Automatic braking control device and automatic braking processing program

Abstract

The present invention provides an automated braking control device comprising: an acquisition unit that acquires travel direction information indicating the direction of travel of a vehicle, speed information on the vehicle, and location information based on a detection wave transmitted and received to detect an object in the direction of the travel; an area determination unit that determines, on the basis of the travel direction information and the speed information, an automated braking execution area to be set in at least one of an inside area and an outside area defined with respect to vehicle width lines extending in the travel direction in correspondence with the width of the vehicle; and an automated braking processing unit that determines whether or not to execute the automated braking in a case where an object is detected, the determination being made on the basis of location information relative to the automated braking execution area.

Description

[Technical Field]

[0001] An embodiment of the present invention relates to an automatic braking control device and an automatic braking processing program. [Background technology]

[0002] Conventionally, systems have been proposed that use cameras, radar, etc. to detect obstacles (objects) in the vehicle's direction of travel, and automatically perform emergency braking or collision avoidance operations if the detected obstacle is within an operating range that is determined to be within the vehicle's (own vehicle's) path. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-100064 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-164031 Summary of the Invention [Problem to be solved by the invention]

[0004] However, depending on the driving scene of the vehicle and the position of the obstacle (object) relative to the vehicle, emergency braking or contact avoidance operations may be excessively performed, which may interfere with the driver's desired driving.

[0005] Therefore, one of the objects of the embodiment is to provide an automatic braking control device and an automatic braking processing program that can execute more appropriate automatic braking control depending on the running state of the vehicle, the state of the object, etc. [Means for solving the problem]

[0006] The automatic braking control device of the embodiment is, for example, Indicates forward or backward movementan acquisition unit that acquires traveling direction information indicating a traveling direction, speed information regarding the vehicle, and position information of the object based on a plurality of detection waves transmitted and received to detect the object in the traveling direction; Readable preset information, Left and right vehicle width lines extending along the traveling direction corresponding to the width of the vehicle above or In order to provide a margin of distance in the vehicle width direction for the vehicle, A specified distance away from the outside in the vehicle width direction On the lines along the set left and right vehicle width lines, a test object is provided at a position corresponding to the stopping distance when braking is performed with a predetermined braking force determined in advance for each vehicle speed at the start of braking of the vehicle, for obtaining a detection error width of the detection wave. Dummy object When the vehicle is braked and stopped, the vehicle can be considered to be in a position where it does not come into contact with the vehicle. Position information of the dummy object detected by the plurality of detection waves are shown on the left and right of the vehicle width direction as point cloud Referring to the above, the vehicle width direction of the above point clouds on the left and right outermost edge formed using at least a portion of the plurality of points Boundary or innermost edge formed using multiple points Border and selects one of the pieces of information based on the traveling direction information and the speed information, and calculates the area between the selected left and right boundary lines in the vehicle width direction. an automatic braking execution region in which automatic braking of the vehicle is executed; as a region determining unit for determining the vehicle's When driving Around the vehicle On top When the object is detected, the position information of the object is included in the automatic braking execution area. If Automatic braking of execution If the above automatic braking is not performed, and an automatic braking processing unit that determines When the traveling direction information indicates reverse traveling of the vehicle and the speed information during reverse traveling is determined to indicate low-speed reverse traveling that is less than a second speed that is slower than a first speed that is preset as an execution condition for enabling the automatic braking during forward traveling, the area determination unit determines the automatic braking execution area using the innermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse traveling, and when the traveling direction information indicates reverse traveling of the vehicle and the speed information during the reverse traveling is determined to indicate high-speed reverse traveling that is less than the first speed and greater than or equal to the second speed, the area determination unit determines the automatic braking execution area using the outermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse traveling. According to this configuration, for example, depending on the running state of the vehicle, the state of the object, etc. When the vehicle is reversing, More appropriate automatic braking control can be performed.

[0007] Ma In addition, the region determining unit of the automatic braking control device of this embodiment may determine, for example, that the traveling direction information indicates forward traveling of the vehicle, During forward driving The speed information enables the automatic braking to be performed. Pre-set If it is determined that the speed is below the first speed, the speed setting for forward travel is It can be done The automatic braking execution area is determined using the boundary line on the outermost edge side or the boundary line on the innermost edge side. decision According to this configuration, for example, when the vehicle is traveling forward, Sometimes Leave ,Yo This allows for more appropriate automatic braking control.

[0008] The automatic braking execution region of the automatic braking control device of this embodiment is determined, for example, by trilateration using two of the multiple sensors that transmit and receive the detection wave and are provided at the front and rear ends of the vehicle. is shown by The boundary line on the outermost edge side and the boundary line on the innermost edge side may be set based on the point cloud of the vehicle. With this configuration, for example, it is possible to improve the accuracy of object detection and to execute more appropriate automatic braking control in accordance with the running state of the vehicle, the state of the object, etc.

[0009] In addition, the region determination unit of the automatic braking control device of this embodiment may determine the automatic braking execution region based on the speed information when the object is detected, and maintain the determined automatic braking execution region until the vehicle stops. With this configuration, for example, even if the vehicle speed decreases due to automatic braking control, the control determination state at the start of automatic control is maintained, so that it is possible to prevent the automatic braking execution region from being changed during control, and to prevent the braking state from changing.

[0010] Furthermore, the automatic braking execution region of the automatic braking control device of this embodiment is, for example, wider when the vehicle is traveling backward than when the vehicle is traveling forward. Automatic braking area According to this configuration, for example, when traveling backward, when it is more difficult to check the surrounding conditions than when traveling forward, braking control can be implemented with greater consideration given to safety.

[0011] The automatic braking processing program according to the embodiment of the present invention is, for example, Indicates forward or backward movement Travel direction information indicating a travel direction, speed information regarding the vehicle, and position information of the object based on a plurality of detection waves transmitted and received to detect the object in the travel direction. The acquisition department an acquisition step of acquiring; Readable preset information, Left and right vehicle width lines extending along the traveling direction corresponding to the width of the vehicle above or In order to provide a margin of distance in the vehicle width direction for the vehicle, A specified distance away from the outside in the vehicle width direction On the lines along the set left and right vehicle width lines, a test object is provided at a position corresponding to the stopping distance when braking is performed with a predetermined braking force determined in advance for each vehicle speed at the start of braking of the vehicle, for obtaining a detection error width of the detection wave. Dummy object When the vehicle is braked and stopped, the vehicle can be considered to be in a position where it does not come into contact with the vehicle. Position information of the dummy object detected by the plurality of detection waves are shown on the left and right of the vehicle width direction aspoint cloud Referring to the above, the vehicle width direction of the above point clouds on the left and right outermost edge formed using at least a portion of the plurality of points Boundary or innermost edge formed using multiple points Border and selects one of the pieces of information based on the traveling direction information and the speed information, and calculates the area between the selected left and right boundary lines in the vehicle width direction. an automatic braking execution region in which automatic braking of the vehicle is executed; The region determination part is A region determining step for determining the vehicle When driving Around the vehicle On top When the object is detected, the position information of the object is included in the automatic braking execution area. If Automatic braking of execution If the above automatic braking is not performed, of Automatic braking processing unit an automatic braking process step of determining the area determination step, when it is determined that the traveling direction information indicates reverse traveling of the vehicle and the speed information during the reverse traveling indicates low-speed reverse traveling that is less than a second speed that is slower than a first speed that is preset as an execution condition for enabling the automatic braking during forward traveling, determines the automatic braking execution area using the innermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse traveling; and, when it is determined that the traveling direction information indicates reverse traveling of the vehicle and the speed information during the reverse traveling indicates high-speed reverse traveling that is less than the first speed and greater than or equal to the second speed, determines the automatic braking execution area using the outermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse traveling. According to this configuration, for example, the automatic braking process is performed according to the running state of the vehicle, the state of the object, etc. When the vehicle is reversing, More appropriate automatic braking control can be performed. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is an exemplary schematic perspective view showing a state in which a part of a vehicle interior is seen through, the vehicle interior including an automatic braking control device according to an embodiment. [Figure 2] FIG. 2 is an exemplary schematic plan view of a vehicle equipped with an automatic braking control device according to an embodiment. [Figure 3] FIG. 3 is an exemplary schematic block diagram showing the functional configuration of a vehicle control system including an automatic braking control device according to this embodiment. [Figure 4] FIG. 4 is a block diagram illustrating an example and schematic configuration of an automatic braking control device (automatic braking control section) according to an embodiment. [Figure 5] FIG. 5 is an exemplary schematic explanatory diagram showing a detection error range and an automatic braking execution region used during forward traveling in the automatic braking control device according to the embodiment. [Figure 6] FIG. 6 is an exemplary schematic explanatory diagram showing a detection error range and an automatic braking execution region used when the vehicle is traveling backward at a low speed in the automatic braking control device according to the embodiment. [Figure 7]FIG. 7 is an exemplary schematic explanatory diagram showing the detection error range and the automatic braking execution region used when the vehicle is traveling backward at high speed in the automatic braking control device according to the embodiment. [Figure 8] FIG. 8 is a flowchart illustrating an example of the flow of the automatic braking control process by the automatic braking control device (automatic braking control unit) according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] Exemplary embodiments of the present invention are disclosed below. The configurations of the embodiments described below, as well as the actions, results, and advantages brought about by the configurations, are merely examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and it is possible to obtain at least one of the various advantages based on the basic configurations and derivative advantages.

