WO2013140584A1 - ブレーキ制御装置 - Google Patents
ブレーキ制御装置 Download PDFInfo
- Publication number
- WO2013140584A1 WO2013140584A1 PCT/JP2012/057380 JP2012057380W WO2013140584A1 WO 2013140584 A1 WO2013140584 A1 WO 2013140584A1 JP 2012057380 W JP2012057380 W JP 2012057380W WO 2013140584 A1 WO2013140584 A1 WO 2013140584A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- deceleration
- brake
- rate
- vehicle
- increase
- Prior art date
Links
Images
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
- 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
- B60T2201/022—Collision avoidance systems
-
- 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
- B60T2201/03—Brake assistants
-
- 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
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
- B60T8/3275—Systems with a braking assistant function, i.e. automatic full braking initiation in dependence of brake pedal velocity
Definitions
- the present invention relates to a technical field of a brake control device that executes brake assist control for assisting a brake operation by a driver.
- a brake control device for example, a brake control device that executes pre-crash brake assist control, which is an example of a pre-crash safety system, has been developed (see, for example, Patent Document 1 and Patent Document 2).
- a brake control device predicts the risk of a collision with an obstacle (for example, a preceding vehicle) existing in front of a vehicle on which the brake control device is mounted.
- the brake control device executes pre-crash brake assist control that assists the driver's brake operation in order to prevent the collision.
- Patent Document 1 discloses a brake control device that increases the rising speed of the braking force as the possibility of contact with an object existing ahead in the traveling direction of the vehicle increases. According to the brake control device disclosed in Patent Literature 1, since it is possible to quickly start the braking force when it is difficult to avoid contact between the vehicle and the object, contact between the vehicle and the object is effectively avoided. .
- Patent Document 2 discloses a brake control device that sets a gain when the brake fluid pressure is decreased smaller than a gain when the brake fluid pressure (brake fluid pressure) is increased. According to the brake control device disclosed in Patent Document 2, the change in brake fluid pressure at the time of brake return becomes gentler than the change of brake fluid pressure at the time of brake depression. The speed of the vehicle immediately before stopping is suitably adjusted.
- the adjustment is made according to the possibility of contact between the vehicle and the object, in the case where the braking force startup speed (that is, the deceleration of the vehicle increases). Only the rate of increase in deceleration). That is, in the technique disclosed in Patent Document 1, the braking force falling speed is determined according to the possibility of contact between the vehicle and the object (that is, the deceleration reduction rate when the vehicle deceleration decreases). Is not adjusted. For this reason, in some cases, the brake assist control that realizes sufficient deceleration is not executed, and as a result, a technical problem that appropriate deceleration is not realized occurs.
- An object of the present invention is to provide a brake control device capable of realizing an appropriate deceleration.
- a first brake control device performs a brake assist control for assisting a brake operation by a driver of the vehicle when an obstacle exists in front of the vehicle.
- a control unit that calculates a contact probability that the vehicle contacts the obstacle, and changes a reduction rate of the vehicle deceleration caused by the brake assist control based on the contact possibility; Changing means.
- the calculation means calculates the contact possibility that the vehicle (for example, a vehicle on which the brake control device is mounted, typically the host vehicle) contacts an obstacle. calculate.
- the calculating means calculates the contact probability that the vehicle contacts the obstacle based on the relative speed between the vehicle and the obstacle, the relative distance between the vehicle and the obstacle, and the like.
- the calculating means when the relative speed between the vehicle and the obstacle is relatively large (specifically, the speed at which the vehicle approaches the obstacle is relatively large), the calculating means The relative speed between the vehicle and the obstacle is relatively small (specifically, the speed at which the vehicle approaches the obstacle is relatively small). It is also possible to calculate the possibility of contact indicating that it is large.
- the calculating means may compare the vehicle with the relatively long distance between the vehicle and the obstacle. You may calculate the contact possibility which shows that the possibility of contacting an obstacle is relatively large.
- the changing means changes the vehicle deceleration change rate (particularly, the reduction rate) caused by the brake assist control based on the contact possibility calculated by the calculating means.
- deceleration means acceleration acting in the direction of decreasing the vehicle speed (that is, the direction opposite to the traveling direction of the vehicle).
- the direction of decreasing the vehicle speed is defined as the positive direction of deceleration.
- the “change rate of deceleration” is a broad meaning indicating the degree or rate of the temporal change in deceleration. Therefore, the “decrease rate of deceleration” indicates the rate of decrease in deceleration that decreases with the passage of time.
- the direction in which the deceleration decreases is defined as the positive direction of the deceleration reduction rate.
- the deceleration of the vehicle due to the brake assist control typically decreases in the return direction (for example, the direction in which the driver returns the brake pedal and weakens the braking force (braking force)).
- the changing means performs the brake assist control when the driver is performing a brake operation toward the return direction (that is, when the brake assist control is executed so that the deceleration of the vehicle decreases with time). It is preferable to change the reduction rate of the vehicle deceleration caused.
- the vehicle deceleration May decrease.
- the deceleration of the vehicle decreases with the lapse of time regardless of the brake operation by the driver (in other words, regardless of the increase or decrease of the driver requested acceleration described later). In this case, it is preferable to change the deceleration rate of the vehicle deceleration caused by the brake assist control.
- the reduction rate of the deceleration of the vehicle due to the brake assist control is changed based on the possibility of contact. For this reason, the brake assist control which implement
- the brake assist control is executed so that the braking force (particularly, the braking force applied to the vehicle by the brake assist control decreases with time). It is conceivable to change the rate of decrease in the braking force applied to the vehicle when the vehicle is on.
- the smaller the braking force the smaller the deceleration (that is, the larger the braking force, the greater the deceleration).
- the changing means may reduce the braking force reduction rate in order to reduce the deceleration reduction rate. That is, the changing unit can reduce the deceleration reduction rate by reducing the braking force relatively gently (for example, reducing the brake fluid pressure relatively slowly).
- the changing means may increase the braking force reduction rate in order to increase the deceleration reduction rate. In other words, the changing unit can increase the deceleration reduction rate by decreasing the braking force relatively rapidly (for example, decreasing the brake fluid pressure relatively rapidly).
- the first brake control device may also adopt various modes.
- the changing means is configured to execute the brake assist control so that the deceleration decreases with the passage of time based on the contact possibility. The reduction rate of the deceleration is changed.
- the deceleration of the vehicle decreases with the lapse of time regardless of the brake operation by the driver (in other words, regardless of the increase or decrease of the driver requested acceleration described later). In this case, it is preferable to change the deceleration rate of the vehicle deceleration caused by the brake assist control.
- the changing means changes the deceleration reduction rate so that the deceleration reduction rate decreases as the contact possibility increases.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the contact possibility is executed.
- the contact possibility when the contact possibility is relatively large, the reduction rate of the deceleration is relatively small. Therefore, when the contact possibility is relatively large, the deceleration of the vehicle is gradually decreased. In other words, when the contact possibility is relatively high, the deceleration of the vehicle is difficult to decrease. That is, when the contact possibility is relatively high, the vehicle speed of the vehicle is likely to decrease. Therefore, when the contact possibility is relatively large, the vehicle can stop at a relatively early timing as compared with the case where the contact possibility is relatively small. Or, when the possibility of contact is relatively large, the possibility of contact between the vehicle and the obstacle is reduced or zero at a relatively early timing compared to the case where the possibility of contact is relatively small. can do. Therefore, the contact between the vehicle and the obstacle when the contact possibility is relatively large is suitably or reliably prevented or suppressed.
