JP6623422B2 - Braking force control device and braking force control method - Google Patents

Description

  The present invention relates to a braking force control device and a braking force control method.

  2. Description of the Related Art In recent years, in the automobile industry, development of a driving assistance device that assists a driver in driving to ensure occupant safety has been promoted. As a device of this type, a driving assistance device has been proposed which avoids collision between an own vehicle and an obstacle (for example, a preceding vehicle traveling ahead in the traveling direction of the own vehicle) by automatic brake control and reduces damage at the time of collision. (For example, see Patent Document 1). Such a driving assistance device is called an AEBS (Advanced Emergency Braking System) or the like.

  In the driving support device, a predicted collision time between the host vehicle and the obstacle is calculated using a radar sensor provided on the vehicle, and when the predicted collision time is shorter than a predetermined time, Driving support control such as an alarm or an automatic brake (alarm brake) is executed to notify the driver. This predetermined time is a limit time during which a collision can be avoided by the driver's normal brake operation and steering. In addition, when the driver does not perform the collision avoidance operation despite the execution of the driving support control or when an obstacle immediately before the vehicle is suddenly detected, the collision prediction time is set to a time shorter than the predetermined time described above. When the time becomes shorter than the set time, the automatic brake (emergency brake) control, which is stronger than the warning brake, is performed, which is the automatic brake control for avoiding the collision. This set time is a limit time during which collision with an obstacle can be avoided by emergency braking.

JP 2009-18721 A

  By the way, the above-mentioned driving assistance device is very effective in avoiding a collision and reducing damage at the time of a collision, but depending on circumstances, an alarm and braking by the driving assistance device may cause trouble for a driver. Or may disrupt traffic flow.

  An object of the present invention is to provide a braking force control device and a braking force control method that can reduce alarms and braking that cause a driver to feel troublesome or disturb traffic flow.

One aspect of the braking force control device of the present invention is:
Based on the distance information and relative velocity information between the host vehicle and the preceding vehicle, an alarm-braking control unit for executing control of the alarm and dynamic braking,
When the kick down switch is turned on, an alarm / brake suppressing unit that suppresses the control,
Equipped with,
When the turn signal is operated, the alarm / brake suppressing unit sets the alarm and the alarm brake as targets of suppression, and does not set the emergency brake as the target of suppression .

One aspect of the braking force control method of the present invention is:
Based on the distance information and relative velocity information between the host vehicle and the preceding vehicle, an alarm-braking control step of executing control of the alarm and dynamic braking,
When the kick down switch is turned on, an alarm / braking suppression step for suppressing the control,
Only including,
In the warning / braking suppression step, when the turn signal is operated, the warning and the warning brake are to be suppressed, and the emergency brake is not to be suppressed .

  ADVANTAGE OF THE INVENTION According to this invention, the braking force control apparatus and braking force control method which can reduce the alarm and braking which cause a driver to feel troublesome and disturb a traffic flow can be implement | achieved.

FIG. 1 is a diagram illustrating a configuration of a vehicle and a braking force control device according to the present embodiment. It is a flowchart which shows the warning and the suppression processing of braking in the braking force control apparatus in this Embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a functional block diagram showing a configuration of vehicle 100 in the present embodiment. In the present embodiment, vehicle 100 is, for example, a large vehicle such as a truck equipped with an in-line six-cylinder diesel engine. Although not shown in detail because it is a well-known configuration, the vehicle 100 includes, as components of a drive system that drives the vehicle 100, an engine, a clutch, a transmission (transmission), a propulsion shaft (propeller shaft), a differential device (differential gear), and a drive. It has a shaft (drive shaft) and wheels. The power of the engine is transmitted to the transmission via the clutch, and the power transmitted to the transmission is transmitted to the wheels via the propulsion shaft, the differential, and the drive shaft. Thereby, the power of the engine is transmitted to the wheels, and the vehicle 100 runs.

  As shown in FIG. 1, the vehicle 100 includes a forward vehicle detection unit 120, a speed detection unit 140, a braking force control device 160, an alarm unit 180, and a braking unit 200.