[0014] FIG. 1 is an exemplary schematic perspective view showing a portion of a passenger compartment 2a of a vehicle 1 equipped with an automatic braking control device according to an embodiment. The vehicle equipped with the automatic braking control device according to this embodiment may be an automobile (internal combustion engine automobile) using an internal combustion engine (engine) as a drive source, an automobile (electric automobile, fuel cell automobile, etc.) using an electric motor (motor) as a drive source, or an automobile (hybrid automobile) using both of these as drive sources. The vehicle may also be equipped with various transmissions and various devices (systems, parts, etc.) required to drive the internal combustion engine or electric motor. The type, number, layout, etc. of devices related to the drive of the wheels of the vehicle may be variously set.

[0015] As illustrated in FIG. 1, a vehicle body 2 of a vehicle 1 forms a cabin 2a in which an occupant (not shown) rides. Inside the cabin 2a, a steering unit 4, an acceleration operation unit 5, a braking operation unit 6, a gear change operation unit 7, etc. are provided facing a driver's seat 2b as an occupant. The steering unit 4 is, for example, a steering wheel protruding from a dashboard 24. The acceleration operation unit 5 is, for example, an accelerator pedal located under the driver's feet. The braking operation unit 6 is, for example, a brake pedal located under the driver's feet. The gear change operation unit 7 is, for example, a shift lever protruding from a center console.

[0016] The vehicle interior 2a is also provided with a display device 8 (display unit) and an audio output device 9 as an audio output unit. The display device 8 is, for example, an LCD (liquid crystal display) or an OLED (organic electroluminescent display). The audio output device 9 is, for example, a speaker. The display device 8 is covered with a transparent operation input unit 10 such as a touch panel. An occupant (user) can view an image displayed on the display screen of the display device 8 via the operation input unit 10. The occupant can perform operation input by touching, pressing, or moving the operation input unit 10 with their fingers or the like at a position corresponding to the image displayed on the display screen of the display device 8. The display device 8, the audio output device 9, the operation input unit 10, etc. are provided in a monitor device 11 located, for example, in the center of the dashboard 24 in the vehicle width direction, i.e., the left-right direction. The monitor device 11 may have an operation input unit (not shown) such as a switch, a dial, a joystick, or a push button. Furthermore, an audio output device (not shown) may be provided in a different position in the vehicle interior 2a from the monitor device 11, and audio may be output from the audio output device 9 of the monitor device 11 and another audio output device. The monitor device 11 may also be used as a navigation system or an audio system, for example.

[0017] Fig. 2 is an exemplary schematic plan view of a vehicle 1 equipped with an automatic braking control device according to this embodiment. As shown in Fig. 1 and Fig. 2, the vehicle 1 is a four-wheeled vehicle or the like, and has two front wheels 3F (left and right) and two rear wheels 3R ​​(left and right). All or some of the four wheels 3 can be steered.

[0018] The vehicle body 2 is provided with a plurality of imaging units 15, for example, four imaging units 15a to 15d. The imaging units 15 are, for example, digital cameras incorporating imaging elements such as a CCD (charge coupled device) or a CIS (CMOS image sensor). The imaging units 15 can output video data at a predetermined frame rate. Each imaging unit 15 has a wide-angle lens or a fisheye lens, and can capture images in a horizontal range of, for example, 140° to 220°. The optical axis of the imaging unit 15 is set to point diagonally downward. Therefore, the imaging units 15 sequentially capture images of the external environment around the vehicle body 2, including road surfaces on which the vehicle 1 can move and areas in which the vehicle 1 can be parked, and output the captured image data.

[0019] The imaging unit 15a is located, for example, at the rear end 2e of the vehicle body 2 and is provided on a wall portion below the trunk door 2h, and captures images of the situation in the rear area of ​​the vehicle 1. The imaging unit 15b is located, for example, at the right end 2f of the vehicle body 2 and is provided on the right door mirror 2g, and captures images of the situation in an area including the right front, right side, and right rear of the vehicle 1. The imaging unit 15c is located, for example, at the front end 2c of the vehicle body 2, i.e., the front side in the vehicle longitudinal direction, and is provided on the front bumper or the like, and captures images of the situation in the area in front of the vehicle 1. The imaging unit 15d is located, for example, at the left end 2d of the vehicle body 2, i.e., the left side in the vehicle width direction, and is provided on the door mirror 2g as a left protrusion, and captures images of the situation in an area including the left front, left side, and left rear of the vehicle 1. The ECU 14 (see Figure 3), which functions as one of the control units that monitors the surroundings of the vehicle 1, performs calculations and image processing based on the image data obtained by the multiple imaging units 15, and can generate images with a wider viewing angle or generate a virtual overhead image of the vehicle 1 viewed from above (directly above or diagonally above).

[0020] The vehicle 1 also has multiple radars 16 as distance measuring units capable of measuring the distance to objects present outside the vehicle 1. The radars 16 are, for example, millimeter-wave radars, and are capable of measuring the distance to objects present in the traveling direction of the vehicle 1 (the direction in which the vehicle 1 is facing). In this embodiment, the vehicle 1 has multiple radars 16a to 16d. The radar 16a is provided, for example, at the left end of the rear bumper of the vehicle 1 and is capable of measuring the distance to objects present to the left rear of the vehicle 1. The radar 16b is provided, for example, at the right end of the rear bumper of the vehicle 1 and is capable of measuring the distance to objects present to the right rear of the vehicle 1. The radar 16c is provided at the right end of the front bumper of the vehicle 1 and is capable of measuring the distance to objects present to the right front of the vehicle 1. The radar 16d is provided at the left end of the front bumper of the vehicle 1 and is capable of measuring the distance to objects present to the left front of the vehicle 1.

[0021] The vehicle 1 also has a sonar 17 that can measure the distance to an external object that is located relatively close to the vehicle 1 using ultrasonic waves. In this embodiment, the detection results from the sonar 17 are used to detect an object (obstacle) and determine whether or not automatic braking (emergency braking) should be performed. The vehicle 1 has multiple sonars 17a to 17h. The sonars 17a to 17d are provided on the rear bumper (rear end) of the vehicle 1 and can measure the presence or absence of an object located behind the vehicle and the distance to that object. The sonars 17e to 17h are provided on the front bumper (front end) of the vehicle 1 and can measure the presence or absence of an object located in front of the vehicle 1 and the distance to that object. Well-known sonars can be used for each sonar 17.