- the contact possibility when the contact possibility is relatively small, the reduction rate of the deceleration becomes relatively large. Therefore, when the possibility of contact is relatively small, the deceleration of the vehicle decreases rapidly. That is, when the contact possibility is relatively small, the deceleration caused by the brake assist control becomes zero at a relatively early timing. In other words, when the contact possibility is relatively small, the assist resulting from the brake assist control is released at a relatively early timing. That is, when the contact possibility is relatively small, the timing at which the brake assist control ends is relatively earlier than when the contact possibility is relatively large. Therefore, the brake assist control is rarely or not performed excessively even when the contact possibility is relatively small. For this reason, the responsiveness of the driver with respect to the brake operation is improved.
- the changing means executes the brake assist control based on the contact possibility so that the deceleration of the vehicle increases with time.
- the rate of increase of the deceleration of the vehicle when the contact possibility is greater than or equal to a predetermined threshold (i) when the contact possibility is greater than or equal to a predetermined threshold. (Ii) If the contact possibility is not equal to or higher than the predetermined threshold, the deceleration increase rate is fixed.
- the changing means can change the rate of increase in vehicle deceleration in addition to the rate of decrease in vehicle deceleration.
- the “increase rate of deceleration” indicates the rate of increase in deceleration that increases with the passage of time.
- the direction in which the deceleration increases is defined as the positive direction of the deceleration increase rate.
- the deceleration of the vehicle due to the brake assist control typically increases in the direction in which the driver depresses (for example, the direction in which the driver depresses the brake pedal and increases the braking force (braking force)). This is a case where the brake operation is being performed. Therefore, the changing means performs the brake assist control when the driver is performing a brake operation toward the stepping direction (that is, when the brake assist control is executed so that the deceleration of the vehicle increases with time). It is preferable to change the rate of increase of the vehicle deceleration caused. However, even if the driver is not braking in the direction of depression due to the influence of the master cylinder etc. (for example, when the brake operation by the driver is kept constant), the vehicle deceleration May increase.
- the deceleration of the vehicle increases with time.
- the brake assist control is executed so that the braking force (particularly, the braking force applied to the vehicle by the brake assist control decreases with time). It is conceivable to change the rate of increase of the braking force applied to the vehicle when the vehicle is running.
- the smaller the braking force the smaller the deceleration (that is, the larger the braking force, the greater the deceleration).
- the changing means may reduce the increase rate of the braking force in order to reduce the increase rate of the deceleration. That is, the changing unit can reduce the rate of increase in deceleration by increasing the braking force relatively slowly (for example, increasing the brake fluid pressure relatively slowly).
- the changing means may increase the braking force increase rate in order to increase the deceleration increase rate.
- the changing unit can increase the deceleration increase rate by increasing the braking force relatively abruptly (for example, increasing the brake fluid pressure relatively abruptly).
- the changing means changes the rate of increase in deceleration so that the rate of increase in deceleration increases as the rate of contact increases as the contact possibility becomes greater than or equal to a predetermined threshold.
- the changing means fixes the rate of increase in deceleration when the contact possibility does not exceed a predetermined threshold. For this reason, the brake assist control which implement
- the contact possibility When the contact possibility is equal to or higher than a predetermined threshold and is relatively large, the rate of increase in deceleration is relatively large. Therefore, when the contact possibility is equal to or higher than the predetermined threshold and is relatively large, the deceleration of the vehicle increases rapidly. That is, when the contact possibility is equal to or higher than the predetermined threshold and is relatively large, the vehicle speed of the vehicle is likely to decrease. Therefore, when the contact possibility is equal to or higher than the predetermined threshold and is relatively large, the vehicle must stop at a relatively early timing as compared with the case where the contact possibility is equal to or higher than the predetermined threshold and is relatively small. Can do.
- the vehicle and the obstacle are detected at a relatively earlier timing than when the possibility of contact is equal to or greater than the predetermined threshold and is relatively small. Can be reduced to zero or zero. Therefore, the contact between the vehicle and the obstacle when the contact possibility is equal to or higher than the predetermined threshold and is relatively large is suitably or reliably prevented or suppressed.
- the rate of increase in deceleration is relatively small. Accordingly, when the contact possibility is equal to or higher than the predetermined threshold and is relatively small, the deceleration of the vehicle increases gradually. That is, when the contact possibility is equal to or higher than the predetermined threshold and is relatively small, the vehicle speed of the vehicle does not decrease so rapidly. Therefore, the brake assist control is rarely or not performed excessively until the contact possibility becomes equal to or higher than the predetermined threshold and is relatively small. For this reason, the responsiveness of the driver with respect to the brake operation is improved.
- the changing means may change the rate of increase of the deceleration so that the rate of increase of the deceleration increases as the possibility of contact increases, instead of changing the rate of increase of the deceleration in the above-described manner. Good.
- the changing means executes the brake assist control such that the greater the possibility of contact, the more (i) the deceleration decreases with time. (Ii) the second deceleration that is the deceleration when the brake assist control is being executed so that the deceleration increases with time. At least one of the decrease rate of the first deceleration and the increase rate of the second deceleration is changed so that the absolute value of the difference with the increase rate of the deceleration is increased.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the contact possibility is executed.
- the reduction rate of the first deceleration is changed so that the reduction rate of the first deceleration decreases as the contact possibility increases, and the increase rate of the second deceleration increases as the contact possibility increases.
- the increase rate of 2 deceleration is changed, the absolute value of the difference between the decrease rate of the 1st deceleration and the increase rate of the 2nd deceleration becomes large, so that contact possibility becomes large. Therefore, the increase rate of the first deceleration and the second deceleration are increased so that the absolute value of the difference between the decrease rate of the first deceleration and the increase rate of the second deceleration increases as the contact possibility increases.
- the calculation means calculates an estimated collision time until the vehicle collides with the obstacle as the contact possibility.
- the changing means can change the deceleration rate of the vehicle deceleration based on the expected collision time that may indicate the possibility of contact. Typically, the possibility of contact increases as the predicted collision time decreases.
- the changing means controls the brake assist control so that the deceleration decreases with the passage of time based on the estimated collision time. The rate of reduction of the deceleration when is executed is changed.
- the changing means reduces the deceleration so that the deceleration reduction rate decreases as the estimated collision time decreases. Change the rate.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the estimated collision time that is an example of the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- the changing means controls the brake assist control so that the deceleration increases with time based on the estimated collision time. Is changed, the changing means (i) when the expected collision time is equal to or greater than a predetermined threshold, the changing means The rate of increase of the deceleration is changed so that the rate of increase is increased, and (ii) when the expected collision time is not equal to or greater than a predetermined threshold, the rate of increase of the deceleration is fixed.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the estimated collision time that is an example of the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed.
- the contact possibility is equal to or greater than the predetermined threshold and is relatively large, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the contact possibility is equal to or greater than the predetermined threshold and relative
- the brake assist control is rarely or not performed excessively even when it is small.
- the brake assist control is rarely or not performed excessively until the contact possibility is not equal to or higher than the predetermined threshold.
- the changing unit is configured such that (i) the deceleration decreases as time elapses as the estimated collision time decreases.
- a reduction rate of the first deceleration which is the deceleration when the brake assist control is being executed, and (ii) the brake assist control when the brake assist control is being executed so that the deceleration increases with time.
- At least one of the decrease rate of the first deceleration and the increase rate of the second deceleration is changed so that the absolute value of the difference between the increase rate of the second deceleration that is the deceleration is increased.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the estimated collision time that is an example of the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- a second brake control device is a brake control device that executes brake assist control for assisting a brake operation by a driver of the vehicle when an obstacle is present in front of the vehicle. Calculating means for calculating the possibility of contact with the obstacle; and as the contact possibility increases, the brake assist control is executed such that (i) the deceleration of the vehicle decreases with time. (Ii) a second deceleration that is the deceleration when the brake assist control is being executed so that the deceleration increases with time. And changing means for changing at least one of the decrease rate of the first deceleration and the increase rate of the second deceleration so that the absolute value of the difference between the speed increase rate and the speed increase rate increases.
