WO2007023668A1 - Dispositif de commande de freinage automatique - Google Patents

Dispositif de commande de freinage automatique Download PDF

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Publication number
WO2007023668A1
WO2007023668A1 PCT/JP2006/315646 JP2006315646W WO2007023668A1 WO 2007023668 A1 WO2007023668 A1 WO 2007023668A1 JP 2006315646 W JP2006315646 W JP 2006315646W WO 2007023668 A1 WO2007023668 A1 WO 2007023668A1
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WO
WIPO (PCT)
Prior art keywords
braking
braking control
vehicle
pattern
driver
Prior art date
Application number
PCT/JP2006/315646
Other languages
English (en)
Japanese (ja)
Inventor
Toshiki Ezoe
Shuji Narada
Naoshi Ichinose
Koichi Okamoto
Hirokazu Okuyama
Original Assignee
Hino Motors, Ltd.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hino Motors, Ltd. filed Critical Hino Motors, Ltd.
Priority to US12/064,609 priority Critical patent/US20090102277A1/en
Priority to DE112006002246T priority patent/DE112006002246B4/de
Publication of WO2007023668A1 publication Critical patent/WO2007023668A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/024—Collision mitigation systems

Definitions

  • the present invention is used for large vehicles (trucks, buses) for transporting cargo and passengers.
  • the distance between the preceding vehicle and the host vehicle is monitored by a radar, and when the inter-vehicle distance approaches abnormally, appropriate braking control is automatically performed.
  • an automatic braking control device that minimizes the damage (see, for example, Patent Document 1).
  • Patent Document 1 JP 2005-31967 A
  • the above-described automatic braking control device uses the same function that is already in practical use in passenger cars when it is used for large vehicles (trucks, buses) for transporting cargo and passengers. There is a problem that must be solved.
  • the present invention has been made under such a background, and an object thereof is to provide an automatic braking control device capable of realizing automatic braking control in a truck or a bus. Means for solving the problem
  • the present invention operates based on a sensor output including a distance to an object in the traveling direction of the host vehicle.
  • Control means for automatically performing braking control even when there is no rolling operation, and the control means is derived based on a relative distance and a relative speed between the object and the vehicle obtained by the sensor output.
  • An automatic braking control device comprising stepwise braking control means for automatically performing stepwise braking control when a predicted value of a time required for the object and the host vehicle to fall below a predetermined distance falls below a set value. is there.
  • the predicted value of the time required for the object and the vehicle to be less than a predetermined distance derived based on the relative distance and relative speed between the object and the vehicle is, for example, This is the estimated time required for the vehicle to collide (hereinafter referred to as TTC (Time To Collision)).
  • the present invention is characterized in that the stepped braking control means includes means for changing a braking pattern in accordance with the weight of a loaded cargo or a passenger.
  • a plurality of different braking patterns for executing the stepwise braking control are provided, and the stepwise braking control means selects any of the plurality of different braking notches according to an operation input. Means can also be provided. According to this, a plurality of braking patterns for executing stepwise braking control are prepared, and the driver can select the braking pattern regardless of the loaded cargo or the weight of the passenger.
  • the driver can select a braking pattern according to the type and weight of the passenger or the cargo. For example, if the passengers include many elderly people or infants, or if the cargo is a precision machine or artwork, a braking pattern that provides a relatively slow deceleration can be selected. Alternatively, when the weight of passengers or cargo is large, the stability of the vehicle can be kept high by selecting a braking pattern that allows a relatively slow deceleration compared to when the weight is small. For example, the integrated values of the plurality of different braking patterns are the same, and the braking force or braking deceleration at the final stage in each braking pattern is made different so that the degree of deceleration deceleration can be adjusted. You can select any braking pattern.
  • the braking pattern may include a pattern in which a warning is given to the driver instead of performing the braking control at a stage other than the final stage in the stepwise braking control.
  • Such a pattern is a pattern on the assumption that the driver is cautioned and the driver who is urged to perform the driving operation of the own vehicle by the driver himself. Until now, it is based on the idea that it is an auxiliary means of driving operation by the driver himself. Including a braking pattern based on this concept among a plurality of braking pattern options is useful in increasing the degree of freedom in selecting a braking pattern.
  • inter-vehicle distance alarm means for issuing an alarm according to the inter-vehicle distance between the preceding vehicle and the host vehicle, and the inter-vehicle distance alarm means indicates the length of the inter-vehicle distance at which the alarm is issued.
  • Means for setting is provided by the above operation, and the operation input is performed in conjunction with the setting operation of the means for setting.
  • the braking pattern selection in the automatic braking control also reflects the level of the driver's dependence on the inter-vehicle distance warning means, and when the dependence is high, the braking pattern selection is also activated early. Select the braking pattern to be used. On the other hand, when the dependence is low, the braking pattern that gives priority to the driving operation by the driver is selected even for the braking pattern.
  • the braking pattern giving priority to the driving operation by the driver himself is, for example, instead of performing the braking control at a stage other than the final stage in the staged braking control as described above.
  • This is a braking pattern including a pattern for notifying the driver of a warning.
  • means for detecting the operation execution status of the driver with respect to the vehicle and means for increasing the set value when the detection result by the detecting means does not satisfy the condition indicating the normality of the driving of the driver. Can be provided.