[0022] 3 is an exemplary schematic block diagram showing a functional configuration of a control system 100 of a vehicle 1 including an automatic braking control device according to this embodiment. As illustrated in FIG. 3, the control system 100 includes an ECU 14, a monitor device 11, a steering system 13, a radar 16, a sonar 17, a brake system 18, a steering angle sensor 19, an accelerator sensor 20, a shift sensor 21, a wheel speed sensor 22, a GPS (Global Positioning System) receiver 25, a drive system 26, and other components electrically connected via an in-vehicle network 23 serving as an electrical communication line. The in-vehicle network 23 is configured as, for example, a CAN (controller area network). The ECU 14 can control the steering system 13, the brake system 18, the drive system 26, and other components by sending control signals via the in-vehicle network 23. In addition, the ECU 14 can receive detection results from the torque sensor 13b, brake sensor 18b, steering angle sensor 19, radar 16, sonar 17, accelerator sensor 20, shift sensor 21, wheel speed sensor 22, GPS receiver 25, etc., as well as operation signals from switches such as the operation input unit 10, via the in-vehicle network 23.

[0023] The steering system 13 is an electric power steering system, a steer-by-wire (SBW) system, or the like. The steering system 13 has an actuator 13a and a torque sensor 13b. The steering system 13 is electrically controlled by the ECU 14, etc., and operates the actuator 13a to apply torque to the steering unit 4 to supplement the steering force, thereby steering the wheels 3. The torque sensor 13b detects the torque applied by the driver to the steering unit 4 and transmits the detection result to the ECU 14.

[0024] The brake system 18 includes an anti-lock brake system (ABS) that controls brake locking of the vehicle 1, an electronic stability control (ESC) that prevents the vehicle 1 from skidding when cornering, an electric brake system that assists braking by increasing braking force, and a brake-by-wire (BBW) system. The brake system 18 has an actuator 18a and a brake sensor 18b. The brake system 18 is electrically controlled by the ECU 14 and the like, and applies braking force to the wheels 3 via the actuator 18a. The brake system 18 detects signs of brake lock, wheel spin, and skidding from the rotational difference between the left and right wheels 3, and executes control to suppress brake lock, wheel spin, and skidding. The brake sensor 18b is a displacement sensor that detects the position of the brake pedal, which is a movable part of the brake operating unit 6, and transmits the detected brake pedal position to the ECU 14.

[0025] A vehicle 1 including the automatic braking control device of this embodiment controls the brake system 18 to automatically generate braking force regardless of the driver's intention to brake, when an object (obstacle) is detected in an automatic braking execution area set in the traveling direction of the vehicle 1 based on the traveling state of the vehicle 1 (for example, traveling direction, vehicle speed, etc.), and executes braking control to avoid contact with the object (obstacle). The details of braking control using the automatic braking execution area will be described later.

[0026] The steering angle sensor 19 is a sensor that detects the steering amount (steering angle) of the steering unit 4, such as a steering wheel. The steering angle sensor 19 is composed of a Hall element or the like, detects the rotation angle of the rotating part of the steering unit 4 as the steering amount, and transmits the detection result to the ECU 14. The ECU 14 (CPU 14a) may calculate the tire angle based on the acquired steering angle. In this case, for example, the calculation may be performed using a steering angle-to-tire angle conversion map prepared in advance for each vehicle model, or may be performed based on a predetermined arithmetic expression. In another embodiment, a tire angle sensor may be provided in the steering mechanism to directly acquire the tire angle. The steering angle and tire angle can be used as part of the traveling direction information of the vehicle 1 when setting an automatic braking execution area or, if an object (obstacle) is present, when determining whether the object is included in the automatic braking execution area.

[0027] The accelerator sensor 20 is a displacement sensor that detects the position of an accelerator pedal, which is a movable part of the acceleration operation unit 5, and transmits the detection result to the ECU .

[0028] The shift sensor 21 is a sensor that detects the position of a movable part (a bar, an arm, a button, etc.) of the gear shift operation unit 7, and transmits the detection result to the ECU 14. The detection result of the shift sensor 21 can be used as one piece of traveling direction information that indicates whether the vehicle 1 is in a state where it can travel forward or backward.

[0029] The wheel speed sensor 22 has a Hall element or the like, and is a sensor that detects the amount of rotation of the wheel 3 and the number of rotations of the wheel 3 per unit time, and transmits the detection results to the ECU 14. Based on the detection results of the wheel speed sensor 22, the vehicle speed, movement amount, etc. of the vehicle 1 can be calculated. When calculating the vehicle speed of the vehicle 1 based on the detection values ​​of the wheel speed sensors 22 of each wheel 3, the vehicle speed of the vehicle 1 can be determined based on the speed of the wheel 3 with the smallest detected value among the four wheels.

[0030] The GPS receiver 25 acquires the current position of the vehicle 1 based on radio waves received from artificial satellites.

[0031] The drive system 26 is an internal combustion engine (engine) system or a motor system serving as a drive source. The drive system 26 controls the engine fuel injection amount, intake air amount, and motor output value in accordance with the driver (user) operation amount (e.g., accelerator pedal depression amount) detected by the accelerator sensor 20. Furthermore, regardless of the user's operation, the drive system 26 can control the engine and motor output values ​​in cooperation with the control of the steering system 13 and the brake system 18 in accordance with the driving state of the vehicle 1. For example, drive assistance such as normal driving assistance and parking assistance can be performed. Furthermore, when automatic braking control (emergency braking) is performed by the brake system 18, the drive system 26 performs output suppression control regardless of the driver's action.

[0032] The configurations, arrangements, electrical connection forms, etc. of the various sensors and actuators described above are merely examples, and can be set (changed) in various ways.

[0033] The ECU 14 is configured with a computer or the like, and the hardware and software work together to perform overall control of the vehicle 1. Specifically, the ECU 14 includes a central processing unit (CPU) 14a, a read-only memory (ROM) 14b, a random access memory (RAM) 14c, a display control unit 14d, an audio control unit 14e, and a solid-state drive (SSD) 14f. The CPU 14a, the ROM 14b, and the RAM 14c may be provided on the same circuit board.

[0034] The CPU 14a can read out a program installed and stored in a nonvolatile storage device such as the ROM 14b and execute arithmetic processing in accordance with the program. The CPU 14a determines an automatic braking execution region based on, for example, the driving state (travel direction information indicating forward or backward movement) obtained from the shift sensor 21 of the vehicle 1, speed information based on the detection results of the wheel speed sensor 22, and object position information obtained by the sonar 17. The CPU 14a can also execute calculations and control of automatic control processing to control the brake system 18 based on the object position information relative to the determined automatic braking execution region. The CPU 14a can also execute calculations and control of image processing related to images displayed on the display device 8. For example, the CPU 14a can execute a display to notify the driver or the like that automatic braking control is being executed. Furthermore, CPU 14a can perform distortion correction processing to correct distortion by performing arithmetic processing and image processing on the captured image data of the wide-angle image obtained by imaging unit 15 (data of a curved image), and can generate an overhead image (peripheral image) in which a vehicle image (own vehicle icon) showing vehicle 1 is displayed at a center position, for example, based on the captured image data captured by imaging unit 15, and display the image on display device 8. Furthermore, when generating an overhead image, CPU 14a can change the position of the virtual viewpoint and generate an overhead image in which the vehicle image is viewed from directly above or an overhead image in which the vehicle image is viewed from an oblique direction.