- the calculating means calculates the possibility of contact of the vehicle with the obstacle.
- the calculation means provided in the second brake control device may be the same as the calculation means provided in the first brake control device.
- the changing means changes at least one (preferably both) of the decrease rate of the first deceleration and the increase rate of the second deceleration.
- the first deceleration means a deceleration when the brake assist control is being executed so that the deceleration decreases with time. Such first deceleration is typically executed when the driver is performing a braking operation toward the return direction (that is, the brake assist control is performed so that the deceleration of the vehicle decreases with time). If).
- the second deceleration means a deceleration when the brake assist control is being executed so that the deceleration increases with the passage of time.
- Such second deceleration is typically executed when the driver is performing a brake operation toward the stepping direction (that is, the brake assist control is performed so that the deceleration of the vehicle increases with time). If).
- the technical meaning of other terms is the same as that of the first brake control device.
- the changing means is configured so that the absolute value of the difference between the decrease rate of the first deceleration and the increase rate of the second deceleration increases as the contact possibility increases. At least one (preferably both) of the deceleration decreasing rate and the second deceleration increasing rate is changed.
- the changing means increases the absolute value of the difference between the absolute value of the decrease rate of the first deceleration and the absolute value of the increase rate of the second deceleration as the possibility of contact increases. At least one (preferably both) of the decrease rate of the first deceleration and the increase rate of the second deceleration is changed so as to increase the value.
- the reduction rate of the first deceleration is changed so that the reduction rate of the first deceleration decreases as the contact possibility increases, and the contact possibility increases.
- the increase rate of the second deceleration is changed so that the increase rate of the second deceleration increases as the value increases, the decrease rate of the first deceleration and the increase rate of the second deceleration increase as the contact possibility increases.
- the absolute value of the difference between and becomes larger. Therefore, the increase rate of the first deceleration and the second deceleration are increased so that the absolute value of the difference between the decrease rate of the first deceleration and the increase rate of the second deceleration increases as the contact possibility increases.
- the various effects that the above-described first brake control device enjoys can be enjoyed in the second brake control device as well. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- the reduction rate of the deceleration of the vehicle due to the brake assist control is changed based on the possibility of contact. For this reason, the brake assist control which implement
- the second brake control apparatus may also adopt various aspects.
- the changing means sets the decrease rate of the first deceleration so that the decrease rate of the first deceleration decreases as the contact possibility increases. change.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- the changing means increases the rate of increase of the second deceleration so that the rate of increase of the second deceleration increases as the contact possibility increases. change.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- the calculation means calculates an estimated collision time until the vehicle collides with the obstacle as the contact possibility.
- the changing means changes at least one (preferably both) of the decrease rate of the first deceleration and the increase rate of the second deceleration based on the expected collision time that can indicate the possibility of contact. be able to.
- the changing means is configured to reduce the first deceleration reduction rate as the predicted collision time decreases. Change the deceleration reduction rate.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the estimated collision time that is an example of the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- the changing means is configured to increase the second deceleration so that the increase rate of the second deceleration increases as the arrival time decreases.
- the brake assist control that realizes an appropriate deceleration suitably corresponding to the estimated collision time that is an example of the contact possibility is executed. Therefore, the various effects described above are favorably enjoyed. That is, when the contact possibility is relatively high, the contact between the vehicle and the obstacle is suitably or reliably prevented or suppressed, while the brake assist control is excessively performed until the contact possibility is relatively small. Little or no has been done.
- FIG. 1 is a block diagram showing an example of the configuration of the vehicle 1 of the present embodiment.
- the vehicle 1 includes a millimeter wave radar 12, a vehicle speed sensor 18, a brake pedal 22, an ECU (Electronic Control Unit) 100, a left front wheel FL, a right front wheel FR, and a left rear wheel RL.
- ECU Electronic Control Unit
- the ECU 100 includes a collision determination ECU block 110 and a brake assist ECU block 120 as a physical processing circuit or a logical processing block.
- the collision determination ECU block 110 determines the possibility that the vehicle 1 and an obstacle existing in front of the vehicle 1 collide (in other words, the vehicle 1 and the obstacle exist in the same place after a predetermined time elapses). .
- the presence of an obstacle is detected by the millimeter wave radar 12.
- the collision determination ECU block 110 determines a collision time calculation unit 111, a driver operation amount calculation unit 112, and a PCBA (Pre Crash Brake Assist: pre-crash brake assist) determination. Part 113.
- the collision determination ECU block 110 constitutes a specific example of “calculation means”.
- the collision time calculation unit 111 calculates an estimated collision time TTC that is a time required for the vehicle 1 to collide with an obstacle.
- the collision time calculation unit 111 calculates the estimated collision time TTC based on at least one of the vehicle speed V1, the relative speed V2 between the vehicle 1 and the obstacle, and the relative distance D between the vehicle 1 and the obstacle. May be calculated.
- the vehicle speed V1 of the vehicle 1 is detected by a vehicle speed sensor 18. Further, the relative speed V2 between the vehicle 1 and the obstacle and the relative distance D between the vehicle 1 and the obstacle are detected by the millimeter wave radar 12.
- the driver operation amount detection unit 112 detects the operation amount B of the brake pedal 22 by the driver of the vehicle 1.
- the PCBA determination unit 113 determines whether to execute the pre-crash brake assist control based on the predicted collision time TTC calculated by the collision time calculation unit 111 and the operation amount B of the brake pedal 22 detected by the driver operation amount calculation unit 112. Determine.
- the pre-crash brake assist control is control for assisting the driver to operate the brake pedal 22. That is, the pre-crash brake assist control is a control for adjusting the braking force by adding an auxiliary braking force to the braking force realized by the operation of the brake pedal 22 by the driver.
- the brake assist ECU block 120 calculates an assist amount Greq indicating an auxiliary brake force to be added by the pre-crash assist control when the PCBA determination unit 113 determines that the pre-crash assist control is executed.
- the brake assist ECU block 120 includes an assist amount calculation unit 121 and an assist control unit 122.
- the brake assist ECU block 120 constitutes a specific example of “change means”.
- the assist amount calculation unit 121 applies the brake to be applied by the pre-crash assist brake control based on the predicted collision time TTC calculated by the collision time calculation unit 111 and the operation amount B of the brake pedal 22 detected by the driver operation amount detection unit 112.
- An assist amount Greq indicating the force directly or indirectly is calculated.
- the assist control unit 122 adds a braking force corresponding to the assist amount Greq calculated by the assist amount calculating unit 121 to the braking force realized by the operation of the brake pedal 22 by the driver. Specifically, the assist control unit 122 controls each of the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR so that a braking force according to the assist amount Greq is applied. As a result, the brake force of the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR is caused by the operation of the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR, each of which has a brake fluid pressurizing function. The brake force is adjusted (for example, increased or decreased) according to the assist amount Greq.
- FIG. 1 shows an example in which the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR corresponding to the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR are arranged to assist the braking force.
- FIG. 1 shows an example in which a so-called ABS actuator is arranged for each wheel in order to assist the braking force.
- the vehicle 1 uses a single pressurizing pump having a pressurizing function as a brake fluid flow path in addition to or instead of the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR. You may have.
- FIG. 2 is a flowchart showing an overall flow of an operation (particularly, an operation related to pre-crash brake assist control) performed by the vehicle 1 of the present embodiment.
- the collision time calculation unit 111 monitors the detection result of the millimeter wave radar 12 to determine whether there is an obstacle ahead of the vehicle 1 (in other words, the traveling direction of the vehicle). Determine (step S1).
- an obstacle for example, another vehicle traveling in front of the vehicle 1, a falling object falling in front of the vehicle 1, an artificial object existing in front of the vehicle, or in front of the vehicle An example is an existing person.
