pressure supply chamber to detect a failure of the power pressure. ECU
(Electronic control unit) 232 (see FIG. 1) is supplied so that anti-skid control is not performed.

Further, a pressure limiter 144 is provided in the flow passage 140, and when the master cylinder hydraulic pressure is further increased after the power pressure reaches the defeat limit, the pressure limiter 144 is fed from the amplifier 47. The backflow of the brake fluid to the power pressure chamber 62 is prevented so that the pressure increasing action is not performed.

When the left and right rear wheels, which are the drive shafts, become excessively slipped during acceleration, the electromagnetic directional control valves 124 and 13 are used.
By switching 2 the hydraulic pressure of the accumulator 80 is supplied to the rear wheel cylinders 44, 46, and by switching the electromagnetic hydraulic pressure control valves 126, 128, the wheel cylinder pressure is increased or decreased to eliminate the slip.

These anti-skid control and acceleration slip control are carried out by the ECU 232 (see FIG. 1).

As shown in FIG. 1, the ECU 232 is mainly composed of a computer and includes a pressure sensor 96,
The signals of the pressure switch 98 and the differential pressure switch 142 and the detection results of the rotation speed sensors 148, 150, 152, 153 for detecting the rotation speeds of the left and right front wheels and the rear wheels are supplied. Speed, vehicle speed, etc. are calculated, and anti-skid control and acceleration slip control are performed based on the calculation results.

As shown in FIG. 4, a liquid passage 37 connecting the first pressurizing chamber 32 and the proportioning bypass valve 38, a liquid passage 49 connecting the second pressurizing chamber 34 and the proportioning bypass valve 38, and Electromagnetic directional control valve 13
The liquid pressures controlled by the linear valve 160 are supplied to the liquid passages 130 connecting the No. 2 and the power pressure chamber 62 by the liquid passages 154, 156, and 158, respectively.

The linear valve 160 is a valve for controlling and supplying the hydraulic pressure of the accumulator 80 to a height proportional to the supply current, and is well known from Japanese Utility Model Laid-Open No. 63-40270, and therefore its description is omitted. .

The change valves 280, 28 are respectively provided at the connection portions of the liquid passages 154, 156, 158 for transmitting the control pressure of the linear valve 160 and the liquid passages 37, 49, 140.
2 and 284 are provided, and are supplied from the first and second pressurizing chambers 32 and 34 and the power pressure chamber 62 based on the hydraulic pressure detected by the automatic brake hydraulic pressure sensor 236 and the brake pedal hydraulic pressure sensor 238. Of the hydraulic pressure supplied by the linear valve 160 and the higher hydraulic pressure supplied by the linear valve 160 are selected and supplied to the rear wheel cylinders 44, 46 and the front wheel cylinders 52, 54.

These change valves 280, 282,
The configuration of 284 is the same for all, for example, the change valve 280 connects the first pressurizing chamber 32 of the master cylinder 22 and the rear wheel cylinders 44, 46. When the electric control hydraulic pressure is not supplied from the linear valve 160, the master cylinder hydraulic pressure is changed to the rear wheel cylinders 44, 4.
6 (state shown in FIG. 5).

Here, when the electric control hydraulic pressure is supplied from the linear valve 160 and the master cylinder hydraulic pressure is not supplied from the first pressurizing chamber 32, or even if the master cylinder hydraulic pressure is supplied, the master cylinder hydraulic pressure is lower. Therefore, the communication between the first pressurizing chamber 32 and the rear wheel cylinders 44, 46 is cut off. Then, the electric control hydraulic pressure is supplied to the rear wheel cylinders 44 and 46 (state shown in FIG. 4).

Incidentally, these change valves 280, 28
A normally closed electromagnetic on-off valve 270 is provided between the second valve 284 and the linear valve 160. The linear valve 160 and the electromagnetic opening / closing valve 270 are controlled by the hydraulic pressure controller 200 via the drive circuits 212 and 214.