  The front vehicle detection unit 120 detects a front vehicle traveling ahead in the traveling direction of the host vehicle 100 using an electromagnetic wave such as a millimeter wave or a laser beam. Specifically, the front vehicle detection unit 120 transmits the electromagnetic wave while scanning the vehicle 100 in the left-right direction in front of the vehicle 100, and receives the reflected wave. Then, when the reflected vehicle cannot be received, the preceding vehicle detecting unit 120 determines that there is no preceding vehicle. On the other hand, when the reflected vehicle is able to receive the reflected wave, the preceding vehicle detecting unit 120 determines that the preceding vehicle is present, and the information (the scanning azimuth in the left-right direction) about each reflection point (each detection point) from which the reflected wave can be received. The angle, the transmission time, the reception time, the reflection intensity, etc.) are used to calculate the distance and the relative speed between the host vehicle 100 and the preceding vehicle. The front vehicle detection unit 120 outputs to the braking force control device 160 as a detection signal the presence / absence of a front vehicle and various information (distance information, relative speed information) calculated when the front vehicle exists. Note that the means for detecting the vehicle in front may be another means using a camera device for capturing an object in front of the vehicle 100, an inter-vehicle communication device, or the like.

  The speed detection unit 140 is, for example, a vehicle speed sensor mounted on the vehicle 100, and detects an actual speed (running speed) of the vehicle 100. Then, speed detecting section 140 outputs the detected actual speed to braking force control device 160. Note that the speed detection unit 140 may detect the actual speed of the vehicle 100 from the number of revolutions of the engine mounted on the vehicle 100 and the like.

  The braking force control device 160 automatically controls the braking amount of the vehicle 100 separately from a braking instruction by a brake pedal (not shown). In the braking force control device 160, an alarm control, an alarm brake control, and an emergency brake control are set as three types of braking control having different braking levels.

  The warning control is the control with the lowest braking level that is executed first when the braking force control device 160 determines that there is a possibility of collision with the vehicle ahead. The warning control alerts the driver to the vehicle in front by outputting a warning sound, displaying a meter, or the like, thereby prompting the driver to perform a collision avoidance operation including a brake operation (braking operation).

  The alarm brake control is a control that is executed when an appropriate collision avoidance operation (eg, steering or brake operation by the driver) is not performed by the driver with respect to the alarm control. In the alarm brake control, light automatic braking (braking) intervention is performed, and the automatic brake reminds the driver again.

  The emergency brake control is the control with the highest braking level that is executed when the driver has not yet performed an appropriate collision avoidance operation for the alarm brake control. In the emergency brake control, a strong automatic brake (braking) intervention is performed, and the collision between the host vehicle 100 and the preceding vehicle is avoided by the automatic brake.

  As shown in FIG. 1, the braking force control device 160 includes a collision margin time calculation unit 162, an alarm control unit 164, a target deceleration calculation unit 166, and a brake control unit 168.

  Based on the distance and relative speed between the host vehicle 100 and the front vehicle output from the front vehicle detection unit 120, the time to collision calculation unit 162 may be configured to execute a collision before the host vehicle 100 is likely to collide with the front vehicle. It is determined whether or not it is in the state. Specifically, the time to collision calculation unit 162 calculates a time to collision (TTC: Time To Collision) by dividing the distance between the host vehicle 100 and the preceding vehicle by the relative speed.

  When the value of the calculated time to collision is, for example, equal to or less than 3.0 [sec] and equal to or more than 1.8 [sec], the possibility of collision between the own vehicle 100 and the preceding vehicle may be different. Is higher than the first collision occurrence state (in other words, a state in which the execution of the alarm control is required), and the fact is notified to the alarm control unit 164. When the value of the time to collision collision calculation unit 162 is, for example, less than 1.8 [seconds] and equal to or more than 0.6 [seconds], the own vehicle 100 may collide with the preceding vehicle. Is in a second pre-collision state higher than the first pre-collision state (in other words, a state in which alarm brake control needs to be executed), and the alarm control unit 164 and the target deceleration calculation Notify section 166. If the value of the time to collision collision calculation unit 162 is less than, for example, 0.6 [sec], the possibility of the collision between the host vehicle 100 and the preceding vehicle is higher than that in the second pre-collision state. It is determined that the state is the third state before the occurrence of the high collision (in other words, the state in which the execution of the emergency brake control is necessary), and the fact is notified to the alarm control unit 164 and the target deceleration calculation unit 166.