  • the automatic braking control device of the present invention is a device based on the premise that no braking operation is performed at all due to the driver's dozing or looking aside. However, the brake operation by the driver is performed. Even under such circumstances, by utilizing the device of the present invention, it is possible to assist the driver in braking and reduce the damage caused by the collision.
  • Means for reducing the number of stages when the means for detecting the operation execution state of the driver's vehicle and the detection result by the means for detecting satisfy the condition indicating the normality of the driver's driving, Means for reducing the number of stages.
  • the means for reducing may comprise means for starting automatic braking control from the final stage of the plurality of stages.
  • stepwise braking control is no longer necessary, so the device of the present invention may start braking control from the final step.
  • the braking control means may include means for changing a braking pattern in accordance with the predicted value.
  • the braking force is gradually increased over a plurality of stages as originally planned.
  • the braking control can be increased. This allows large vehicles such as trucks and buses Braking control suitable for both can be performed.
  • TTC also It may be a short time that is significantly less than the original plan. According to the present invention, it is possible to appropriately cope with such a situation.
  • the means for changing the braking pattern can correspond to any TTC by providing means for reducing the number of stages of braking control in the original plan according to the TTC.
  • the means for reducing the number of stages is a means for changing the shape of the braking pattern applied when the number of stages is not reduced to a new braking pattern shape corresponding to the number of stages to be reduced. Can be included.
  • the means for changing the braking pattern may include means for changing the shape of the braking pattern without reducing the number of steps. According to this, a sudden change in the braking pattern can be avoided, and the stability of the vehicle can be kept high.
  • a means for prohibiting activation of the stepwise braking control means can be provided.
  • the stepwise braking control performed by the automatic braking control device of the present invention is such that, for example, the host vehicle speed before starting the braking control is 60 kmZh or more, and a large handle such as when changing lanes or driving sharply Since it is assumed to be used in a state where the operation is performed, the start of the stepwise braking control can be restricted in other traveling states.
  • the vehicle has less kinetic energy, and therefore, a simple sudden braking control such as that applied to conventional passenger cars is performed.
  • the activation of the stepwise braking control is limited. For example, If the steering angle before the start of braking control is + 30 ° or more or ⁇ 30 ° or less, this means that the vehicle is changing lanes or driving in a sharp curve, so it is outside the staged braking control application event and restricts startup. . In this case, a correct may be used instead of the steering angle.
  • automatic braking control in a truck or bus can be realized.
  • appropriate automatic braking control can be performed in accordance with changes in the weight of loaded cargo and passengers.
  • any braking pattern can be selected according to the speed of deceleration, automatic braking control suitable for the type and weight of passengers and cargo can be realized.
  • FIG. 1 is a control system configuration diagram of a first embodiment.
  • FIG. 2 is a flowchart showing the operation of the braking control ECU of the first embodiment.
  • FIG. 3 is a diagram showing a braking pattern when the braking control ECU of the first embodiment has an empty product.
  • FIG. 4 is a diagram showing a braking pattern at the time of half product of the braking control ECU according to the first embodiment.
  • FIG. 5 is a diagram showing a braking pattern at the time of fixed product possessed by the braking control ECU of the first embodiment.
  • FIG. 6 is a diagram showing a full-scale braking pattern of the braking control ECU according to the first embodiment.
  • FIG. 7 is a control system configuration diagram of the second embodiment.
  • FIG. 8 is a diagram comparing a first braking pattern and a second braking pattern in the second embodiment.
  • FIG. 9 is a diagram showing a second braking pattern when the brake control ECU has an idle product in the second embodiment.
  • FIG. 10 is a control system configuration diagram of the third embodiment.
  • FIG. 11 is a diagram comparing a first braking pattern and a third braking pattern in the third embodiment.
  • FIG. 12 is a flow chart showing a braking pattern selection procedure in the braking control ECU of the third embodiment.
  • FIG. 13 is a control system configuration diagram of a fourth embodiment.
  • FIG. 14 is a flowchart showing a braking pattern selection procedure in the braking control ECU4 of the fourth embodiment.
  • FIG. 15 is a control system configuration diagram of a fifth embodiment.
  • FIG. 16 is a flowchart showing the operation of the braking control ECU of the fifth embodiment.
  • FIG. 17 is a diagram showing a braking pattern at the time of idle product that the braking control ECU of the fifth embodiment has.
  • FIG. 18 is a diagram showing a braking pattern at the time of half product of the braking control ECU of the fifth embodiment.
  • FIG. 19 is a diagram showing a braking pattern at the time of fixed product possessed by the braking control ECU of the fifth embodiment.
  • FIG. 20 is a flowchart showing the operation of the braking control ECU of the sixth embodiment.
  • FIG. 21 is a flowchart showing the operation of the braking control ECU of the sixth embodiment.
  • FIG. 22 is a flowchart showing an operation procedure of a braking pattern at the time of idle product according to the seventh embodiment.
  • FIG. 23 is a view for explaining a braking pattern # 1 of the seventh embodiment.
  • FIG. 24 is a view for explaining a braking pattern # 2 of the seventh embodiment.