Next, the operation of the brake mechanism 210 will be described. When not braking, the electromagnetic directional control valves 110, 11
2, 124, 132, electromagnetic hydraulic pressure control valves 120, 122,
The solenoids 126, 128 and the solenoid on-off valve 270 are all demagnetized, and the master cylinder hydraulic pressure generated in the first and second pressurizing chambers 32, 34 by the change valves 280, 282 is changed to the wheel cylinders 34, 36, 42, 44. Has been supplied to. Further, no current is supplied to the linear valve 160, and the electromagnetic on-off valve 270 is in communication with the reservoir 78.

When the brake pedal 36 is depressed during braking, the master cylinder hydraulic pressure is supplied to the front and rear wheel cylinders 34, 36, 42, 44 to suppress the wheel rotation.

Here, if the stepping force of the brake pedal 36 becomes excessive with respect to the friction coefficient of the road surface and the slip state of the wheels exceeds an appropriate state, known anti-skid control is performed. That is, the electromagnetic directional control valves 110, 112, 12
Switching between No. 4 and 132 causes the power pressure to be supplied to each of the front and rear wheel cylinders 34, 36, 42 and 44, and the electromagnetic hydraulic pressure controlled flight 12
Each of 0, 122, 126, and 128 is first switched to the depressurized state, and the front and rear wheel cylinders 3 are
The brake fluid in 4, 36, 42 and 44 is discharged to the reservoir 78.

As a result, when the rotation of the wheels is restored, the electromagnetic hydraulic pressure control flights 120, 122, 126, 128 are held, and when they are further restored, the electromagnetic hydraulic pressure control flights 120 are switched to the increased pressure state. , 122, 126, 128
The slip ratio of the wheels is kept in an appropriate range by switching among the pressure reducing state, the holding state and the pressure increasing state.

Further, if the driving force is excessive during the acceleration of oscillation of the vehicle and the slips of the left and right rear wheels, which are the drive shafts, become excessive, known slip control is performed. That is, the electromagnetic switching valve 1
Rear wheel cylinder 4 by switching between 24 and 132
The hydraulic pressure of the accumulator 80 is supplied to 4 and 46, and the electromagnetic hydraulic control valves 126 and 128 are switched to the pressure increasing state, the holding state, and the pressure reducing state, respectively, whereby the rotation of the wheels is appropriately suppressed.

By the way, when an appropriate control signal is issued from the controller 200 to the drive circuits 212 and 214, high pressure electric control hydraulic pressure is supplied to the change valves 280, 282 and 284 through the accumulator 80. It

At this time, if the brake pedal 36 is depressed and the master cylinder hydraulic pressure higher than the electric control hydraulic pressure is generated, the master cylinder hydraulic pressure is supplied to the wheel cylinders 44, 46, 52 and 54, When the electric control hydraulic pressure is higher than the master cylinder hydraulic pressure or when the brake pedal 36 is not depressed, the electric control hydraulic pressure is supplied to the wheel cylinders 44, 46, 52 and 54.
Therefore, in such a case, each wheel cylinder 44, 4
6, 52, 54 are independent of the master cylinder hydraulic pressure
The braking force is exerted according to the electric control hydraulic pressure.

That is, by appropriately driving the drive circuits 212 and 214 by the controller 200, desired hydraulic pressure can be supplied to the wheel cylinders 44, 46, 52 and 54 to generate desired deceleration.

Hereinafter, taking as an example the processing executed when the controller 200 detects the dozing of the driving vehicle, the vehicle 10 is stopped by the operation of the automatic brake, and the hazard lamps 12, 16 and the stop lamp 18 after the vehicle 10 is stopped. The lighting and extinguishing operations of will be described.

When the routines shown in FIGS. 6 and 7 are activated, first, at step 100 (hereinafter referred to as S100), it is determined whether or not the driver is dozing based on the detection value of the pulse sensor 226. Then, when the dozing is not detected, this routine is ended without performing the subsequent processing. This routine defines the processing when the driver falls asleep, and it is not necessary to execute the processing according to this routine unless the driver is detected to fall asleep.

On the other hand, if the driver's dozing is detected in S100, the process proceeds to S102, where the driver is warned.
Awaken process is executed. Specifically, a drive signal is issued to the buzzer 222 to give an alarm to the driver.