- step S1 when it is determined that there is no obstacle ahead of the vehicle 1 (step S1: No), the collision time calculation unit 111 determines whether there is an obstacle ahead of the vehicle 1 or not. Continue the determination.
- step S1 if it is determined that there is an obstacle ahead of the vehicle 1 (step S1: Yes), the collision time calculation unit 111 determines that the vehicle 1 has collided with the obstacle.
- the estimated collision time TTC which is the time required, is calculated (step S2).
- the “predicted collision time TCC” here is substantially the time required for the vehicle 1 to reach the place where the obstacle exists (in other words, the vehicle 1 and the obstacle exist in the same place. Time).
- the collision time calculation unit 111 detects the vehicle speed V1 of the vehicle 1 detected by the vehicle speed sensor 18, the relative speed V2 between the vehicle 1 and the obstacle detected by the millimeter wave radar 12, and the vehicle detected by the millimeter wave radar 12.
- the collision time TCC may be calculated using a mathematical formula.
- the driver operation amount detection unit 112 detects the operation amount B of the brake pedal 22 by the driver of the vehicle 1 (step S3).
- the driver operation amount detection unit 112 may detect the depression amount of the brake pedal 22 as the operation amount B of the brake pedal 22.
- the driver operation amount detection unit 112 may detect the depression pressure of the brake pedal 22 as the operation amount B of the brake pedal 22.
- the driver operation amount detection unit 112 may detect the depression speed of the brake pedal 22 as the operation amount B of the brake pedal 22.
- the driver operation amount detection unit 112 may detect some parameter related to depression of the brake pedal 22 as the operation amount B of the brake pedal 22.
- the PCBA determination unit 113 determines whether or not to execute the pre-crash brake assist control (step S4). At this time, the PCBA determination unit 113 is based on at least one of the predicted collision time TTC calculated by the collision time calculation unit 111 in step S2 and the operation amount B of the brake pedal 22 detected by the driver operation amount calculation unit 112 in step S3. Whether to execute the pre-crash brake assist control may be determined.
- the pre-crash brake assist control is preferably executed more actively as the possibility that the vehicle 1 and the obstacle collide (that is, the possibility of collision) is larger.
- the pre-crash brake assist control may not be executed aggressively as the possibility of collision is small.
- it is preferable that the pre-crash brake assist control is positively executed when the possibility of collision becomes equal to or higher than a predetermined threshold (for example, a dozen to 50% or more).
- the pre-crash brake assist control does not need to be actively executed when the possibility of collision does not exceed a predetermined threshold. From such a viewpoint, the PCBA determination unit 113 may determine whether or not to execute the pre-crash brake assist control.
- the PBCA determination unit 113 may determine to execute the pre-crash brake assist control when the estimated collision time TCC is equal to or longer than a predetermined time. On the other hand, the PBCA determination unit 113 may determine not to execute the pre-crash brake assist control when the estimated collision time TCC is not equal to or longer than a predetermined time.
- the PBCA determination unit 113 may determine to execute the pre-crash brake assist control when the operation amount B of the brake pedal 22 is not equal to or greater than a predetermined amount.
- the PBCA determination unit 113 may determine not to execute the pre-crash brake assist control when the operation amount B of the brake pedal 22 is equal to or greater than a predetermined amount.
- the vehicle speed V1 of the vehicle 1 is typically reduced by applying a braking force according to the operation amount B of the brake pedal 22.
- the collision time TCC also increases. That is, the collision time TCC can change every moment depending on the operation amount B of the brake pedal 22. Therefore, it is preferable that the PCBA determination unit 113 determines the possibility of collision by analyzing both the collision time TCC and the operation amount B of the brake pedal 22 in combination. As a result, it is preferable that the PCBA determination unit 113 determines to execute the pre-crash brake assist control when the possibility of collision is relatively high.
- step S4 If it is determined that the pre-crash brake assist control is not to be executed as a result of the determination in step S4 (step S4: No), the pre-crash brake assist control in steps S4 and S5 is not executed.
- step S4 if it is determined that the pre-crash brake assist control is to be executed as a result of the determination in step S4 (step S4: Yes), the pre-crash brake assist control in step S4 and step S5 is executed.
- the assist amount calculation unit 121 sets the estimated collision time TTC calculated by the collision time calculation unit 111 in step S2 and the operation amount B of the brake pedal 22 detected by the driver operation amount detection unit 112 in step S3. Based on this, an assist amount Greq that directly or indirectly indicates the braking force to be applied by the pre-crash assist brake control is calculated (step S5). Note that the specific operation flow of the assist amount Greq by the assist amount calculation unit 121 will be described in detail later (see FIGS. 3 to 5).
- the assist control unit 122 performs pre-crash assist brake control according to the assist amount Greq calculated by the assist amount calculation unit 121 in step S5 (step S6). Specifically, the assist control unit 122 adds a braking force corresponding to the assist amount Greq calculated by the assist amount calculation unit 121 in step S5 to a braking force realized by the operation of the brake pedal 22 by the driver. . More specifically, the assist control unit 122 controls each of the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR so that a braking force according to the assist amount Greq is applied.
- the brake force of the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR is caused by the operation of the actuator 23FL, the actuator 23FR, the actuator 23RL, and the actuator 23RR, each of which has a brake fluid pressurizing function. Only the braking force corresponding to the assist amount Greq is adjusted.
- FIG. 3 is a flowchart showing the flow of the operation for calculating the assist amount Greq by the assist amount calculation unit 121.
- the deceleration realized by the pre-crash brake assist control is used as an example of the assist amount Greq.
- the assist amount calculation unit 121 calculates a base assist amount Greq0 (step S51). At this time, the assist amount calculation unit 121 calculates the base assist amount Greq0 based on the collision avoidance request deceleration calculated from the predicted collision time TTC and the driver request deceleration calculated from the operation amount B of the brake pedal 22. May be. Specifically, the assist amount calculation unit 121 obtains a deceleration obtained by subtracting the driver requested deceleration calculated from the operation amount B of the brake pedal 22 from the collision avoidance requested deceleration calculated from the predicted collision time TTC. May be calculated as the base assist amount Greq0.
- the collision avoidance request deceleration is a deceleration of the vehicle 1 necessary for avoiding the vehicle 1 colliding with an obstacle (in other words, the vehicle 1 reaching a place where the obstacle exists).
- a collision avoidance required deceleration is, for example, a deceleration of the vehicle 1 necessary for making the vehicle speed V1 of the vehicle 1 or the relative speed V2 between the vehicle 1 and the obstacle zero within the collision prediction time TTC. is there.
- the collision avoidance request deceleration is typically the vehicle speed V1 of the vehicle 1 (or the relative speed V2 between the vehicle 1 and the obstacle) / the collision prediction time TTC.
- the collision avoidance request deceleration may be calculated using other methods.
- the driver-requested deceleration is a deceleration of the vehicle 1 that is generated when a braking force corresponding to the operation amount B of the brake pedal 22 is applied to the vehicle 1.
- FIG. 4 is a graph showing the relationship between the collision avoidance requested deceleration, the driver requested deceleration, and the base assist amount Greq0.
- the deceleration obtained by subtracting the driver requested deceleration from the collision avoidance requested deceleration becomes the base assist amount Greq0.
- the direction in which the vehicle speed V1 of the vehicle 1 is decreased is defined as the positive direction of deceleration. That is, in FIG. 4, when the deceleration which reduces the vehicle speed V1 of the vehicle 1 is acting on the vehicle 1, the said deceleration becomes a deceleration which has a positive value.
- FIG. 4 shows an example in which each of the collision avoidance requested deceleration, the driver requested deceleration, and the base assist amount Greq0 starts to decrease after initially increasing.