  • FIG. 25 is a view for explaining a braking pattern # 3 of the seventh embodiment.
  • FIG. 26 is a view for explaining a braking pattern # 4 of the seventh embodiment.
  • FIG. 1 is a control system configuration diagram of this embodiment.
  • FIG. 2 is a flowchart showing the operation of the braking control ECU (Electric Control Unit) of this embodiment.
  • FIG. 3 is a diagram showing a braking pattern at the time of the idle control that the braking control ECU of the present embodiment has.
  • FIG. 4 is a diagram showing a half-product braking pattern of the braking control ECU of this embodiment.
  • FIG. 5 is a diagram illustrating a braking pattern at the time of constant product possessed by the braking control ECU of the present embodiment.
  • FIG. 6 is a diagram showing a full-scale braking pattern possessed by the braking control ECU of the present embodiment.
  • the brake control ECU 4, gateway ECU 5, meter ECU 6, engine ECU 8, axle weight 9, EBS (Electric Breaking System) —ECUlCH3 ⁇ 4VehicleCAN (jl93 9) 7 are connected to each other.
  • the steering sensor 2, the correct sensor 3, and the vehicle speed sensor 13 are connected to the VehicleCAN (jl939) 7 via the gateway ECU 5, and these sensor information is taken into the control ECU 4.
  • the brake control is performed by the EBS-ECU 10 driving the brake actuator 11.
  • the brake instruction to the EBS-ECU 10 is performed by the brake operation and braking control ECU 4 at the driver's seat (not shown).
  • EBS—ECU10 also provides brake information including information on brake operation by the driver. Force is taken into the braking control ECU4.
  • the engine ECU 8 controls the fuel injection amount of the engine 12 and other engine controls.
  • the injection amount control instruction for the engine ECU 8 is performed by operating the accelerator in the driver's seat.
  • the alarm display and buzzer sound output by the braking control ECU 4 are displayed on the display section (not shown) of the driver's seat by the meter ECU 6. Since the control system related to steering other than the steering sensor 2 is not directly related to the present invention, the illustration is omitted.
  • a millimeter wave radar 1 for measuring the distance from a preceding vehicle or a falling object such as a falling object in the traveling direction of the host vehicle, a steering for detecting a steering angle.
  • Brake control is provided with a control ECU 4 that automatically performs braking control without any driving operation based on sensor outputs such as the sensor 2, the speed sensor 3 for detecting the speed, and the vehicle speed sensor 13 for detecting the vehicle speed.
  • the ECU 4 automatically detects when the TTC derived based on the relative distance and relative speed between the object and the vehicle obtained from the sensor outputs from the millimeter wave radar 1 and the vehicle speed sensor 13 falls below the set value.
  • This is an automatic braking control device provided with stepwise braking control means for performing stepwise braking control.
  • the stepwise braking control means includes braking control means for gradually increasing the braking force over three stages in time series.
  • braking control means for gradually increasing the braking force over three stages in time series.
  • the so-called sudden braking is not yet strong, and the stop lamp lights up to inform the following vehicle that this sudden braking is being performed.
  • the second stage marked “enlarged area braking” apply braking of about 0.3G to TTC 1.6 seconds force to 0.8 seconds.
  • marked “full-scale braking” apply the maximum braking (approx. 0.5G) from TTCO. 8 seconds to 0 seconds.
  • the braking control ECU 4 includes a braking pattern selection unit 40 that changes the braking pattern in accordance with the weight of the loaded cargo or the passenger. It is a sign.
  • the braking pattern storage unit 41 of the braking control ECU 4 stores in advance a plurality of control patterns for “empty product”, “half product”, and “constant product” and brakes.
  • the non-turn selection unit 40 can be realized by selecting a braking pattern that matches (or approximates) these braking pattern forces according to the weight.
  • the weight information of the loaded cargo and passengers is obtained by the axle weight meter 9 shown in FIG. 1, and is taken into the braking control ECU 4.
  • the stepwise braking control performed by the automatic braking control device of the present embodiment is such that the vehicle speed before starting the braking control is 60 kmZh or more, and a large steering wheel operation such as when changing lanes or driving sharply Therefore, since it is assumed that it is used in a state, the start of the stepwise braking control can be restricted in other traveling states.
  • the vehicle speed before the start of braking control is less than 60 kmZh, the vehicle has little kinetic energy, so even if it is applied to a conventional power passenger vehicle, such a simple sudden braking control is not a problem. Since the usefulness of carrying out gradual braking control is low, the activation of gradual braking control is limited. Furthermore, if the steering angle before the start of braking control is +30 degrees or more or 30 degrees or less, this means that the vehicle is changing lanes or driving in a sharp curve. Limit the activation of braking control. In this case, you can use the correct instead of the steering angle.
  • stepwise braking control is performed.
  • full-scale braking control shown in Fig. 3 (b) to Fig. 5 (b) is performed.
  • braking control equivalent to the conventional automatic braking control used in passenger cars can be applied. Note that when applying such automatic braking control equivalent to the conventional one, there is no need to determine whether or not the vehicle is changing lanes or driving sharply.
  • the operation of the automatic braking control device of this embodiment will be described with reference to the flowchart of FIG. Figure 2 will be explained using the braking pattern in the empty product (Fig. 3) as an example.