[0035] When performing driving assistance such as parking assistance, the CPU 14a may display information that makes it easy for the driver to recognize the parking assistance situation and the surrounding conditions of the vehicle 1 during parking assistance. In this case, the display device 8 may be configured to display an image (for example, a rear monitor display) that makes it easy for the driver to feel more secure during driving assistance and to feel that the burden on the driver during driving is reduced.

[0036] The ROM 14b stores various programs and parameters necessary for executing the programs. The RAM 14c temporarily stores various data used in the calculations performed by the CPU 14a. The display control unit 14d mainly performs image processing on image data acquired from the imaging unit 15 and output to the CPU 14a, and converts image data acquired from the CPU 14a into display image data to be displayed on the display device 8, among the calculations performed by the ECU 14. The audio control unit 14e mainly performs audio processing on audio acquired from the CPU 14a and output to the audio output device 9, among the calculations performed by the ECU 14. The SSD 14f is a rewritable nonvolatile storage unit that continues to store data acquired from the CPU 14a even when the power to the ECU 14 is turned off. The CPU 14a, ROM 14b, RAM 14c, etc. may be integrated in the same package. The ECU 14 may be configured to use another logic calculation processor, such as a DSP (digital signal processor), or a logic circuit, instead of the CPU 14a. Moreover, a hard disk drive (HDD) may be provided instead of the SSD 14f, and the SSD 14f and the HDD may be provided separately from the ECU 14.

[0037] Fig. 4 is a block diagram exemplarily and schematically illustrating a configuration in which an automatic braking control device (automatic braking control unit 30) according to an embodiment is implemented by a CPU 14a. The CPU 14a executes an automatic braking processing program read from the ROM 14b to implement the automatic braking control unit 30, which includes modules such as a braking control unit 32, a vehicle shape acquisition unit 34, a vehicle speed acquisition unit 36, a position information acquisition unit 38, a relative speed acquisition unit 40, a traveling direction information acquisition unit 42, a detection error width acquisition unit 44, a steering angle acquisition unit 46, a region determination unit 48, and an automatic braking processing unit 50, as shown in Fig. 4. Note that some or all of the automatic braking control unit 30, the braking control unit 32, the vehicle shape acquisition unit 34, the vehicle speed acquisition unit 36, the position information acquisition unit 38, the relative speed acquisition unit 40, the traveling direction information acquisition unit 42, the detection error width acquisition unit 44, the steering angle acquisition unit 46, the region determination unit 48, and the automatic braking processing unit 50 may be implemented by hardware such as circuits. Although not shown in FIG. 4, the CPU 14a can also realize various modules necessary for the vehicle 1 to travel.

[0038] In this embodiment, the automatic braking control unit 30 performs automatic braking (emergency braking) to avoid contact with an object (obstacle) on the path of the vehicle 1. This is particularly true when the vehicle 1 is traveling at a low speed (a first speed, e.g., several tens of km / h or less), such as when parking or when the vehicle 1 is pulling over or passing through a narrow space. However, as described above, excessive automatic braking may be irritating to the driver. For example, in a parking situation, when the vehicle needs to park as close as possible to an adjacent vehicle or fence without causing any problems, or when passing through a narrow space, automatic braking control may interfere with the driver's desired driving. In this case, it is desirable to set different conditions for automatic braking depending on whether the vehicle 1 is traveling forward, in which it is relatively easy for the driver to visually identify an object and determine whether there is a possibility of contact, and whether the vehicle 1 is traveling backward, in which it is more difficult for the driver to visually identify an object and determine whether there is a possibility of contact. For example, when traveling forward, the driver's object recognition is higher than when traveling backward, so priority is given to driver operation (driving), and automatic braking is controlled to be performed sparingly. On the other hand, when traveling backward, the driver's object recognition is more likely to be reduced than when traveling forward, so system control (safety) is prioritized, and automatic braking is controlled to be performed more easily than when traveling forward. Note that when traveling backward, the driver is more likely to be afraid of the vehicle speed than when traveling forward. Therefore, when traveling backward, the automatic braking execution conditions may be further varied depending on the vehicle speed. For example, when the reverse speed is equal to or less than a first speed (e.g., tens of km / h or less) at which automatic braking is performed and is equal to or greater than a second speed (e.g., several km / h or more), the stopping distance of the vehicle 1 is longer than when the speed is less than the second speed, so the automatic braking execution range is widened. Conversely, when the speed is less than the second speed, the stopping distance of the vehicle 1 is shorter, so the automatic braking execution range is narrowed to approach the execution range when traveling forward. As a result, it is possible to reduce the driver's fear and the annoyance caused by excessive automatic braking.

[0039] The configuration of the automatic braking control unit 30 will now be described in detail.

[0040] When the brake system 18 is not operating, that is, when the driver is not operating the brake operating unit 6, the brake control unit 32 can control the actuator 18a of the brake system 18 to generate a braking force regardless of the driver's intention. For example, when the radar 16, sonar 17, imaging unit 15, etc. detect an object (obstacle) that may come into contact with the vehicle 1 in the traveling direction of the vehicle 1, the brake control unit 32 activates the brake system 18 to stop or decelerate the vehicle 1 by automatic braking.

[0041] The vehicle shape acquisition unit 34 acquires vehicle width information from the specification information of the vehicle 1 stored in, for example, the ROM 14b, in order to acquire vehicle width lines that serve as one of the criteria when determining an automatic braking execution region in which automatic braking is to be executed. In this embodiment, the vehicle width lines are lines that are set, for example, about 0.1 m outward from the actual vehicle width of the vehicle 1 and that extend, for example, about 5 m in the traveling direction of the vehicle 1. Furthermore, the extension direction of the vehicle width lines can be changed in accordance with the traveling direction of the vehicle 1, depending on the steering angle acquired by the steering angle acquisition unit 46.

[0042] As described above, the vehicle speed acquisition unit 36 ​​acquires the vehicle speed based on the amount of rotation of each wheel 3 and the number of rotations of the wheel 3 per unit time acquired by the wheel speed sensor 22. The automatic braking control unit 30 determines whether automatic braking control is possible or not based on the acquired speed. When the vehicle speed is equal to or less than a first speed (for example, equal to or less than several tens of km / h), the automatic braking control unit 30 determines that automatic braking control is possible.

[0043] The position information acquisition unit 38 calculates (acquires) the distance to an object based on the transmitted wave transmitted by each sonar 17 and the received wave (detection wave) that is reflected by the object (obstacle) and returned, according to well-known technology. The position information acquisition unit 38 of this embodiment calculates (acquires) the distance to an object based on the transmitted wave transmitted by each sonar 17 and the received wave (detection wave) that is reflected by the object (obstacle), for example. three sidesThe distance to the object is calculated (obtained) by surveying. In the present embodiment, for example, as shown in FIG. 5, distance measurement is performed by combining two of the four sonars 17 provided on the front bumper of the vehicle 1. For example, the left area of ​​the front of the vehicle 1 is measured by sonar 17f and sonar 17g. three sides Surveying is performed, distance calculation (distance measurement) is performed, and sonar 17h and sonar 17g are used for the same left area. three sides By carrying out a survey and calculating the distance (ranging), the position information acquisition unit 38 acquires position information including the presence or absence of an object (obstacle) that may exist in the left area of ​​the traveling direction of the vehicle 1 and the distance to the object if an object exists. Similarly, the right area of ​​the vehicle 1, with the front of the vehicle 1 as the boundary, is detected by the sonar 17f and the sonar 17g. three sides Surveying is performed, distance calculation (distance measurement) is performed, and sonar 17e and sonar 17f are used for the same right area. three sides By conducting a survey and calculating the distance (ranging), the position information acquisition unit 38 acquires position information in the right area. Note that position information obtained using the sonar 17 generally includes a detection error. Therefore, in this embodiment, control is performed taking into account the detection error width acquired by the detection error width acquisition unit 44. The extension error width will be described later. The method of detecting (ranging) an object using the sonar 17 can be changed as appropriate. For example, position information may be acquired based on the detection results of each sonar 17, or position information may be acquired using the detection results of three or more sonars 17.