- This example corresponds to an operation of the brake pedal 22 (or a general operation of the brake pedal 22) performed by the driver in order to avoid a collision with an obstacle.
- the driver who has recognized the obstacle typically starts to depress the brake pedal 22.
- the operation amount B of the brake pedal 22 gradually increases.
- the deceleration realized by the operation amount B of the brake pedal 22 is also gradually increased.
- the driver who predicted avoiding the obstacle typically starts to return the brake pedal 22.
- the operation amount B of the brake pedal 22 gradually decreases.
- the deceleration realized by the operation amount B of the brake pedal 22 is also gradually reduced.
- the driver requested deceleration shown by the inverted V-shaped graph shown in FIG. 4 is obtained.
- the collision avoidance requested deceleration also changes in the same manner as the driver requested deceleration (that is, the manner shown in the inverted V-shaped graph shown in FIG. 4) so that the driver does not feel uncomfortable. It is preferable. Therefore, the assist amount Greq0 calculated based on the driver requested deceleration and the collision avoidance requested deceleration also changes in the manner shown by the inverted V-shaped graph shown in FIG.
- the mode of change of various decelerations shown in FIG. 4 is merely an example, and various decelerations may be changed in modes other than the mode shown in FIG. In particular, in practice, the various decelerations often change while repeatedly increasing and decreasing in accordance with the delicate operation of the brake pedal 22 by the driver.
- the assist amount calculation unit 121 decreases the increase rate ⁇ Gup of the assist amount Greq and the assist amount Greq in a region where the assist amount Greq (that is, deceleration) increases.
- the reduction rate ⁇ Gdw of the assist amount Greq in the region is adjusted as appropriate.
- FIG. 4 shows an example in which the driver requested deceleration increases when the driver depresses the brake pedal 22 and the driver requested deceleration decreases while the driver returns the brake pedal 22.
- the driver requested deceleration increases in a state where the driver does not depress the brake pedal 22 (for example, a state where the amount of operation of the brake pedal 22 by the driver is kept constant)
- the driver requested deceleration may decrease in a state where the driver does not return the brake pedal 22 (for example, a state where the operation amount of the brake pedal 22 by the driver is kept constant).
- the assist amount calculation unit 121 calculates the guarded assist amount Greq1 by performing upper and lower limit guard processing on the base assist amount Greq0 calculated in step S51 (step S52). Specifically, the assist amount calculation unit 121 does not exceed the upper limit value where the base assist amount Greq0 is determined or appropriately set, and the base assist amount Greq0 is determined or appropriately set. If it is not below the lower limit, the base assist amount Greq0 is handled as the guarded assist amount Greq1 as it is. On the other hand, when the base assist amount Greq0 exceeds a predetermined upper limit value or a preset upper limit value, the assist amount calculation unit 121 treats the upper limit value as the guarded assist amount Greq1. On the other hand, when the base assist amount Greq0 falls below a predetermined lower limit value or a preset lower limit value, the assist amount calculation unit 121 treats the lower limit value as the guarded assist amount Greq1.
- the assist amount calculation unit 121 sets an increase rate ⁇ Gup and a decrease rate ⁇ Gdw of the assist amount Greq (that is, deceleration) based on the collision time TTC (step S53).
- FIG. 5 is a graph showing a relationship between the increase rate ⁇ Gup and decrease rate ⁇ Gdw of the assist amount Greq and the predicted collision time TTC.
- the assist amount calculation unit 121 increases the assist amount Greq (that is, deceleration) as the collision prediction time TTC decreases in a region where the collision prediction time TCC is equal to or less than the predetermined time T (th).
- the increase rate ⁇ Gup of the assist amount Greq is set so that ⁇ Gup increases.
- the assist amount calculation unit 121 sets the increase rate ⁇ Gup of the assist amount Greq to a predetermined value K regardless of the predicted collision time TTC (in other words, For example, the increase rate ⁇ Gup of the assist amount Greq is set to be fixed to a predetermined value K).
- the assist amount calculation unit 121 increases the increase rate ⁇ Gup of the assist amount Greq (that is, deceleration) as the collision prediction time TTC decreases, regardless of the magnitude relationship between the collision prediction time TCC and the predetermined time T (th). As such, an increase rate ⁇ Gup of the assist amount Greq may be set.
- the assist amount calculation unit 121 sets the decrease rate ⁇ Gdw of the assist amount Greq so that the decrease rate ⁇ Gdw of the assist amount Greq decreases as the predicted collision time TTC decreases.
- the assist amount calculation unit 121 determines the absolute value of the difference between the increase rate ⁇ Gup of the assist amount Greq and the decrease rate ⁇ Gdw of the assist amount Greq as the collision prediction time TTC decreases. It can be said that the increase rate ⁇ Gup and the decrease rate ⁇ Gdw of the assist amount Greq are set so that
- the assist amount calculation unit 121 determines the provisional assist amount Greq2 based on the guarded assist amount Greq1 calculated in step S52 and the assist rate Greq increase rate ⁇ Gup and decrease rate ⁇ Gdw set in step S53. Is calculated (step S54).
- the assist amount calculation unit 121 uses the value obtained by increasing the guarded assist amount Greq1 at the increase rate ⁇ Gup set in step S53, as a provisional assist applied when the driver request deceleration increases.
- Greq2 + Greq1 + ⁇ Gup ⁇ t (where t corresponds to the time since the pre-crash brake assist control is executed, and substantially corresponds to the horizontal axis in FIG. 4).
- the driver requested deceleration increases when the driver is operating the brake pedal 22 in the depression direction (that is, the pre-crash brake assist control is performed in the relatively left region of the graph of FIG. 3). ).
- the assist amount calculation unit 121 determines the final assist amount Greq3 according to the current driver requested deceleration (or the operation direction of the brake pedal 22 by the driver) (step S55).
- the final assist amount Greq3 is handled as the assist amount Greq described above.
- the assist amount calculation unit 121 determines the provisional assist amount Greq2 + applied when the driver request deceleration increases as the final assist amount Greq3. .
- the assist amount calculation unit 121 sets the provisional assist amount Greq2 + applied when the driver requested deceleration increases as the final assist amount Greq3. decide.
- the assist amount calculation unit 121 is provisional applied when the driver required deceleration increases.
- the assist amount Greq2 + is determined as the final assist amount Greq3.
- the assist amount calculation unit 121 determines the provisional assist amount Greq2- applied when the driver request deceleration decreases as the final assist amount Greq3.
- the assist amount calculation unit 121 determines the provisional assist amount Greq2- applied when the driver requested deceleration decreases as the final assist amount Greq3. Determine as.
- the assist amount calculation unit 121 is a provisional that is applied when the driver requested deceleration decreases.
- the assist amount Greq2- is determined as the final assist amount Greq3.
- FIG. 6 is a graph showing a mode of change of the assist amount Greq when the predicted collision time TTC is relatively large and a mode of change of the assist amount Greq when the predicted collision time TTC is relatively small.
- the increase rate ⁇ Gup of the assist amount Greq is relatively large compared to the case where the collision prediction time TTC is relatively large.
- the assist amount Greq is equal to the pre-crash brake as compared with the case where the collision prediction time TTC is relatively large. It increases rapidly with the start of assist control. That is, the vehicle speed V1 of the vehicle 1 is likely to decrease. Therefore, when the collision prediction time TTC is relatively small, the vehicle 1 can stop at a relatively early timing as compared with the case where the collision prediction time TTC is relatively large.
- collision prediction time TTC when collision prediction time TTC is relatively small, compared with the case where collision prediction time TTC is relatively large, possibility that vehicle 1 and an obstacle will contact at a relatively early timing is small. Or zero. Therefore, since the collision time TCC is relatively small, the contact between the vehicle 1 and the obstacle when the contact possibility is relatively large is suitably or reliably prevented or suppressed.