Step S104 is a step in which the applicability of the driver's driving is judged on the basis of the driver's reaction to the alarm from the buzzer 222, that is, the reaction of the reset switch 228, and it is judged whether or not to continue the driving. . Here, when the reaction by the reset switch 228 is performed within an appropriate time and the frequency of execution of the alarm and wake-up process is not high, it can be recognized that the driver is in a normal wake-up state. Thereafter, this routine ends without performing any processing.

On the other hand, if it is recognized that the driver's reaction is sluggish or that he is frequently asleep, it is necessary to judge that the driver is under adapting to driving. Therefore, if such a determination is made, the brake mechanism 2
In order to perform the operation of 10, the process proceeds to S106.

Step S106 is a step of judging whether or not there is an obstacle ahead of the vehicle based on the detection result of the radar 222. If it is determined that there is an obstacle ahead, it is necessary to determine the possibility of colliding with the obstacle. Therefore, in this case, the process proceeds to S108, the distance and the relative speed to the front obstacle are calculated based on the detection signal of the radar 224, and the possibility of collision is determined from the calculation result.

If it is determined that there is a possibility of a collision, avoiding a collision is the most important issue, and it is appropriate to stop the vehicle 10 at a sufficiently large deceleration. On the other hand, S1
If it is determined in S06 and S108 that there is no obstacle ahead or there is no possibility of collision, it is not appropriate to unnecessarily increase deceleration even if the vehicle is stopped. This is because such sudden braking may impair riding comfort and traffic flow.

Therefore, in the present embodiment, if there is a possibility of collision, a large deceleration of about 0.8 G is made in S110, and if there is no possibility of collision, 0.3 G is given in S112. It was decided to set a small deceleration for each. Then, in S114, the brake is automatically controlled to achieve the deceleration set appropriately in these steps.

The following step S116 is a step of determining whether or not the automatic brake control is operating. If it is determined that the automatic brake control is operating, it is determined in S118 whether the brake pedal is operating, that is, whether the brake pedal is being depressed.

If it is determined in S118 that the brake pedal is not operating, in S120
The hazard lamps 12 and 16 and the stop lamp 18 are alternately blinked.

On the other hand, if it is determined in S118 that the brake pedal is operating, whether or not the pressure detected by the brake pedal hydraulic pressure sensor 238 is greater than the pressure detected by the automatic brake hydraulic pressure sensor 236 in S122. To judge.

If it is determined in S122 that the pressure detected by the brake pedal oil pressure sensor is not higher than the pressure detected by the automatic brake oil pressure sensor, S
At 124, the hazard lamps 12 and 16 and the stop lamp 18 are alternately blinked.

If it is determined in S122 that the pressure detected by the brake pedal hydraulic sensor is greater than the pressure detected by the automatic brake hydraulic sensor, S126.
At, it is determined whether the vehicle has stopped.

When it is determined in S126 that the vehicle is not stopped, only the stop lamp 18 is turned on in S128.

Thereafter, the processing from S106 is repeatedly executed until the stop of the vehicle 10 is detected in S126, and the vehicle 10 is surely guided to the stop. As a result of performing the repeated processing, even if a small deceleration is set at the beginning when the drowsiness is detected, if a collision may occur later, the deceleration is changed to a large value at that time. As a result, the collision will be surely prevented.

On the other hand, if it is determined in S126 that the vehicle has stopped, the hazard lamps 12 and 16 and the stop lamp 18 are alternately blinked in S130.

From the viewpoint of the durability of the brake mechanism 210 and the like, after the vehicle 10 is stopped, a high electric control hydraulic pressure corresponding to the set deceleration is applied to each wheel cylinder 4.
Should be released from 4, 46, 52, 54. Therefore,
When the stop of the vehicle 10 is detected in S126, the hydraulic pressure supplied to the wheel cylinders 44, 46, 52, 54 is reduced to a sufficient level for stopping the vehicle 10 in S132 following S130 to maintain the brake. I am going to take a state.