  • Fig. 4 or fixed volume (Fig. 5)
  • the procedure in the flowchart of Fig. 2 is also followed.
  • the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle are measured by the millimeter wave radar 1 and monitored.
  • the host vehicle speed is measured by the vehicle speed sensor 13 and monitored.
  • the weight of the loaded cargo and passengers is measured and monitored by the axle weight meter 9 (S1).
  • Braking control The braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3 to 5) based on the measurement result of the weight.
  • the following description is an example in which the braking pattern of FIG. 3 is selected.
  • TTC is calculated based on the inter-vehicle distance, the host vehicle speed, and the vehicle speed of the preceding vehicle (S2).
  • the calculation method is the distance between vehicles Z (the vehicle speed is the speed of the preceding vehicle)
  • the vehicle speed before the start of braking control is 60 kmZh or more (S3), the steering angle before starting braking control is +30 degrees or less and 30 degrees or more (S4), and TTC is shown in Fig. 3 (a) ( If it is in the area of 1) (S5), "alarm” braking control is executed using the auxiliary brake 14 (S8). If the TTC is in the area (2) shown in FIG. 3 (a) (S6), “enlarged area braking” control is executed (S9). If the TTC is in the region (3) shown in FIG. 3 (a) (S7), the “full-scale braking” control is executed (S10).
  • the short rate from the short rate sensor 3 can be used instead of the steering angle from the steering sensor 2.
  • the steering angle and the correct rate may be used in combination.
  • Figs. 3 to 5 will be described.
  • the straight lines c, f, and i in Figs. 3 to 5 are called steering avoidance limit straight lines.
  • Curves B, D, and F in Figs. 3 to 5 are called braking avoidance limit curves.
  • the steering avoidance limit straight line is a straight line indicating a limit at which a collision can be avoided by operating the steering wheel within a predetermined TTC in the relationship between one relative distance to the obstacle and one relative speed with the obstacle. It is.
  • the braking avoidance limit curve is a predetermined TTC or less in relation to one relative distance to the obstacle and one relative speed to the obstacle. It is a curve which shows the limit which can avoid a collision by braking operation inside.
  • the straight line c has TTC set to 0.8 seconds.
  • a straight line a when the TTC is 2.4 seconds is provided above the steering avoidance limit straight line c, and a straight line b when the TTC is 1.6 seconds is provided.
  • a curve A with a TTC set at 1.6 seconds is provided above the control avoidance limit curve B with a TTC set at 0.8 seconds.
  • the initial state of the vehicle has a relative distance and a relative speed with respect to the obstacle indicated by a black point G in FIG.
  • the alarm mode is entered (area (1)).
  • the alarm mode apply braking of about 0.1G from TTC 2. 4 seconds to 1.6 seconds. During this period, it is meaningful to turn on the stop lamp and inform the subsequent vehicle to brake.
  • the relative speed further decreases and reaches the position of the straight line b, it becomes the extended area braking mode (area (2)).
  • O In the extended area braking mode, braking of about 0.3G is applied from TTC 1.6 seconds to 0.8.
  • step S2 Take up to seconds. When it reaches the position of straight line c, it enters full braking mode (area (3)). In full-scale braking mode, apply maximum braking (approx. 0.5G) from TTCO. 8 seconds to 0 seconds. According to the calculation in step S2 in Fig. 2, a collision occurs at this time. However, in practice, the actual TTC is longer than the calculation result in step S2 because the vehicle speed is reduced by the control.
  • the preceding vehicle and the subject vehicle which are the target objects, are performing a constant acceleration motion by braking (deceleration), so the TTC calculation must also be calculated based on the uniform acceleration motion.
  • the TTC is calculated as if it were simply moving at a constant velocity.
  • precise distance measurement and complicated calculation processing can be omitted.
  • the calculated TTC value is smaller than the actual TTC value. There is no problem.
  • the notification mode is set (region (4)).
  • the driver is informed that the relative distance to the obstacle is shortening by an alarm display or buzzer sound.
  • the full braking mode area (5).
  • the maximum braking about 0.5G can be applied from T TCO.
  • Fig. 4 is an example when half-loading
  • Fig. 5 is an example when constant-loading.
  • the braking distance increases as the weight of loaded cargo and passengers increases.
  • the steering avoidance limit curve and the braking avoidance limit curve also move upward in the figure.
  • the areas of the regions (1), (2), (3), (4), and (5) increase according to the weight of the loaded cargo and passengers.
  • Lines a to c in FIG. 3 correspond to lines d to f in FIG. 4 and lines g to i in FIG. 5, and curves A and B in FIG. 3 are curves C and D in FIG. Correspond to curves E and F in Fig. 3, and black point G in Fig. 3 corresponds to black point H in Fig. 4 and black point I in Fig. 5.
  • FIG. 7 is a control system configuration diagram of this embodiment.
  • FIG. 8 is a diagram comparing two different braking patterns of this embodiment.
  • FIG. 9 is a diagram showing a second braking pattern when the braking control ECU of the present embodiment has an empty product.