- the reduction rate ⁇ Gdw of the assist amount Greq is relatively small as compared with the case where the predicted collision time TTC is relatively large.
- the assist amount Greq is relatively smaller than when the collision prediction time TTC is relatively large. It will gradually decrease. That is, the vehicle speed V1 of the vehicle 1 is likely to decrease. Therefore, when the collision prediction time TTC is relatively small, the vehicle 1 can stop at a relatively early timing as compared with the case where the collision prediction time TTC is relatively large.
- collision prediction time TTC when collision prediction time TTC is relatively small, compared with the case where collision prediction time TTC is relatively large, possibility that vehicle 1 and an obstacle will contact at a relatively early timing is small. Or zero. Therefore, since the collision time TCC is relatively small, the contact between the vehicle 1 and the obstacle when the contact possibility is relatively large is suitably or reliably prevented or suppressed.
- the increase rate ⁇ Gup of the assist amount Greq is relatively small as compared with the case where the collision prediction time TTC is relatively small.
- the assist amount Greq is equal to the pre-crash brake compared to the case where the collision prediction time TTC is relatively small. It gradually increases gradually with the start of assist control. That is, the vehicle speed V1 of the vehicle 1 does not decrease so rapidly. Accordingly, the pre-crash brake assist control is rarely or not performed excessively until the collision prediction time TTC is relatively large (that is, the possibility of contact is relatively small).
- the vehicle speed V1 of the vehicle 1 is controlled by the pre-crash brake assist control, contrary to the operation of the brake pedal 22 by the driver. Will be decelerated too much or not at all. For this reason, the response of the driver to the operation of the brake pedal 22 is improved.
- the reduction rate ⁇ Gdw of the assist amount Greq is relatively large compared to the case where the collision prediction time TTC is relatively small.
- the assist amount Greq decreases rapidly as compared with the case where the collision prediction time TTC is relatively small. I will do it. That is, when the collision prediction time TTC is relatively large, the assist amount Greq by the pre-crash brake assist control becomes zero at a relatively early timing as compared with the case where the collision prediction time TTC is relatively small. .
- the assist by the pre-crash brake assist control is released at a relatively early timing as compared with the case where the collision prediction time TTC is relatively small. That is, when the collision prediction time TTC is relatively large, the timing at which the pre-crash brake assist control ends is relatively earlier than when the collision prediction time TTC is relatively small. Therefore, the pre-crash brake assist control is rarely or not performed excessively until the collision prediction time TTC is relatively large (that is, the contact possibility is relatively small). In other words, when the predicted collision time TTC is relatively large (that is, when the possibility of contact is relatively small), the vehicle speed V1 of the vehicle 1 is controlled by the pre-crash brake assist control, contrary to the operation of the brake pedal 22 by the driver. Will be decelerated too much or not at all. For this reason, the response of the driver to the operation of the brake pedal 22 is improved.
- the pre-crash brake assist control that realizes an appropriate assist amount Greq (that is, deceleration) that suitably corresponds to the predicted collision time TTC is executed.
- the assist amount Greq is calculated based on the collision prediction time TTC.
- the assist amount Greq may be calculated based on any parameter that directly or indirectly indicates the possibility of collision.
- both the increase rate ⁇ Gup and the decrease rate ⁇ Gdw of the assist amount Greq are set.
- the increase rate ⁇ Gup of the assist amount Greq is set based on the predicted collision time TTC
- the decrease rate ⁇ Gdw of the assist amount Greq is not set (that is, the decrease rate ⁇ Gdw of the assist amount Greq is fixed). It may be configured.
- the assist amount Greq decrease rate ⁇ Gdw is set based on the collision prediction time TTC, while the assist amount Greq increase rate ⁇ Gup is not set (that is, the assist amount Greq increase rate ⁇ Gup is fixed). It may be configured.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
<1>
上記課題を解決するために、本発明の第1のブレーキ制御装置は、車両の前方に障害物が存在する場合に、前記車両のドライバによるブレーキ操作をアシストするためのブレーキアシスト制御を実行するブレーキ制御装置であって、前記車両が前記障害物に接触する接触可能性を算出する算出手段と、前記接触可能性に基づいて、前記ブレーキアシスト制御に起因した前記車両の減速度の減少率を変更する変更手段とを備える。
本発明の第1のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性に基づいて、前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度の減少率を変更する。
本発明の第1のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性が大きくなるほど前記減速度の減少率が小さくなるように、前記減速度の減少率を変更する。
本発明の第1のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性に基づいて、前記車両の減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記車両の減速度の増加率を変更し、前記変更手段は、(i)前記接触可能性が所定閾値以上である場合には、前記接触可能性が大きくなるほど前記減速度の増加率が大きくなるように、前記減速度の増加率を変更し、(ii)前記接触可能性が前記所定閾値以上でない場合には、前記減速度の増加率を固定する。
本発明の第1のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性が大きくなるほど、(i)前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更する。
本発明の第1のブレーキ制御装置の他の態様では、前記算出手段は、前記接触可能性として、前記車両が前記障害物に衝突するまでの衝突予想時間を算出する。
上述の如く衝突予想時間を算出する第1のブレーキ制御装置の他の態様では、前記変更手段は、前記衝突予想時間に基づいて、前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度の減少率を変更する。