Until it is determined that the release switch has been operated in S134, which is executed subsequent to S132, S1
32 is repeated, and the hazard lamps 12 and 16 and the stop lamp 18 continue to blink alternately until some action is taken from the surroundings or the person recovers consciousness and operates the release switch. For this reason, the driver of the vehicle 10 is not in fact left unconscious for a long time, and a prompt response can be expected.

As soon as the release switch is operated, S
At the time of executing 134, the controller 200 detects that it is no longer necessary to display the abnormal vehicle stop, and thereafter, in S136, all the lamps are turned off, and the processing ends this time.

The vehicle lighting control device of this embodiment is
The reset switch 228 also serves as the release switch of S134.

If it is determined in S116 that the automatic brake control is not operating, it is determined in S138 whether the brake pedal is operating.

If it is determined in S138 that the brake pedal is not operating, in S140,
The stop lamp 18 is turned off and the process ends. On the other hand, S1
When it is determined in 38 that the brake pedal is operating, the stop lamp 18 is turned on in S142, and the process ends. After S120 and S124, it is determined in S144 whether or not the vehicle has stopped. If it is determined that the vehicle has stopped, the process proceeds to S132. On the other hand, when it is determined in S144 that the vehicle is not stopped, the process proceeds to S106.

By the way, the above description of the operation example assumes the case where the driver's drowsiness is detected and the automatic brake is activated. However, even if the driver is hit by a seizure or the like and cannot drive, As long as the state appears in the pulse fluctuation, the processing after S100 is similarly executed. The controller 200 also stores a program for activating the automatic brake when the driver himself / herself complains of a physical abnormality and operates the physical abnormality switch 230, and in this case also, the lighting process of each lamp is executed. It

Therefore, in the vehicle lighting control system of this embodiment, when the driver suddenly decelerates the vehicle by operating the brake pedal in the automatic braking operation state (state of FIG. 4) by gentle braking. Detects the deceleration based on the operation of the brake pedal 36 by the brake pedal hydraulic sensor 238, and the controller 200 detects the detected pressure detected by the brake pedal hydraulic sensor 238 by the automatic brake hydraulic sensor 236. When the pressure detected by the brake pedal hydraulic pressure sensor 238 is higher than the pressure detected by the automatic brake hydraulic pressure sensor 236 as compared with the pressure, the hazard lamps 12 and 16 and the stop lamp 18 are alternately blinked when the automatic brake operating state is detected. Stop lamp with brake pedal 18
Lighting control is given priority. Therefore, it is possible to clearly inform the surroundings of sudden deceleration by this brake pedal,
The behavior of the own vehicle can be predicted by the following vehicle.

Therefore, the vehicle 10 equipped with the vehicle lighting control device of this embodiment stops safely and reliably even when an unexpected physical abnormality occurs in the driver.

Further, in the vehicle lighting control system of the present embodiment, when the vehicle 10 is stopped due to the operation of the automatic brake control system, the controller 200 operates the automatic braking by controlling the lighting of the stop lamp 18 by the brake pedal. Since the alternate blinking of the hazard lamps 12 and 16 and the stop lamp 18 at the time of state detection is prioritized, it is possible to clearly inform the surroundings that the vehicle is stopped by automatic braking, and to promptly and appropriately process the driver. It becomes possible, and it is particularly effective because of an emergency situation.

Further, the act of the vehicle 10 alternately blinking the hazard lamps 12 and 16 and the stop lamp 18 as described above also promotes the existence of oneself after the vehicle is stopped, and causes a collision such as a rear-end collision with another vehicle. The next accident can be effectively prevented.

In this embodiment, in S128,
Only the stop lamp 18 was turned on, but instead of this, the stop lamp 18 was turned on, and the hazard lamp 12,
16 may be blinked. Further, in the present embodiment, the hazard lamp 12 and the stop lamp 18 are turned on or blinked, but the lamps that are turned on or blinked are not limited to the hazard lamp 12 and the stop lamp 18, and the hazard lamps 12, 16 and the head lamp 14 and Stop lamp 1
If at least the stop lamp 18 of 8 is turned on or blinked, the headlamp 14 may be turned on or blinked.