[0044] The manner in which the vehicle 1 comes into contact with an object (obstacle) includes when the object is stationary and only the vehicle 1 is moving, when only the object is moving and the vehicle 1 is stopped, and when both the vehicle 1 and the object are moving. Therefore, the relative speed acquisition unit 40 acquires the relative speed between the vehicle 1 and the object based on the speed information (vehicle speed information) acquired by the vehicle speed acquisition unit 36 ​​and the position information acquired by the position information acquisition unit 38, and reflects this in the braking start timing of the automatic braking control, thereby contributing to improved stopping accuracy.

[0045] Based on the detection result of the shift sensor 21, the traveling direction information acquisition unit 42 acquires traveling direction information indicating whether the vehicle 1 is currently in a state where it can travel forward or in a state where it can travel backward.

[0046] As described above, the detection error range acquisition unit 44 acquires the detection error range that occurs when the sonar 17 acquires the position information of an object (obstacle) based on the traveling direction information, vehicle speed information, etc. of the vehicle 1. The detection error range can be determined in advance by testing or the like, stored in the ROM 14b, SSD 14f, etc., and read out.

[0047] For example, Fig. 5 is an exemplary and schematic explanatory diagram showing the detection error range and automatic braking execution region used by the automatic braking control device (automatic braking control unit 30) when the vehicle 1 is traveling forward. As described above, the left side region with the front of the vehicle 1 (vehicle width direction distance "0") as the boundary is made up of sonars 17f and 17g and sonars 17g and 17h provided on the front bumper of the vehicle 1, respectively. three sidesA survey is performed and distance calculation (ranging) is performed. In FIG. 5, marks 54a, 54b, 56a, and 56b indicate the detection error range of the object by the sonar 17 when a dummy object (e.g., a pole) is placed on the left vehicle width line 52a extending forward from the left end of the vehicle 1 in the vehicle width direction. The position of the dummy object on the left vehicle width line 52a can be determined to correspond to the stopping distance when braking with a predetermined braking force for each vehicle speed at the start of braking of the vehicle 1. The stopping distance is a known value determined by the vehicle speed and the performance (braking capacity) of the braking device (brake system 18). In other words, the area indicated by the point cloud of marks 54a, 54b, and marks 56a, 56b is an area in which an object located at a position considered to be able to stop without coming into contact with the vehicle 1 at any vehicle speed can be detected. If the vehicle 1 is traveling forward and automatic braking is performed based on the determination that an object is present in the area indicated by the point clouds of marks 54a, 54b and marks 56a, 56b, this automatic braking is performed despite the actual low possibility of contact, and this would be deemed excessive control. Therefore, the detection error range acquisition unit 44 acquires the area surrounded by the point clouds of marks 54a, 54b and marks 56a, 56b as the detection error range for objects traveling forward in the left-hand area. Note that the point cloud of mark 54a (black circle marks) is the detection result by sonars 17f, 17g, and the point cloud of mark 56a (x marks) is the detection result by sonars 17g, 17h, and indicates the point cloud on the outermost edge of the left-hand area relative to the front of the vehicle 1. In addition, the point cloud of mark 54b (black circle mark) is the detection result by sonars 17f and 17g, and the point cloud of mark 56b (x mark) is the detection result by sonars 17g and 17h, and indicates the point cloud on the innermost edge of the left side area based on the front of vehicle 1.

[0048] Similarly, in the right area of ​​the front of the vehicle 1 (vehicle width direction distance "0"), sonars 17f and 17g and sonars 17e and 17f are respectively three sidesA survey is performed and distance calculation (ranging) is performed. The area indicated by the point cloud of marks 54c, 54d and marks 56c, 56d is an area where an object present at a position where the vehicle 1 can be considered to be able to stop without contacting the vehicle 1 at any vehicle speed can be detected. If the vehicle 1 is traveling forward and automatic braking is performed because it is determined that an object is present in the area indicated by the point cloud of marks 54c, 54d and marks 56c, 56d, this would be considered excessive control because automatic braking is performed despite the actual low possibility of contact. Therefore, the detection error range acquisition unit 44 acquires the area surrounded by the point cloud of marks 54c, 54d and marks 56c, 56d as the detection error range for objects in the right-hand area when the vehicle 1 is traveling forward. The point cloud of mark 54c (black circle marks) is the detection result by sonars 17f and 17g, and the point cloud of mark 56c (x marks) is the detection result by sonars 17e and 17f, and indicates the point cloud on the outermost edge of the right area with respect to the front of the vehicle 1. The point cloud of mark 54d (black circle marks) is the detection result by sonars 17f and 17g, and the point cloud of mark 56d (x marks) is the detection result by sonars 17e and 17g, and indicates the point cloud on the innermost edge of the right area with respect to the front of the vehicle 1.

[0049] 6 and 7 are exemplary and schematic explanatory diagrams showing the detection error range and automatic braking execution region when the vehicle 1 travels backward. As described above, when traveling backward, the visibility of the surroundings is likely to be lower than when traveling forward, so the detection error range and automatic braking execution region are set separately for the case of traveling backward at low speed (a second speed, for example, less than several km / h) and the case of a first speed (for example, not more than several tens of km / h) at which automatic braking control can be executed at the second speed or higher.

[0050] 6 is an exemplary and schematic explanatory diagram showing the detection error width and automatic braking execution region used by the automatic braking control device (automatic braking control unit 30) when the vehicle 1 is traveling backward at a low speed (less than the second speed, for example, less than several km / h). In this case, too, the left side region with the rear front of the vehicle 1 (vehicle width direction distance "0") as the boundary is comprised of sonars 17b and 17c and sonars 17c and 17d provided on the rear bumper of the vehicle 1, respectively. three sides Conduct a survey and perform distance calculations (ranging).

[0051] As described above, automatic braking is performed when the vehicle is traveling at a first speed or less (e.g., several tens of km / h or less). However, while reversing, the driver's visibility of the surroundings may be reduced compared to when traveling forward. Therefore, if an object is present in the path of the vehicle 1, the recognition of the object may be delayed. Therefore, in order to perform automatic braking with a sufficient distance from the object, in the case of low-speed reversing as shown in FIG. 6, marks 62a, 62b and marks 64a, 64b indicate the detection error range of the object by the sonar 17 when a dummy object (e.g., a pole) is placed a predetermined distance, e.g., 0.3 m, outward in the vehicle width direction (to the left in the drawing) from a left vehicle width line 60a extending rearward from the left end of the vehicle 1 in the vehicle width direction. The position of the dummy object a predetermined distance away from the left vehicle width line 68a is a position obtained by adding a predetermined distance (e.g., 0.3 m) to the stopping distance when braking with a predetermined braking force for each vehicle speed at the start of braking of the vehicle 1. The stopping distance is a known value determined by the vehicle speed and the performance (braking capability) of the braking system. In other words, the area indicated by the point clouds of marks 62a, 62b and marks 64a, 64b is an area where an object can be detected at a position where the vehicle can be considered to be able to stop without contacting the vehicle 1 with a predetermined distance (e.g., 0.3 m) between the vehicle and the point clouds of marks 62a, 62b and marks 64a, 64b at any vehicle speed. If the vehicle 1 is reversed at a low speed and an automatic braking operation is performed because an object is determined to be present in the area indicated by the point clouds of marks 62a, 62b and marks 64a, 64b, this automatic braking operation is deemed excessive control, since it is performed despite the actual low possibility of contact. Therefore, the detection error range acquisition unit 44 acquires the area enclosed by the point clouds of marks 62a, 62b and marks 64a, 64b as the detection error range for an object in the left area when the vehicle is reversed at a low speed. The point cloud of mark 62a (black circle marks) is the detection result by sonars 17b and 17c, and the point cloud of mark 64a (x marks) is the detection result by sonars 17c and 17d, and indicates the point cloud on the outermost edge of the left side area based on the rear front of vehicle 1. The point cloud of mark 62b (black circle marks) is the detection result by sonars 17b and 17c, and the point cloud of mark 64b (x marks) is the detection result by sonars 17c and 17d, and indicates the point cloud on the innermost edge of the left side area based on the rear front of vehicle 1.