上述の如く衝突予想時間を算出する第1のブレーキ制御装置の他の態様では、前記変更手段は、前記衝突予想時間が小さくなるほど前記減速度の減少率が小さくなるように、前記減速度の減少率を変更する。
上述の如く衝突予想時間を算出する第1のブレーキ制御装置の他の態様では、前記変更手段は、前記衝突予想時間に基づいて、前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度の増加率を変更し、前記変更手段は、(i)前記衝突予想時間が所定閾値以上である場合には、前記衝突予想時間が小さくなるほど前記減速度の増加率が大きくなるように、前記減速度の増加率を変更し、(ii)前記衝突予想時間が所定閾値以上でない場合には、前記減速度の増加率を固定する。
上述の如く衝突予想時間を算出する第1のブレーキ制御装置の他の態様では、前記変更手段は、前記衝突予想時間が小さくなるほど、(i)前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更する。
<11>
本発明の第2のブレーキ制御装置は、車両の前方に障害物が存在する場合に、前記車両のドライバによるブレーキ操作をアシストするためのブレーキアシスト制御を実行するブレーキ制御装置であって、前記車両が前記障害物に接触する接触可能性を算出する算出手段と、前記接触可能性が大きくなるほど、(i)前記車両の減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更する変更手段とを備える。
本発明の第2のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性が大きくなるほど前記第1減速度の減少率が小さくなるように、前記第1減速度の減少率を変更する。
本発明の第2のブレーキ制御装置の他の態様では、前記変更手段は、前記接触可能性が大きくなるほど前記第2減速度の増加率が大きくなるように、前記第2減速度の増加率を変更する。
本発明の第2のブレーキ制御装置の他の態様では、前記算出手段は、前記接触可能性として、前記車両が前記障害物に衝突するまでの衝突予想時間を算出する。
上述の如く衝突予想時間を算出する第2のブレーキ制御装置の他の態様では、前記変更手段は、前記衝突予想時間が小さくなるほど前記第1減速度の減少率が小さくなるように、前記第1減速度の減少率を変更する。
上述の如く衝突予想時間を算出する第2のブレーキ制御装置の他の態様では、前記変更手段は、前記到達時間が小さくなるほど前記第2減速度の増加率が大きくなるように、前記第2減速度の増加率を変更することを特徴とする請求項14に記載のブレーキ制御装置。
はじめに、図1を参照して、本実施形態の車両1の構成について説明する。図1は、本実施形態の車両1の構成の一例を示すブロック図である。
続いて、図2から図6を参照して、本実施形態の車両1が行う動作(特に、プリクラッシュブレーキアシスト制御に関する動作)について説明を進める。
はじめに、図2を参照しながら、本実施形態の車両1が行う動作(特に、プリクラッシュブレーキアシスト制御に関する動作)の全体の流れについて説明する。図2は、本実施形態の車両1が行う動作(特に、プリクラッシュブレーキアシスト制御に関する動作)の全体の流れを示すフローチャートである。
続いて、図3を参照しながら、アシスト量算出部121によるアシスト量Greqの算出動作の流れについて説明する。図3は、アシスト量算出部121によるアシスト量Greqの算出動作の流れを示すフローチャートである。尚、以下では、説明の簡略化ないしは明確化のために、プリクラッシュブレーキアシスト制御によって実現される減速度をアシスト量Greqの一例として用いる例について説明を進める。
続いて、図6を参照して、衝突予測時間TTCに応じたアシスト量Greqの変化の態様を交えながら、本実施形態の車両によって実現される効果について説明する。図6は、衝突予測時間TTCが相対的に大きい場合のアシスト量Greqの変化の態様及び衝突予測時間TTCが相対的に小さい場合のアシスト量Greqの変化の態様を示すグラフである。
12 ミリ波レーダ
18 車速センサ
22 ブレーキペダル
23FL、23FR、23RL、23RR アクチュエータ
100 ECU
110 衝突判断ECUブロック
111 衝突時間算出部
112 ドライバ操作量検出部
113 衝突判定部
120 ブレーキアシストECUブロック
121 アシスト量算出部
122 アシスト制御部
TTC 衝突予測時間
Greq アシスト量
ΔGup 増加率
ΔGdw 減少率
Claims (16)
- 車両の前方に障害物が存在する場合に、前記車両のドライバによるブレーキ操作をアシストするためのブレーキアシスト制御を実行するブレーキ制御装置であって、
前記車両が前記障害物に接触する接触可能性を算出する算出手段と、
前記接触可能性に基づいて、前記ブレーキアシスト制御に起因した前記車両の減速度の減少率を変更する変更手段と
を備えることを特徴とするブレーキ制御装置。 - 前記変更手段は、前記接触可能性に基づいて、前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度の減少率を変更することを特徴とする請求項1に記載のブレーキ制御装置。
- 前記変更手段は、前記接触可能性が大きくなるほど前記減速度の減少率が小さくなるように、前記減速度の減少率を変更することを特徴とする請求項1に記載のブレーキ制御装置。
- 前記変更手段は、前記接触可能性に基づいて、前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度の増加率を変更し、
前記変更手段は、(i)前記接触可能性が所定閾値以上である場合には、前記接触可能性が大きくなるほど前記減速度の増加率が大きくなるように、前記減速度の増加率を変更し、(ii)前記接触可能性が前記所定閾値以上でない場合には、前記減速度の増加率を固定することを特徴とする請求項1に記載のブレーキ制御装置。 - 前記変更手段は、前記接触可能性が大きくなるほど、(i)前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更することを特徴とする請求項1に記載のブレーキ制御装置。
- 前記算出手段は、前記接触可能性として、前記車両が前記障害物に衝突するまでの衝突予想時間を算出することを特徴とする請求項1に記載のブレーキ制御装置。
- 前記変更手段は、前記衝突予想時間に基づいて、前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度の減少率を変更することを特徴とする請求項6に記載のブレーキ制御装置。
- 前記変更手段は、前記衝突予想時間が小さくなるほど前記減速度の減少率が小さくなるように、前記減速度の減少率を変更することを特徴とする請求項6に記載のブレーキ制御装置。
- 前記変更手段は、前記衝突予想時間に基づいて、前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度の増加率を変更し、
前記変更手段は、(i)前記衝突予想時間が所定閾値以上である場合には、前記衝突予想時間が小さくなるほど前記減速度の増加率が大きくなるように、前記減速度の増加率を変更し、(ii)前記衝突予想時間が所定閾値以上でない場合には、前記減速度の増加率を固定することを特徴とする請求項6に記載のブレーキ制御装置。 - 前記変更手段は、前記衝突予想時間が小さくなるほど、(i)前記減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更することを特徴とする請求項6に記載のブレーキ制御装置。
- 車両の前方に障害物が存在する場合に、前記車両のドライバによるブレーキ操作をアシストするためのブレーキアシスト制御を実行するブレーキ制御装置であって、
前記車両が前記障害物に接触する接触可能性を算出する算出手段と、
前記接触可能性が大きくなるほど、(i)前記車両の減速度が時間の経過と共に減少するように前記ブレーキアシスト制御が実行されている時の前記減速度である第1減速度の減少率と(ii)前記減速度が時間の経過と共に増加するように前記ブレーキアシスト制御が実行されている時の前記減速度である第2減速度の増加率との間の差分の絶対値が大きくなるように、前記第1減速度の減少率及び前記第2減速度の増加率の少なくとも一方を変更する変更手段と
を備えることを特徴とするブレーキ制御装置。 - 前記変更手段は、前記接触可能性が大きくなるほど前記第1減速度の減少率が小さくなるように、前記第1減速度の減少率を変更することを特徴とする請求項11に記載のブレーキ制御装置。
- 前記変更手段は、前記接触可能性が大きくなるほど前記第2減速度の増加率が大きくなるように、前記第2減速度の増加率を変更することを特徴とする請求項11に記載のブレーキ制御装置。
- 前記算出手段は、前記接触可能性として、前記車両が前記障害物に到達するまでの到達時間を算出することを特徴とする請求項11に記載のブレーキ制御装置。
- 前記変更手段は、前記到達時間が小さくなるほど前記第1減速度の減少率が小さくなるように、前記第1減速度の減少率を変更することを特徴とする請求項14に記載のブレーキ制御装置。
- 前記変更手段は、前記到達時間が小さくなるほど前記第2減速度の増加率が大きくなるように、前記第2減速度の増加率を変更することを特徴とする請求項14に記載のブレーキ制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2012/057380 WO2013140584A1 (ja) | 2012-03-22 | 2012-03-22 | ブレーキ制御装置 |
CN201280071556.9A CN104203667B (zh) | 2012-03-22 | 2012-03-22 | 制动控制装置 |
DE112012006077.6T DE112012006077B4 (de) | 2012-03-22 | 2012-03-22 | Bremssteuervorrichtung |
JP2014505911A JP5754544B2 (ja) | 2012-03-22 | 2012-03-22 | ブレーキ制御装置 |
US14/374,436 US9428160B2 (en) | 2012-03-22 | 2012-03-22 | Brake control apparatus |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
PCT/JP2012/057380 WO2013140584A1 (ja) | 2012-03-22 | 2012-03-22 | ブレーキ制御装置 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013140584A1 true WO2013140584A1 (ja) | 2013-09-26 |
Family
ID=49222078
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2012/057380 WO2013140584A1 (ja) | 2012-03-22 | 2012-03-22 | ブレーキ制御装置 |
Country Status (5)
Country | Link |
---|---|
US (1) | US9428160B2 (ja) |
JP (1) | JP5754544B2 (ja) |
CN (1) | CN104203667B (ja) |
DE (1) | DE112012006077B4 (ja) |
WO (1) | WO2013140584A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114559907A (zh) * | 2020-11-27 | 2022-05-31 | 丰田自动车株式会社 | 制动力控制装置 |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5857593B2 (ja) * | 2011-09-29 | 2016-02-10 | トヨタ自動車株式会社 | 車両の制動制御装置 |
CN107250621B (zh) * | 2015-02-12 | 2019-04-26 | 本田技研工业株式会社 | 自动变速器的变速控制装置 |
JP2017087926A (ja) * | 2015-11-09 | 2017-05-25 | トヨタ自動車株式会社 | 車両用衝突検出装置 |
JP6387949B2 (ja) * | 2015-12-11 | 2018-09-12 | 株式会社アドヴィックス | 車両のブレーキ制御装置 |