  • the control system configuration of this embodiment shown in FIG. 7 is a configuration in which a braking pattern switching switch 14 is added to the control system configuration of the first embodiment shown in FIG. A description of the control system configuration diagram of this embodiment, which overlaps with the first embodiment, is omitted.
  • the brake control ECU 4, gateway ECU 5, meter ECU 6, engine ECU 8, axle weight meter 9, EBS (Electric Breaking System) —ECUlCH3 ⁇ 4VehicleCAN (jl93 9) 7 are connected to each other.
  • a braking pattern switching switch 14 is connected to the braking control ECU 4, and a plurality of braking patterns stored in the braking pattern storage unit 41 are connected. Force A braking no ⁇ turn switching instruction can be given to the braking pattern selection unit 40 so as to select a desired braking pattern.
  • the braking pattern storage unit 41 in the braking control ECU 4 stores the control patterns in "empty product", "half product", and "constant product” as described in the first example.
  • two different braking patterns for executing stepwise braking control are stored.
  • the braking pattern shown in FIGS. 3 to 6 of the first embodiment is a first braking pattern
  • the braking pattern shown in FIG. 9 is a second braking pattern.
  • the first braking pattern is superimposed on the second braking pattern with a broken line for comparison.
  • FIG. 9 is a second braking pattern corresponding to the first braking pattern selected at the time of the idle product shown in FIG.
  • a second braking pattern is also prepared for each of the first braking patterns in Fig. 4 (half product) or Fig. 5 (constant product), but for ease of explanation here, Fig. 3 Only the second braking pattern with respect to the first braking pattern (at the time of idle) will be described.
  • the first braking pattern shown in Figs. 4 and 5 shall be based on this description.
  • the braking pattern selection unit 40 of the ECU 4 selects whether the first or second braking pattern is shifted in response to an operation input from the braking pattern switching switch 14.
  • the integrated values of the first and second braking patterns are the same, and the braking force at the final stage in each braking pattern is different.
  • the braking G in the “full braking” is 0.5 G in the first braking pattern, but is 0.3 G in the second braking pattern. Since the integrated values in the first and second braking patterns are the same, the start timing of the “alarm” is inevitably earlier in the second braking pattern than in the first braking pattern (2.4 seconds ⁇ 3 seconds). In addition, for “extended area braking”, the start timing is 1.6 seconds in the first braking pattern and the braking G is 0.3 G, whereas the start timing is 2.5 seconds in the second braking pattern. And braking G is 0.2G. In addition, the start timing of “full-scale braking” is 0.8 seconds in the first braking pattern, but it is 1 second in the second braking pattern. It is.
  • the deceleration is slower in the second braking pattern than in the first braking pattern.
  • the driver can recognize the difference in the characteristics of the braking pattern and can select the braking pattern according to the type and weight of the passenger and the cargo. For example, when passengers include many elderly people and infants, or when the cargo is precision machinery or fine arts, a braking pattern that provides a relatively slow deceleration can be selected.
  • the vehicle can be kept highly stable by selecting a braking pattern in which the weight is small and relatively slow compared to the case and the vehicle is decelerated.
  • FIG. 10 is a block diagram of the control system of this embodiment.
  • FIG. 11 is a diagram comparing the first braking pattern and the third braking pattern.
  • FIG. 12 is a flowchart showing a braking pattern selection procedure in the braking control ECU 4 of this embodiment.
  • an auto-cruise ECU 18 is provided, and an inter-vehicle distance alarm unit 17 is provided in the auto-cruise ECU 18.
  • the auto-cruise function automatically maintains a set speed according to the driver's operation input until a brake operation or an accelerator operation is performed. It is a function.
  • the auto-cruise ECU 18 of the present embodiment includes an inter-vehicle distance alarm unit 17, which is configured to keep the inter-vehicle distance with the preceding vehicle below the set distance while the auto-cruise function is ON. When this happens, an alarm is issued to the driver to prompt the driver to cancel the auto cruise function, or the auto cruise function is automatically turned off.
  • the inter-vehicle distance alarm unit 17 can set the length of the inter-vehicle distance at which a warning is issued by the driver's operation using the auto-cruise function switching switch 16.
  • the braking control ECU 4 switches the braking pattern by this setting operation.
  • radar information of the millimeter wave radar 1 is input to the braking control ECU 4 and the auto cruise ECU 18, respectively.
  • the auto cruise function switch instruction from the auto cruise switch 16 is input to the braking control ECU 4 and the auto cruise ECU 18.
  • the inter-vehicle distance warning from the auto-cruise ECU 4 is displayed on the driver seat display section (not shown) via the meter ECU 6.
  • the braking control instead of performing the braking control at a stage other than the “full-scale braking” at the final stage in the staged braking control.
  • the third braking pattern is stored in the braking pattern storage unit 41.
  • the notification is performed at the timing just before “enlarged area braking” of the first braking pattern shown in FIG. 11 (a).
  • the “full-scale braking” in the third braking pattern starts from 0.6 seconds, which is smaller than the “full braking” in the first braking pattern.
  • the third braking pattern is a braking pattern based on the premise that the driver is alerted and the driver who has been alerted performs the driving operation of the vehicle by the driver himself / herself.
  • automatic braking control is an auxiliary means of driving operation by the driver himself.