  When the alarm control unit 164 receives a notification indicating that it is determined that the vehicle is in the first pre-collision state from the collision margin time calculation unit 162, the alarm control unit 164 outputs an alarm control signal to the alarm unit 180, and Then, an alarm (for example, a meter display or a speaker sound) for notifying the driver that the possibility of collision with the vehicle is in the state before the first collision occurs is generated. In addition, when receiving a notification indicating that it is determined that the vehicle is in the second pre-collision state from the collision margin time calculation unit 162, the alarm control unit 164 outputs a control signal to the alarm unit 180, and An alarm for notifying the driver that the possibility of collision with the vehicle is the second pre-collision state is generated. In addition, when receiving a notification that the third pre-collision state has been determined from the collision margin time calculation unit 162, the alarm control unit 164 outputs a control signal to the alarm unit 180, and communicates with the host vehicle 100. An alarm for notifying the driver that the possibility of collision with the vehicle is the third pre-collision state is generated. The driver may be informed that there is a high possibility that the vehicle 100 and the vehicle ahead collide with each other by causing a light emitting device such as a lamp to emit light instead of the meter display or the speaker sound.

  When the target deceleration calculating unit 166 receives a notification indicating that the current state is the second pre-collision occurrence state from the collision margin time calculating unit 162, the target deceleration calculating unit 166 needs to alert the driver of the collision avoidance operation. A target deceleration (hereinafter, “first target deceleration”) is output to the braking control unit 168. In addition, when the target deceleration calculation unit 166 receives a notification indicating that it is determined that the vehicle is in the third pre-collision state, from the collision margin time calculation unit 162, the target deceleration calculation unit 166 determines the target necessary for avoiding collision between the own vehicle 100 and the preceding vehicle. The deceleration (hereinafter, “second target deceleration”) is output to the braking control unit 168.

  The brake control unit 168 is, for example, a brake control device such as an EBS (Electronic Braking System). When the first target deceleration is output from the target deceleration calculation unit 166, the braking control unit 168 calculates the actual speed of the host vehicle 100 obtained by differentiating the actual speed output from the speed detection unit 140 by a predetermined time. The braking unit 200 is controlled so that the deceleration becomes the first target deceleration, and the first vehicle 100 generates a first braking force (alarm brake), for example, about an engine brake. Further, when the second target deceleration is output from the target deceleration calculation unit 166, the braking control unit 168 controls the braking unit 200 so that the actual deceleration of the host vehicle 100 becomes the second target deceleration. A second braking force (emergency braking) larger than the first braking force is generated for the vehicle 100.

  The braking unit 200 is, for example, a foot brake that applies a resistance to the wheels of the vehicle 100, and applies a braking force to the vehicle 100 under the control of the braking control unit 168. The braking unit 200 is not limited to a foot brake as long as it generates a braking force on the vehicle 100. For example, the braking unit 200 may be a retarder that applies a resistance to a propulsion shaft (a propeller shaft) or an auxiliary brake such as an exhaust brake that applies a load to an engine.

  In addition to this configuration, in the case of the present embodiment, the braking force control device 160 includes an alarm / braking suppression unit 300. The warning / braking suppressing unit 300 is controlled by the warning control unit 164 and the braking control unit 168 when the driver depresses the accelerator pedal deeply and receives a kickdown operation signal indicating that the kickdown switch is turned on. Suppress.

  Suppressing the control by the alarm control unit 164 and the brake control unit 168 means canceling the alarm, the alarm brake, and the emergency brake, and suppressing the shift from the alarm to the alarm brake (the control level is not increased = Mode). The content of the suppression can be selected by setting in advance. For example, when the winker is operated, the alarm and the alarm brake may be set to be suppressed (released and suppressed), and the emergency brake may not be set to be suppressed.