[0052] Similarly, in the right area of ​​the rear front of the vehicle 1 (vehicle width direction distance "0"), sonars 17b and 17c and sonars 17a and 17b are arranged, respectively. three sides A survey is performed and distance calculation (ranging) is performed. The area indicated by the point cloud of marks 62c, 62d and marks 64c, 64d is an area where an object present at a position where it can be considered possible to stop without contacting the vehicle 1 with a predetermined distance (e.g., 0.3 m) at any vehicle speed can be detected. If automatic braking is performed when an object is present in the area indicated by the point cloud of marks 62c, 62d and marks 64c, 64d while the vehicle 1 is traveling backward at a low speed, automatic braking is performed despite the actual low possibility of contact, and this is considered to be excessive control. Therefore, the detection error range acquisition unit 44 acquires the area surrounded by the point cloud of marks 62c, 62d and marks 64c, 64d as the detection error range for objects when traveling backward at a low speed in the right area. The point cloud of mark 62c (black circle marks) is the detection result by sonars 17b and 17c, and the point cloud of mark 64c (x marks) is the detection result by sonars 17c and 17d, and indicates the point cloud on the outermost edge of the right area with respect to the rear front of vehicle 1. The point cloud of mark 62d (black circle marks) is the detection result by sonars 17b and 17c, and the point cloud of mark 64d (x marks) is the detection result by sonars 17a and 17b, and indicates the point cloud on the innermost edge of the right area with respect to the rear front of vehicle 1.

[0053] Next, consider a situation in which vehicle 1 is reversing at a relatively high speed equal to or greater than the second speed. A situation in which vehicle 1 is reversing at a relatively high speed may involve a situation in which the distance to the object is relatively far. When an object is far from vehicle 1 in this way, the object may be tilted relative to vehicle 1 (host vehicle). Furthermore, since the vehicle speed is higher than when reversing at a low speed, the stopping distance after detecting the object is longer than when reversing at a low speed. Furthermore, when an object is obliquely positioned relative to the host vehicle, for example, when the object is in an oblique position and straddles the vehicle width line of vehicle 1, a portion of the object may be inside the vehicle width line, i.e., in a position where there is a high possibility of contact with vehicle 1, and a portion of the object may be outside the vehicle width line, i.e., in a position where there is a low possibility of contact with vehicle 1. In such a case, it may be difficult to properly perform automatic braking.

[0054] 7 is an exemplary and schematic explanatory diagram showing the detection error range and automatic braking execution region used by the automatic braking control device (automatic braking control unit 30) when the vehicle 1 is traveling backward at high speed (above a second speed, for example, above several km / h). As an example, FIG. 7 shows an example in which another vehicle M is present at an angle of 45° to the vehicle 1, straddling the left vehicle width line 68a.

[0055] Incidentally, when sonar 17 transmits ultrasonic waves and receives the transmitted waves (received waves) that are reflected by an object to detect the position of the object (distance to the object), the position (distance) of the object is detected based on the received waves that return from the position closest to sonar 17. In the case of FIG. 7, the corner of other vehicle M is detected as the position of other vehicle M, but because it is included in the outer region R1 of the left vehicle width line 68a in the backward direction, automatic braking does not generally occur. Then, as other vehicle M and vehicle 1 approach each other, the corner of other vehicle M leaves the detection range of sonar 17, and further, the contact position between vehicle 1 and other vehicle M cannot be detected until the outer edge of the detection range of sonar 17 overlaps with the intersection of the left vehicle width line 68a and other vehicle M.

[0056] In the case of FIG. 7, the left area of ​​the vehicle 1 with respect to the rear front of the vehicle 1 (vehicle width direction distance "0") as the boundary is made up of sonars 17b and 17c and sonars 17c and 17d provided on the rear bumper of the vehicle 1, respectively. three sidesConduct a survey and perform distance calculations (ranging).

[0057] As described above, automatic braking processing is performed when the vehicle is traveling at a first speed or less (e.g., several tens of km / h or less). However, when traveling backward, the driver's visibility of the surroundings may be reduced compared to when traveling forward. Furthermore, when the vehicle M is tilted at a 45° angle and straddles the left vehicle width line 68a, as shown in FIG. 7, it becomes easier to detect a portion closer to the vehicle 1 (such as a corner of the vehicle M). In FIG. 7, the position where the vehicle M intersects with the left vehicle width line 68a (the position equivalent to the position where a dummy object exists on the left vehicle width line 68a) is indicated by marks 70a, 70b and marks 72a, 72b, which represent the detection error range of the sonar 17. The position where the vehicle M intersects with the left vehicle width line 68a represents the stopping distance when braking is performed with a predetermined braking force for each vehicle speed at the start of braking of the vehicle 1. The stopping distance is a known value determined by the vehicle speed and the performance (braking capacity) of the braking device. In other words, the area indicated by the point clouds of marks 70a, 70b and marks 72a, 72b is an area in which another vehicle M can be detected, located at a position where it is considered possible for vehicle 1 and another vehicle M to stop without contact at any vehicle speed. Therefore, the detection error range acquisition unit 44 acquires the area surrounded by the point clouds of marks 70a, 70b and marks 72a, 72b as the detection error range for objects when reverse traveling at high speed in the left area. Note that the point cloud of mark 70a (open triangle marks) is the detection result by sonars 17b, 17c, and the point cloud of mark 72a (filled triangle marks) is the detection result by sonars 17c, 17d, and indicates the point cloud on the outermost edge of the left area with respect to the rear front of vehicle 1. In addition, the point cloud of mark 70b (open triangle mark) is the detection result by sonars 17b and 17c, and the point cloud of mark 72b (filled triangle mark) is the detection result by sonars 17c and 17d, and indicates the point cloud on the innermost edge of the left side area based on the rear front of vehicle 1.

[0058] Similarly, in the right area of ​​the rear front of the vehicle 1 (vehicle width direction distance "0"), sonars 17b and 17c and sonars 17a and 17b are arranged, respectively. three sidesA survey is performed and distance calculation (ranging) is performed. The area indicated by the point clouds of marks 70c, 70d and marks 72c, 72d is an area where another vehicle M can be detected, located at a position where vehicle 1 and another vehicle M can be considered to be able to stop without contact at any vehicle speed. Therefore, the detection error range acquisition unit 44 acquires the area surrounded by the point clouds of marks 70c, 70d and marks 72c, 72d as the detection error range of an object when reverse traveling at high speed in the right area. Note that the point cloud of mark 70c (open triangle marks) is the detection result by sonars 17b, 17c, and the point cloud of mark 70c (filled triangle marks) is the detection result by sonars 17c, 17d, and indicates the point cloud on the outermost edge of the right area with respect to the rear front of vehicle 1. In addition, the point cloud of mark 70d (open triangle mark) is the detection result by sonars 17b and 17c, and the point cloud of mark 64d (filled triangle mark) is the detection result by sonars 17a and 17b, and indicates the point cloud on the innermost edge of the right-hand area based on the rear front of vehicle 1.