  • the braking pattern selection unit 40 of the braking control ECU 4 monitors the auto cruise function switching instruction performed using the auto cruise function switching switch 16 (S21), and the auto cruise function is in the OFF state. In some cases (S22), the first braking pattern shown in FIG. 11 (a) is selected (S25). If the auto-cruise function is ON and the inter-vehicle distance setting is “near” (S23), this means that the driver is less dependent on the inter-vehicle distance alarm unit 17 as described above.
  • the psychological state is reflected and only the driver is notified at the stage of ⁇ alarm '' and ⁇ extended area braking '' in the first braking pattern.
  • Perform the third braking putter S26.
  • the auto-cruise function is ON and the inter-vehicle distance setting is ⁇ far '' (S23)
  • the driver's reliance on the inter-vehicle distance alarm unit 17 will be expressed, so the braking pattern
  • the psychological state of the selection is also reflected, and for example, the second braking pattern described in FIGS. 7 and 8 in the second embodiment is selected (S24).
  • the second braking pattern is a braking pattern in which automatic braking control is activated from an earlier stage where the TTC is longer than the first braking pattern, and is suitable for the psychological state.
  • FIG. 13 is a block diagram of the control system of this embodiment.
  • FIG. 14 is a flowchart showing a braking pattern selection procedure in the braking control ECU 4 of this embodiment. This example is an example in which the second and third examples are used in combination.
  • the braking pattern switching switch 14 used in the second embodiment is added to the control system configuration of the third embodiment. ing. Accordingly, as shown in FIG. 14, when the auto-cruise function is OFF, the braking pattern selected by the driver using the braking pattern switching switch 14 is selected (S35). Other operations are the same as those in the third embodiment.
  • the driver recognizes the difference in the characteristics of the braking pattern while selecting the braking pattern suitable for the driver's psychological state, as in the second example.
  • the braking pattern can be selected in advance according to the type and weight of passengers and cargo.
  • FIG. 15 is a control system configuration diagram of this embodiment.
  • FIG. 16 is a flowchart showing the operation of the braking control ECU of this embodiment.
  • FIG. 17 is a diagram showing a braking pattern at the time of the idle control that the braking control ECU of this embodiment has.
  • FIG. 18 is a diagram showing a braking pattern at the time of half product of the braking control ECU of this embodiment.
  • FIG. 19 is a diagram showing a braking pattern at the time of fixed volume possessed by the braking control ECU of this embodiment.
  • the control system configuration of this embodiment shown in FIG. 15 is a configuration in which an accelerator pedal sensor 19, a direction indicator switch sensor 20, and an accessory switch sensor 21 are added to the control system configuration of the first embodiment shown in FIG. It is. A description of the control system configuration diagram of this embodiment that overlaps with the first embodiment is omitted. [0089] As shown in FIG. 15, the accelerator pedal sensor 19, the direction indicator switch sensor 20, and the accessory switch sensor 21 are connected to the VehicleCAN (jl939) 7 via the gateway ECU 5, respectively. Is taken into the braking control ECU4.
  • the feature of this embodiment is that the steering sensor 2, the vehicle speed sensor 13, the accelerator pedal sensor 19, and the direction indicator switch sensor 20 as means for detecting the operation execution status of the driver with respect to the vehicle.
  • the braking control ECU 4 is to increase the set value of TTC.
  • the accessory switch sensor 21 does not detect the operation of the accessory switch by the driver, the driver can operate an accessory device such as an audio or car navigation system. Therefore, it can be predicted that the vehicle is operating normally because it focuses attention on driving.
  • the accelerator pedal sensor 19 detects the operation of the accelerator pedal by the driver within a predetermined time (for example, 10 minutes)
  • the driver can predict that he / she is driving normally without going to sleep.
  • the direction indicator switch sensor 20 detects the operation of the direction indicator switch by the driver within a predetermined time (for example, 10 minutes)
  • the driver performs normal driving to enter a drowsy driving state. You can predict that you are going.
  • the vehicle stop time is detected by the vehicle speed sensor 13 and the driver takes an appropriate break time without performing long continuous driving, it can be predicted that the driver is driving normally. .
  • the presence or absence of a brake instruction from the driver may be detected.
  • the logical sum of these detection results is taken, and when any of the detection results predicts the driver's normal driving, the driver satisfies the normal driving conditions. To do.
  • the normal operation detection unit 60 performs the satisfaction determination of the condition by the logical sum calculation of the prediction and the detection result as described above.
  • the vehicle speed before starting the braking control is 60 kmZh or more (S43), the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S44), and the normal driving conditions described above by the driver Is satisfied (S45), and if the TTC is in the region (1) shown in FIG. 17 (a) (S47), “alarm” braking control is executed (S50). If the TTC is in the region (2) shown in FIG. 17 (a) (S48), “enlarged region braking” control is executed (S51). If the TTC is in the region (3) shown in FIG. 17 (a) (S49), "full-scale braking” control is executed (S52).
  • the vehicle speed before starting the braking control is 60 kmZh or more (S43)
  • the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S44).
  • the regions (1) and (2) are enlarged as indicated by the alternate long and short dash line in FIG. 17 (b) (S46).
  • TTC2. 4 seconds straight line a and curve A are moved forward 0.5 seconds to TTC2.9 seconds.