In addition, in this embodiment, the controller 200
Thus, the detected pressure detected by the brake pedal hydraulic pressure sensor 238 is compared with the detected pressure detected by the automatic brake hydraulic pressure sensor 236, and the detected pressure by the brake pedal hydraulic pressure sensor 238 is determined by the automatic brake hydraulic pressure sensor 23.
When the pressure detected by 6 is larger than the detected pressure, the lighting control of the stop lamp 18 by the brake pedal is prioritized over the alternate blinking of the hazard lamps 12 and 16 and the stop lamp 18 at the time of detecting the automatic brake operating state. Instead of the above, when the brake pedal is operated during the automatic brake operation, the stop lamp 18 by the brake pedal is unconditionally used rather than the alternate flashing of the hazard lamps 12 and 16 and the stop lamp 18 when the automatic brake operation state is detected.
It is also possible to give priority to the lighting control of.

Further, in this embodiment, the brake pedal hydraulic sensor 238 is used as the deceleration detecting means, but instead of this, a stepping amount detecting means such as a potentiometer is provided, and this stepping amount detecting means is used. Detects the amount of depression of the brake pedal, compares the amount of depression detected by the amount of depression detection means with a predetermined value, and when it is larger than the predetermined value, prioritizes the stop lamp lighting control by the brake pedal over the lamp flashing control during automatic brake operation Alternatively, the configuration may be performed. In this case, the rapid deceleration by the brake pedal can be quickly notified to the surroundings in response to the brake operation, and the device can have a simple structure.

[0096]

According to the present invention as set forth in claim 1, when the predetermined driving condition is detected, the automatic brake control device for automatically controlling the brake of the vehicle to generate an appropriate deceleration is automatically detected. At least one mounted on the vehicle when the brake operating state detecting means and the automatic brake operating state detecting means detect at least one of an operation of the automatic brake operating device or a state in which the vehicle is stopped due to the operation. A lighting control device for a vehicle, comprising: a lighting device control means for performing lamp flashing control during automatic brake operation for flashing a lighting device including a stop lamp; and a deceleration detection means for detecting deceleration based on operation of a brake pedal. The deceleration detected by the deceleration detecting means by the lighting device control means is compared with a predetermined value, and when the deceleration is larger than the predetermined value, the automatic brake operation is performed. Since the stop lamp lighting control by the brake pedal is given priority over the hour lamp blinking control, if the driver suddenly decelerates the vehicle by operating the brake pedal during automatic braking operation by gentle braking, It has an excellent effect of being able to notify the sudden deceleration.

According to a second aspect of the present invention, in the vehicle lighting control device according to the first aspect, since the predetermined value is deceleration due to automatic braking, the driver can operate the brake pedal during the automatic braking operation by gentle braking. When the vehicle is decelerated suddenly by the operation of, there is an excellent effect that the sudden deceleration can be clearly notified to the surroundings.

The present invention according to claim 3 is an automatic brake operation for detecting an operating state of an automatic brake control device for automatically controlling a brake of a vehicle to generate an appropriate deceleration when a predetermined driving situation is detected. At least one stop lamp mounted on the vehicle when detecting at least one of the state detecting means and the state in which the vehicle is stopped due to the operation of the automatic brake operating device or the operation by the automatic brake operating state detecting means. A lighting control device for a vehicle, comprising: a lighting device control means for performing a lamp flashing control at the time of automatic brake operation for flashing a lighting device including: a lighting control device having a stepping amount detecting means for detecting a stepping amount of a brake pedal. The device control means compares the stepping amount detected by the stepping amount detecting means with a predetermined value, and when the value is larger than the predetermined value, the lamp blinks when the automatic brake is activated. Since the stop lamp lighting control by the brake pedal is prioritized over the control, in addition to the effect according to claim 1, the rapid deceleration by the brake pedal can be promptly notified to the surroundings in response to the brake operation. It has an excellent effect that the device can have a simple structure.

The present invention according to claim 4 provides the vehicle lighting control device according to any one of claims 1 to 3, wherein the lighting device control means is in a state where the vehicle is stopped due to the operation of the automatic brake control device. Since the blinking control of the lamp when the automatic brake is activated is prioritized over the stop lamp lighting control by the brake pedal, it is possible to clearly inform the surroundings that the vehicle is stopped by the automatic brake.