[0059] Returning to FIG. 4, the steering angle acquisition unit 46 acquires the steering angle of the vehicle 1 following the detection result of the steering angle sensor 19. In other words, it acquires the turning direction of the vehicle 1. The directions in which the left vehicle width lines 52a, 60a, 68a and the right vehicle width lines 52b, 60b, 68b extend change in accordance with the turning direction of the vehicle 1, and the existence region of the detection error range of the sonar 17 acquired by the detection error range acquisition unit 44 changes. In other words, the detection error range is acquired in accordance with the turning direction of the vehicle 1, and an automatic braking execution region, which will be described later, is set.

[0060] Based on the traveling direction information and speed information (vehicle speed information acquired by vehicle speed acquisition unit 36 ​​or relative speed information acquired by relative speed acquisition unit 40) acquired by traveling direction information acquisition unit 42, area determination unit 48 determines automatic braking execution areas E1, E2, E3 to be set in at least one of the inner area R2 and outer area R1 of the left vehicle width line 52a, 60a, 68a and right vehicle width line 52b, 60b, 68b extending along the traveling direction corresponding to the width of vehicle 1.

[0061] 5, as described above, it is relatively easy for the driver to visually confirm an object and determine the possibility of contact, and therefore the driver's operation is given priority when braking the vehicle 1 to prevent excessive automatic braking. Therefore, when the traveling direction of the vehicle 1 is the forward direction and the vehicle speed or relative speed is equal to or less than a first speed, the region determination unit 48 selects (determines) an automatic braking execution region E1 defined by the automatic braking execution boundary lines 58a, 58b on the innermost side of the detection error range acquired by the detection error range acquisition unit 44. In other words, the region range of the automatic braking execution region E1 is set based on the variation in the detection position detected by the sonar 17.

[0062] 6, as described above, although the driver's visual confirmation of an object and judgment of the possibility of contact are slower than when traveling forward, the vehicle speed (relative speed) is low, so braking of the vehicle 1 is easy and quick, and the vehicle 1 can be stopped. Therefore, even when traveling backward at a low speed, the driver's operation is prioritized to prevent excessive automatic braking. Therefore, when the traveling direction of the vehicle 1 is backward and the vehicle speed or relative speed is less than the second speed, the region determination unit 48 selects (determines) the automatic braking execution region E2 defined by the automatic braking execution boundary lines 66a, 66b on the innermost side of the detection error range acquired by the detection error range acquisition unit 44. In other words, the region range of the automatic braking execution region E2 is set based on the variation in the detection position detected by the sonar 17.

[0063] On the other hand, during high-speed reverse driving shown in Figure 7, as described above, the driver's visual confirmation of objects and judgment of the possibility of contact are reduced compared to when driving forward. Furthermore, the vehicle speed (relative speed) is higher than in the case of Figure 6, resulting in a longer stopping distance. Therefore, it is necessary to brake the vehicle 1 early and stop the vehicle 1 with ample time to do so. Therefore, during high-speed reverse driving, automatic braking is prioritized so that automatic braking is more likely to be executed. Therefore, when the traveling direction of the vehicle 1 is reverse and the vehicle speed or relative speed is equal to or greater than the second speed, the region determination unit 48 selects (determines) the automatic braking execution region E3 defined by the automatic braking execution boundary lines 74a, 74b on the outermost edge of the detection error range acquired by the detection error range acquisition unit 44. In other words, the region range of the automatic braking execution region E3 is set based on the variation in the detection position detected by the sonar 17.

[0064] When an object or another vehicle M is detected, the automatic braking processing unit 50 determines whether or not to perform automatic braking based on the position information of the object or another vehicle M relative to the automatic braking execution areas E1, E2, E3. In other words, the automatic braking of the vehicle 1 is performed by controlling the brake system 18 via the braking control unit 32.

[0065] An example of the flow of the automatic braking control process performed by the automatic braking control device (automatic braking control section 30) configured in this manner will be described with reference to the flowchart of FIG.

[0066] The automatic braking control unit 30 is activated when the ignition switch of the vehicle 1 is ON and the vehicle 1 is in a state where it can travel. When the vehicle 1 is in a state where it can travel, each sonar 17 transmits and receives ultrasonic waves and constantly performs processing to detect objects around the vehicle 1 (for example, in front of and behind the vehicle 1). The automatic braking control unit 30 then determines whether the speed of the vehicle 1 (vehicle speed or relative speed) is an activation speed of the automatic braking system (for example, less than several tens of km / h) (S100). If the speed is not an activation speed of the automatic braking system (No in S100), for example, if the speed of the vehicle 1 exceeds several tens of km / h or if the vehicle 1 is stopped, this flow is temporarily terminated and monitoring continues to determine whether the speed has reached an activation speed of the automatic braking system.

[0067] When the automatic braking control unit 30 reaches the operating speed of the automatic braking system (Yes in S100), for example, when the speed of vehicle 1 drops to several tens of km / h or less, the vehicle shape acquisition unit 34 acquires vehicle shape information (vehicle width information) of vehicle 1 (S102), and then the vehicle speed acquisition unit 36 ​​acquires vehicle speed information (speed information) of vehicle 1 (S104).

[0068] The braking control unit 32 determines whether braking is currently being performed. If braking is not being performed (No in S106), the traveling direction information acquisition unit 42 acquires shift information via the shift sensor 21 (S108). If the current state of the vehicle 1 is a state in which reverse travel is possible (Yes in S110), and if the current speed is equal to or greater than the switching speed of the automatic braking execution region, i.e., equal to or greater than the second speed (e.g., several km / h or more) (Yes in S112), the detection error width acquisition unit 44 acquires the detection error width at the reverse high speed threshold (S114). That is, the detection error width acquisition unit 44 acquires the detection error width shown in FIG. 7. On the other hand, if the current speed is less than the switching speed of the automatic braking execution region, i.e., less than the second speed (e.g., less than several km / h) (No in S112), the detection error width acquisition unit 44 acquires the detection error width at the reverse low speed threshold (S116). That is, the detection error width acquisition unit 44 acquires the detection error width shown in FIG. 6. Furthermore, in the process of S110, if the current state of the vehicle 1 is a forward travelable state (No in S110), the detection error range for forward travel is acquired (S118). That is, the detection error range acquisition unit 44 acquires the detection error range shown in FIG.

[0069] Then, the area determination unit 48 determines one of the automatic braking execution area E1, the automatic braking execution area E2, or the automatic braking execution area E3 based on the vehicle width line based on the vehicle shape of the vehicle 1 and the detection error range obtained in S114, S116, or S118 (S120).

[0070] Then, if the position information (object detection point) acquired by the position information acquisition unit 38 based on the detection result of the sonar 17 is within the determined automatic braking execution area, the automatic braking processing unit 50 executes automatic braking execution processing (S124). That is, the automatic braking processing unit 50 activates the brake system 18 via the brake control unit 32 to execute automatic braking and stop or decelerate the vehicle 1. Furthermore, if the acquired position information (object detection point) is outside the determined automatic braking execution area, the automatic braking processing unit 50 executes automatic braking unnecessary processing (S126). That is, the automatic braking processing unit 50 does not execute automatic braking even if an object is detected around the vehicle 1.

[0071] If the vehicle 1 has stopped (Yes in S128), the automatic braking control unit 30 temporarily ends this flow. On the other hand, if the vehicle 1 has not stopped (No in S128), the automatic braking control unit 30 returns to S100, continues to determine whether the vehicle 1 is at an activation speed for the automatic braking system, and continues the processing from S100 onwards.

[0072] If the automatic braking system is operating and braking is in progress at S106 (Yes at S106), the automatic braking execution region set at the start of the automatic braking operation is maintained (S130), and the process proceeds to S122, where the processing from S122 onward continues. This process prevents the automatic braking execution region from being changed, even if the vehicle speed fluctuates due to automatic braking during the automatic braking process. For example, if the automatic braking execution region E3 for high-speed reverse driving has been selected and the vehicle speed decreases and switches to the automatic braking execution region E2, automatic braking may be interrupted midway. However, because the automatic braking execution region E3 is maintained by the processing at S130, automatic braking continues regardless of the vehicle speed, and the vehicle 1 can be reliably decelerated or stopped.