  Here, the case where the accelerator pedal is depressed deeply by the driver and the kick down switch is turned on is the case where the driver intentionally accelerates the own vehicle. Generally, in such a case, the distance between the host vehicle and the preceding vehicle is reduced, and the relative speed is also increased, so that the alarm control by the alarm control unit 164 and the braking control by the brake control unit 168 are likely to occur. However, such acceleration is intentionally performed by the driver, and in such a case, if an alarm is output or automatic braking is performed, the driver may feel troublesome or may not be able to control the traffic flow. It can be a cause of disturbing. In the present embodiment, the alarm / brake suppressing unit 300 is provided, and when the kick-down switch is turned on, the control by the alarm control unit 164 and the brake control unit 168 is suppressed. Can be avoided.

  Next, an example of a warning and braking suppression process in the present embodiment will be described with reference to FIG.

  When the AEBS is turned on in step S10, the alarm control by the alarm control unit 164 and the braking control by the brake control unit 168 are performed in step S11. In step S12, the warning / braking suppression unit 300 determines whether or not the kick down switch has been turned on. If it is determined that the kick down switch has not been turned on, the process returns to step S10. Thus, in the state where the AEBS is on, the alarm control and the braking control are continued until the kick down switch is turned on.

  On the other hand, if it is determined in step S12 that the kick-down switch has been turned on, the warning / braking suppression unit 300 proceeds to step S13 to suppress the warning control and the braking control. Next, the warning / braking suppressing unit 300 returns to step S12 and determines again whether the kick down switch is turned on. Therefore, the warning / braking suppression unit 300 continues to suppress the warning control and the braking control while the kickdown switch is on.

  As described above in detail, according to the present embodiment, the alarm / brake control units 164 and 168 that control the alarm and the brake based on the distance information and the relative speed information between the host vehicle and the preceding vehicle, When the kick-down switch is turned on, the alarm / brake suppression unit 300 that suppresses the alarm / brake control by the alarm / brake control units 164 and 168 is provided, so that the driver feels troublesome and reduces traffic flow. It is possible to reduce alarms and braking that cause disturbance.

  In the above-described embodiment, the case where both the warning and the automatic braking (braking) are suppressed when the kick down switch is turned on is described. However, only one of the warning and the automatic braking (braking) is performed. May be suppressed.

  Each of the above-described embodiments is merely an example of an embodiment for carrying out the present invention, and the technical scope of the present invention should not be interpreted in a limited manner. That is, the present invention can be implemented in various forms without departing from the gist or the main features thereof.

  Each function of the braking force control device 160 described in the above embodiment can be realized by a computer program. Specifically, a CPU (Central Processing Unit) of a computer copies a program stored in a storage device to a RAM (Random Access Memory), and sequentially reads and executes instructions included in the program from the RAM. The respective functions described above are realized.

  The present invention can provide a braking force control device and a braking force control method for controlling warning and braking based on a distance and a relative speed between a host vehicle and a preceding vehicle.

REFERENCE SIGNS LIST 100 vehicle 120 forward vehicle detection unit 140 speed detection unit 160 braking force control unit 162 collision allowance time calculation unit 164 alarm control unit 166 target deceleration calculation unit 168 brake control unit 180 alarm unit 200 braking unit 300 alarm / brake suppression unit

Claims (2)

Based on the distance information and relative velocity information between the host vehicle and the preceding vehicle, an alarm-braking control unit for executing control of the alarm and dynamic braking,
When the kick down switch is turned on, an alarm / brake suppressing unit that suppresses the control,
Equipped with,
The alarm / brake suppressing unit, when the blinker is operated, the alarm and the alarm brake are to be suppressed, and the emergency brake is not to be suppressed.
Braking force control device. Based on the distance information and relative velocity information between the host vehicle and the preceding vehicle, an alarm-braking control step of executing control of the alarm and dynamic braking,
When the kick down switch is turned on, an alarm / braking suppression step for suppressing the control,
Only including,
In the warning / braking suppression step, when a blinker is operated, a warning and a warning brake are to be suppressed, and an emergency brake is not to be suppressed.
Braking force control method.

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