[Brief description of drawings]

FIG. 1 is a block configuration diagram of a vehicle lighting control device according to an embodiment of the present invention.

FIG. 2 is a perspective view showing a front portion of a vehicle for controlling a lighting device by a vehicle lighting control device according to an embodiment of the present invention.

FIG. 3 is a perspective view showing a rear portion of a vehicle for controlling a lighting device by a vehicle lighting control device according to an embodiment of the present invention.

FIG. 4 is an overall configuration diagram showing a state in which an automatic brake oil pressure is higher than a master cylinder oil pressure, showing a brake mechanism according to an embodiment of the present invention.

FIG. 5 is an overall configuration diagram showing a state in which an automatic brake hydraulic pressure showing a brake mechanism according to an embodiment of the present invention is smaller than a master cylinder hydraulic pressure.

FIG. 6 is a part of a flowchart showing an example of a drowsiness and warning routine executed by the controller of the vehicle lighting control device according to the embodiment of the present invention.

FIG. 7 is a part of a flowchart showing an example of a drowsiness and warning routine executed by the controller of the vehicle lighting control device according to the embodiment of the present invention.

[Explanation of symbols]

10 Vehicle 12 Hazard Lamp (Lighting Device) 14 Head Lamp (Lighting Device) 16 Hazard Lamp (Lighting Device) 18 Stop Lamp (Lighting Device) 200 Controller (Lighting Device Control Means) 210 Brake Mechanism (Automatic Brake Control Device) 212 Drive Circuit 214 Drive circuit 216 Relay switch 218 Relay switch 220 Relay switch 222 Buzzer 224 Radar 226 Pulse sensor 228 Reset sensor 230 Physical abnormality switch 232 ECU (Automatic brake operation state detection means) 236 Automatic brake hydraulic sensor 238 Brake pedal hydraulic sensor (Decrease) Speed detection means)

Claims (4)

[Claims] 1. An automatic brake operation state detecting means for detecting an operation state of an automatic brake control device for automatically controlling a brake of a vehicle to generate an appropriate deceleration when a predetermined driving situation is detected, and the automatic brake operation state detecting means. When the operation state of the automatic brake operation device or at least one of the states in which the vehicle is stopped due to the operation is detected by the brake operation state detection means, the lighting device mounted on the vehicle including at least a stop lamp is blinked. A lighting control device for a vehicle, comprising: a lighting device control means for performing lamp flashing control during automatic brake operation; and a deceleration detection means for detecting deceleration based on an operation of a brake pedal, the lighting device control means. The deceleration detected by the deceleration detecting means is compared with a predetermined value, and when it is larger than the predetermined value, the lamp blinks when the automatic brake is activated. A vehicle lighting control device characterized in that a stop lamp lighting control by a brake pedal is prioritized over a control. 2. The vehicle lighting control device according to claim 1, wherein the predetermined value is a deceleration by automatic braking. 3. Automatic brake operating state detecting means for detecting an operating state of an automatic brake control device for automatically controlling a brake of a vehicle to generate an appropriate deceleration when a predetermined driving situation is detected, and the automatic brake operating state detecting means. When the operation state of the automatic brake operation device or at least one of the states in which the vehicle is stopped due to the operation is detected by the brake operation state detection means, the lighting device mounted on the vehicle including at least a stop lamp is blinked. A lighting control device for a vehicle, comprising: a lighting device control means for performing a lamp flashing control at the time of automatic brake operation, comprising a stepping amount detection means for detecting a stepping amount of a brake pedal, wherein the stepping operation is performed by the lighting device control means. The stepping amount detected by the amount detecting means is compared with a predetermined value, and when the stepping amount is larger than a predetermined value, the brake blinking control during automatic brake operation is performed. A vehicle lighting control device characterized by giving priority to stop lamp lighting control by a rake pedal. 4. The lighting device control means prioritizes the automatic blinking lamp flashing control over the stop lamp lighting control by the brake pedal when the vehicle is stopped due to the operation of the automatic brake control device. The vehicle lighting control device according to any one of claims 1 to 3.