  • straight line b and curve B which become TTC 1.6 seconds, are advanced 0.5 seconds to TTC 2.1 seconds.
  • the “full-scale braking” area in Fig. 17 (3) does not expand.
  • the range of the force applied for 0.5 seconds is between 0.2 seconds and 0.5 seconds, and the braking characteristics of the vehicle measured by test running or simulation. Is set in advance.
  • FIG. 20 is a flowchart showing the operation of the braking control ECU of this embodiment.
  • the control system configuration of this example is the same as that of the fifth example (Fig. 15).
  • the feature of the present embodiment is that, as in the fifth embodiment, the braking control ECU 4 uses the normal operation detecting unit 60 to determine whether or not the condition indicating the normality of the driving of the driver is satisfied. If this condition is satisfied, the number of steps in automatic braking control is reduced.
  • FIG. Fig. 20 the operation of the automatic braking control device of the present embodiment will be described with reference to the flowchart of FIG. Fig. 20 will be explained using the braking pattern at the time of empty product (Fig. 3) as an example.
  • Figure 2 As shown in 0, the distance between the preceding vehicle and the vehicle speed of the preceding vehicle are measured and monitored by the millimeter wave radar 1. In addition, the host vehicle speed is measured by the vehicle speed sensor 13 and monitored. Furthermore, the weight of the loaded cargo and passengers is measured and monitored by the axle weight 9 (S61). Braking Control The braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3 to 5) based on the measurement result of the weight. The following explanation is an example in which the braking pattern of FIG. 3 is selected.
  • the TTC is calculated from the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S62). The calculation method is as described above.
  • the vehicle speed before starting braking control is 60kmZh or more (S63)
  • the steering angle before starting braking control is +30 degrees or less and 30 degrees or more (S64)
  • the normal operation detection unit 60 is operated by the driver.
  • S65 When it is determined that the condition indicating normality of the vehicle is not satisfied (S65), if the TTC is in the area (1) shown in Fig. 3 ( & ) 66), "alarm" braking control is executed. (S69). If the TTC is in the area (2) shown in FIG.
  • the short rate from the short rate sensor 3 can be used.
  • the steering angle and the correct rate may be used in combination.
  • FIG. 21 is a flowchart showing the operation of the braking control ECU of this embodiment.
  • FIG. 22 is a flowchart showing the operation procedure of the braking pattern at the time of idle loading in this embodiment.
  • the feature of the present embodiment is that the braking control ECU4 sets the braking pattern according to the TTC. There is a place to change.
  • Figs. 23 to 26 are diagrams for explaining braking patterns # 1 to # 4 according to TTC, respectively, but the braking control ECU4 further reduces the number of steps in order to change the braking pattern.
  • the shape of the braking pattern applied when the number of steps is not reduced e.g., Fig. 3 is changed to a new braking pattern # 3 and # corresponding to the number of steps to be reduced, as shown in Fig. 25 and Fig. 26. Change to 4 shape.
  • braking patterns # 1 and # 2 shown in FIG. 23 and FIG. 24 only the braking pattern shape can be changed without reducing the number of steps.
  • braking pattern # 1 to # 4 corresponding to the braking patterns shown in FIG. 5 (constant product) are stored in advance in the braking pattern storage unit 41, and the braking pattern selection unit 40 By selecting a braking pattern that also adapts (or approximates) these braking pattern forces according to the value of the braking pattern, the braking pattern shown in Figs. 3, 4, and 5 is changed to the braking pattern # shown in Figs. It can be changed to 1 ⁇ # 4.
  • FIG. Fig. 21 shows an example of the braking pattern at the time of empty product (Fig. 3), but the procedure of the flowchart of Fig. 21 is also applied at the time of half product (Fig. 4) or constant product (Fig. 5).
  • the inter-vehicle distance from the preceding vehicle and the vehicle speed of the preceding vehicle are measured by the millimeter wave radar 1 and monitored.
  • the host vehicle speed is measured by the vehicle speed sensor 13 and monitored.
  • the weight of the loaded cargo and passengers are measured and monitored by the axle weight 9 (S81).
  • the braking pattern selection unit 40 of the ECU 4 selects in advance one of the braking patterns (FIGS. 3, 4, and 5) based on the measurement result of the weight.
  • the following explanation is an example in which the braking pattern of FIG. 3 is selected.
  • TTC is calculated based on the inter-vehicle distance, the own vehicle speed, and the vehicle speed of the preceding vehicle (S82). The calculation method is as described above. If the vehicle speed before the start of braking control is 60 kmZh or more (S83) and the steering angle before starting the braking control is +30 degrees or less and 30 degrees or more (S84), the TTC calculated in step S62 If the value force is greater than the threshold value # 1 (S85), the braking pattern # 1 shown in FIG. 23 is selected. The shape of braking pattern # 1 is shown in Fig. 3 (b). The shape of the brake pattern is the same. Therefore, threshold # 1 is 2.4 seconds in the example of Fig. 3 (b).
  • the braking pattern # 2 shown in Fig. 24 is selected.
  • the shape of the braking pattern # 2 is obtained by changing the shape of the braking pattern shown in FIG. 3 (b).