CN110505837B (zh) * | 2017-04-14 | 2023-01-17 | 索尼公司 | 信息处理设备、信息处理方法和记录介质 |
US10683002B2 (en) | 2017-06-27 | 2020-06-16 | Toyota Motor Engineering & Manufacturing North America, Inc. | Efficient acceleration from surrounding vehicles |
EP3569460B1 (en) | 2018-04-11 | 2024-03-20 | Hyundai Motor Company | Apparatus and method for controlling driving in vehicle |
US11597403B2 (en) | 2018-04-11 | 2023-03-07 | Hyundai Motor Company | Apparatus for displaying driving state of vehicle, system including the same and method thereof |
US11351989B2 (en) | 2018-04-11 | 2022-06-07 | Hyundai Motor Company | Vehicle driving controller, system including the same, and method thereof |
EP3552913B1 (en) | 2018-04-11 | 2021-08-18 | Hyundai Motor Company | Apparatus and method for controlling to enable autonomous system in vehicle |
US10843710B2 (en) | 2018-04-11 | 2020-11-24 | Hyundai Motor Company | Apparatus and method for providing notification of control authority transition in vehicle |
US11548509B2 (en) | 2018-04-11 | 2023-01-10 | Hyundai Motor Company | Apparatus and method for controlling lane change in vehicle |
EP3552902A1 (en) | 2018-04-11 | 2019-10-16 | Hyundai Motor Company | Apparatus and method for providing a driving path to a vehicle |
US11334067B2 (en) | 2018-04-11 | 2022-05-17 | Hyundai Motor Company | Apparatus and method for providing safety strategy in vehicle |
CN110371117B (zh) * | 2019-06-28 | 2020-10-16 | 重庆长安汽车股份有限公司 | 一种车辆制动减速度确定方法、装置及汽车 |
GB2591434B (en) | 2019-10-29 | 2022-04-20 | Prevayl Innovations Ltd | Wearable article, textile article and method |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2000118368A (ja) * | 1998-10-13 | 2000-04-25 | Honda Motor Co Ltd | 車両の制動制御装置 |
JP2000142281A (ja) * | 1998-11-04 | 2000-05-23 | Honda Motor Co Ltd | 車両の走行安全装置 |
JP2002512148A (ja) * | 1998-04-18 | 2002-04-23 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 制動距離の短縮方法 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3438401B2 (ja) | 1995-04-28 | 2003-08-18 | トヨタ自動車株式会社 | 車両用制動圧制御装置 |
JP3695351B2 (ja) * | 2001-05-14 | 2005-09-14 | トヨタ自動車株式会社 | 乗員保護装置の起動装置 |
EP1495932B1 (en) * | 2003-07-07 | 2007-08-29 | Nissan Motor Company, Limited | Lane departure prevention apparatus |
JP4169022B2 (ja) * | 2005-08-05 | 2008-10-22 | 日産自動車株式会社 | 車両用運転操作補助装置および車両用運転操作補助装置を備える車両 |
JP4684954B2 (ja) * | 2005-08-31 | 2011-05-18 | 本田技研工業株式会社 | 車両の走行安全装置 |
JP2009120116A (ja) * | 2007-11-16 | 2009-06-04 | Hitachi Ltd | 車両衝突回避支援装置 |
JP2010030396A (ja) | 2008-07-28 | 2010-02-12 | Denso Corp | 車両用安全制御装置 |
-
2012
- 2012-03-22 DE DE112012006077.6T patent/DE112012006077B4/de active Active
- 2012-03-22 JP JP2014505911A patent/JP5754544B2/ja active Active
- 2012-03-22 CN CN201280071556.9A patent/CN104203667B/zh active Active
- 2012-03-22 US US14/374,436 patent/US9428160B2/en active Active
- 2012-03-22 WO PCT/JP2012/057380 patent/WO2013140584A1/ja active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002512148A (ja) * | 1998-04-18 | 2002-04-23 | コンティネンタル・テーベス・アクチエンゲゼルシヤフト・ウント・コンパニー・オッフェネ・ハンデルスゲゼルシヤフト | 制動距離の短縮方法 |
JP2000118368A (ja) * | 1998-10-13 | 2000-04-25 | Honda Motor Co Ltd | 車両の制動制御装置 |
JP2000142281A (ja) * | 1998-11-04 | 2000-05-23 | Honda Motor Co Ltd | 車両の走行安全装置 |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114559907A (zh) * | 2020-11-27 | 2022-05-31 | 丰田自动车株式会社 | 制动力控制装置 |
JP2022085178A (ja) * | 2020-11-27 | 2022-06-08 | トヨタ自動車株式会社 | 制動力制御装置 |
JP7388342B2 (ja) | 2020-11-27 | 2023-11-29 | トヨタ自動車株式会社 | 制動力制御装置 |
CN114559907B (zh) * | 2020-11-27 | 2024-05-24 | 丰田自动车株式会社 | 制动力控制装置 |
Also Published As
Publication number | Publication date |
---|---|
DE112012006077B4 (de) | 2022-02-10 |
CN104203667B (zh) | 2017-03-01 |
US9428160B2 (en) | 2016-08-30 |
DE112012006077T5 (de) | 2014-12-04 |
JP5754544B2 (ja) | 2015-07-29 |
CN104203667A (zh) | 2014-12-10 |
JPWO2013140584A1 (ja) | 2015-08-03 |
US20140336896A1 (en) | 2014-11-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5754544B2 (ja) | ブレーキ制御装置 | |
JP6670901B2 (ja) | 車両の運転補助を行うための方法及び装置 | |
JP3642308B2 (ja) | 車両用制動制御装置 | |
JP5330521B2 (ja) | 衝突の場合における車両ブレーキ装置の調節方法 | |
JP4412356B2 (ja) | 車両用衝突緩和装置 | |
EP1889765A1 (en) | Collision prediction and mitigation method for a vehicle | |
US20110040467A1 (en) | Adaptive cruise control system | |
JP2003175809A (ja) | 車両用制動制御装置 | |
JP2009018721A (ja) | 衝突緩和装置 | |
JP2012192862A (ja) | 車両制御装置 | |
US20170259793A1 (en) | Collision avoidance device | |
JP4894637B2 (ja) | 車両用制動支援装置 | |
KR100847747B1 (ko) | 전방 차량과의 충돌 시 충돌 피해를 경감할 수 있는 자동제동 방법 | |
JP2003175810A (ja) | 車両用制動制御装置 | |
JP2012229722A (ja) | 車両制御装置 | |
JP7035995B2 (ja) | 運転支援装置 | |
JP5549472B2 (ja) | 車両制御装置 | |
CN110550003B (zh) | 驾驶辅助装置 | |
JP2000118368A (ja) | 車両の制動制御装置 | |
JP7388342B2 (ja) | 制動力制御装置 | |
JP2018184083A (ja) | 偏向制御装置 | |
JP3747989B2 (ja) | 車両の走行制御装置 | |
KR20090078977A (ko) | 차량의 전방 충돌 경고 및 예방 제어 방법 | |
US20070069578A1 (en) | Method for shortening a stopping distance | |
KR20150042416A (ko) | 승차감 향상을 위한 차량의 제동방법 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 12872187 Country of ref document: EP Kind code of ref document: A1 |
|
DPE1 | Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101) | ||
ENP | Entry into the national phase |
Ref document number: 2014505911 Country of ref document: JP Kind code of ref document: A |
|
WWE | Wipo information: entry into national phase |
Ref document number: 14374436 Country of ref document: US |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 112012006077 Country of ref document: DE Ref document number: 1120120060776 Country of ref document: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 12872187 Country of ref document: EP Kind code of ref document: A1 |