  • the shape of the control pattern before the change is shown by a broken line.
  • Threshold # 2 is set to around 1.6 seconds in the example of Fig. 3 (b). As a result, the change in braking pattern becomes gentler than when the number of steps is reduced, and the stability of the vehicle can be kept high.
  • braking pattern # 3 shown in FIG. 25 is selected.
  • the shape of the braking pattern # 3 is obtained by changing the shape of the braking pattern shown in FIG.
  • the shape of the control pattern before the change is shown by a broken line.
  • Threshold value # 3 is set to about 0.8 seconds in the example of Fig. 3 (b).
  • braking pattern # 4 shown in FIG. 26 is selected.
  • the shape of braking pattern # 4 is a modified version of the braking pattern shown in Fig. 3 (b).
  • the shape of the braking pattern before the change is indicated by a broken line. Compared to the shape of the braking pattern shown in Fig. 3 (b), only full-scale braking is available.
  • stepwise braking control is performed as much as possible according to the value of TTC, but sudden braking may be suddenly performed when the value of TTC is extremely small.
  • appropriate automatic braking control can be performed according to the value of TTC.
  • the "alarm” braking control is executed if the ditch is in the area (1) shown in FIG. 3 (&) (S101). (S104). If the TTC is in the region (2) shown in FIG. 3 (a) (S102), "enlarged region braking” control is executed (S105). If the TTC is in the area (3) shown in FIG. 3 ( & ) 103), the “full braking” control is executed (S106). The same applies to the braking patterns in Fig. 4 and Fig. 5.
  • automatic braking control in trucks and buses can be appropriately executed in accordance with changes in the weight of loaded cargo and passengers, or is executed in accordance with the driving conditions of the driver. Can contribute to road safety. In addition, even if the TTC is very short, appropriate braking control can be performed, so it is possible to deal with a wide range of unexpected situations.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne une commande de freinage progressive qui est réalisée automatiquement lorsque le temps avant collision (TTC) obtenu selon une distance relative et une vitesse relative entre un véhicule et un objet est inférieur à une valeur prédéterminée. Par exemple, une configuration de freinage est modifiée selon le poids d’un chargement et de passagers. En variante, un conducteur sélectionne une configuration de freinage de réduction de vitesse différente (rapide ou lente) selon le type ou le poids des passagers et du chargement. En outre, la psychologie du conducteur est acquise selon la distance d’alarme entre véhicules établie par le conducteur et une configuration de freinage optimale est sélectionnée selon celle-ci. En variante, un état de fonctionnement du véhicule par le conducteur est détecté et si le résultat de détection ne satisfait pas une condition prédéterminée, la valeur établie du temps avant collision (TTC) est augmentée. Par exemple, la condition prédéterminée indique l’état normal de la conduite par le conducteur. En variante, lorsque la condition qui indique la normalité de conduite par le conducteur est satisfaite, le nombre d’étapes est réduit. En outre, la commande de freinage est réalisée de façon adaptative selon le temps nécessaire avant la collision.
PCT/JP2006/315646 2005-08-24 2006-08-08 Dispositif de commande de freinage automatique WO2007023668A1 (fr)

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JP2011148426A (ja) * 2010-01-22 2011-08-04 Toyota Motor Corp ドライバ状態確認装置
JP2018016248A (ja) * 2016-07-29 2018-02-01 日産自動車株式会社 制動制御方法及び制動制御装置
CN108189835A (zh) * 2017-12-28 2018-06-22 清华大学苏州汽车研究院（吴江） 一种自动驾驶的避撞控制方法及系统
CN109131277A (zh) * 2018-07-13 2019-01-04 金龙联合汽车工业（苏州）有限公司 一种自动紧急制动系统的人机协调控制系统
CN109910879A (zh) * 2019-04-03 2019-06-21 大连理工大学 一种结合安全距离与碰撞时间的车辆安全防撞控制方法
US11173835B2 (en) 2019-07-01 2021-11-16 International Business Machines Corporation Notifying passengers of imminent vehicle braking
US20220340106A1 (en) * 2019-08-09 2022-10-27 Toyota Jidosha Kabushiki Kaisha Drive assistance device

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RU2563432C1 (ru) 2011-08-31 2015-09-20 Медика Медицинтехник Гмбх Терапевтический тренажер для ходьбы
KR101360683B1 (ko) 2011-12-06 2014-02-10 현대자동차주식회사 차량의 상태정보 기반 긴급제동 제어 장치 및 그 방법
DE102014200686B4 (de) 2014-01-16 2022-11-10 Robert Bosch Gmbh Hydraulisches Bremssystem, Dämpfereinrichtung
DE102017200376B4 (de) 2017-01-11 2022-09-08 Audi Ag Verfahren zum Durchführen einer Notbremsung, Fahrerassistenzsystem für ein Kraftfahrzeug und Kraftfahrzeug

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CN108189835A (zh) * 2017-12-28 2018-06-22 清华大学苏州汽车研究院（吴江） 一种自动驾驶的避撞控制方法及系统
CN109131277A (zh) * 2018-07-13 2019-01-04 金龙联合汽车工业（苏州）有限公司 一种自动紧急制动系统的人机协调控制系统
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