[0073] As described above, the automatic braking control device (automatic braking control section 30) of this embodiment can perform more appropriate automatic braking control in accordance with the running state of the vehicle, the state of the object, and the like.

[0074] In the above-described embodiment, the automatic braking execution range is not switched depending on the speed when the vehicle is traveling forward, as is the case when the vehicle is traveling backward. In another embodiment, the automatic braking execution range may be switched depending on the speed when the vehicle is traveling forward, as is the case when the vehicle is traveling backward. In this case, more detailed automatic braking control can be performed.

[0075] In the above-described embodiment, the object position information is obtained only by the sonar 17. In another embodiment, when the image capturing unit 15 or the radar 16 is used in combination to improve the visibility of the object, the automatic braking execution region may be narrowed to further prevent the automatic braking from being excessively executed.

[0076] When the automatic braking of this embodiment is performed, the driver or the like may be notified that automatic braking is being performed. In this case, the notification can be made via the display device 8 or the audio output device 9, which can prevent the driver from feeling uncomfortable due to automatic braking that may be suddenly performed. Furthermore, the automatic braking control device of this embodiment may be combined with other systems such as automatic braking when the vehicle suddenly starts moving due to an erroneous application of the acceleration operation unit 5 (accelerator pedal), parking assistance, and driving assistance, and may be configured to reduce the burden on the driver and improve safety.

[0077] The automatic braking processing program executed by the CPU 14a described above may be configured to be provided by being recorded in an installable or executable file format on a computer-readable recording medium such as a CD-ROM, a flexible disk (FD), a CD-R, or a DVD (Digital Versatile Disk).

[0078] Furthermore, the automatic braking processing program may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Also, the automatic braking processing program executed by the CPU 14a may be provided or distributed via a network such as the Internet.

[0079] Although the embodiments and modifications of the present invention have been described, these embodiments and modifications are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and modifications are included within the scope and spirit of the invention, and are also included in the inventions and their equivalents as defined in the claims. [Explanation of symbols]

[0080] 1...vehicle, 14a...CPU, 17, 17a, 17b, 17c, 17d, 17e, 17f, 17g, 17h...sonar, 18...brake system, 21...shift sensor, 22...wheel speed sensor, 30...automatic braking control unit, 32...braking control unit, 34...vehicle shape acquisition unit, 36...vehicle speed acquisition unit, 38...position information acquisition unit, 40...relative speed acquisition unit, 42...traveling direction information acquisition unit, 44...detection error width acquisition unit, 46...steering angle acquisition unit, 48...area determination unit, 50...automatic braking processing unit, E1, E2, E3...automatic braking execution area.

Claims

1. an acquisition unit that acquires traveling direction information indicating a traveling direction indicating whether the vehicle is moving forward or backward, speed information regarding the vehicle, and position information of the object based on a plurality of detection waves transmitted and received to detect the object in the traveling direction; a region determination unit that refers to point clouds shown on the left and right in the vehicle width direction as position information of the dummy object detected by the plurality of detection waves, the point clouds being readable and set in advance, and that can be regarded as positions that will not come into contact with the vehicle when the vehicle brakes and stops, when a dummy object serving as a test object for obtaining a detection error width of the detection waves is placed on left and right vehicle width lines extending in the traveling direction corresponding to the vehicle width of the vehicle or on lines along the left and right vehicle width lines that are set a predetermined distance outside the vehicle width direction to provide a margin distance in the vehicle width direction for the vehicle, and that can be regarded as positions that will not come into contact with the vehicle when the vehicle brakes and stops, based on the traveling direction information and the speed information, and selects information on either a boundary line formed using at least a portion of a plurality of points on the outermost edge sides in the vehicle width direction of the left and right point clouds, or a boundary line formed using a plurality of points on the innermost edge sides in the vehicle width direction of the left and right point clouds, and determines a region sandwiched between the selected left and right boundary lines in the vehicle width direction as an automatic braking execution region in which automatic braking of the vehicle is executed; an automatic braking processing unit that, when the object is detected around the vehicle while the vehicle is traveling, executes the automatic braking if the position information of the object is included in the automatic braking execution area, and determines not to execute the automatic braking if the object is not included in the automatic braking execution area; Equipped with The region determination unit when it is determined that the traveling direction information indicates reverse driving of the vehicle and the speed information during the reverse driving indicates slow reverse driving that is less than a second speed that is slower than a first speed that is preset as an execution condition for enabling the automatic braking during forward driving, determining the automatic braking execution region using the innermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse driving, when it is determined that the traveling direction information indicates the reverse traveling of the vehicle and that the speed information during the reverse traveling indicates high-speed reverse traveling that is equal to or less than the first speed and equal to or greater than the second speed, the automatic braking execution region is determined using the boundary line on the outermost edge of the boundary line on the outermost edge side or the boundary line on the innermost edge side that can be set during the reverse traveling. Automatic braking control system.

2. The region determination unit 2. The automatic braking control device according to claim 1, wherein, when the travel direction information indicates forward travel of the vehicle and the speed information during the forward travel is determined to be equal to or less than the first speed, the automatic braking execution area is determined using the innermost boundary line of the outermost boundary line or the innermost boundary line that may be set during the forward travel.

3. The automatic braking execution region is:

3. An automatic braking control device as described in claim 1 or 2, wherein the boundary line on the outermost edge side and the boundary line on the innermost edge side are set based on a point cloud indicated by varying detection positions when trilateration is performed using two of a plurality of sensors that transmit and receive the detection waves and are provided at the front and rear ends of the vehicle.

4. 3. The automatic braking control device according to claim 1, wherein the region determination unit determines the automatic braking execution region based on the speed information when the object is detected, and maintains the determined automatic braking execution region until the vehicle stops.

5. 3. The automatic braking control device according to claim 1, wherein the automatic braking execution region is set wider when the vehicle is traveling backward than when the vehicle is traveling forward.

6. 5. The automatic braking control device according to claim 4, wherein the automatic braking execution region is set wider when the vehicle is traveling backward than when the vehicle is traveling forward.

7. an acquisition step in which an acquisition unit acquires traveling direction information indicating a traveling direction indicating whether the vehicle is moving forward or backward, speed information regarding the vehicle, and position information of the object based on a plurality of detection waves transmitted and received to detect the object in the traveling direction; a region determination step in which, based on the traveling direction information and the speed information, a region determination unit determines an automatic braking execution region for executing automatic braking of the vehicle, the region being sandwiched between the selected left and right boundary lines in the vehicle width direction and the selected right and left boundary lines in the vehicle width direction, as an automatic braking execution region for executing automatic braking of the vehicle, by referring to point clouds shown on the left and right in the vehicle width direction as position information of the dummy object detected by the plurality of the detection waves, the point clouds being shown on the left and right in the vehicle width direction as position information of the dummy object, the dummy object being considered to be a position that will not come into contact with the vehicle when the vehicle brakes and stops, when a dummy object serving as a test object for obtaining a detection error width of the detection waves is placed on left and right vehicle width lines extending in the traveling direction corresponding to the vehicle width of the vehicle or on lines along the left and right vehicle width lines that are set a predetermined distance outward in the vehicle width direction to provide a margin distance in the vehicle width direction for the vehicle; an automatic braking processing step in which, when the object is detected around the vehicle while the vehicle is traveling, an automatic braking processing unit determines to execute the automatic braking if the position information of the object is included in the automatic braking execution area, and not to execute the automatic braking if the object is not included; Including, The region determining step includes: when it is determined that the traveling direction information indicates reverse driving of the vehicle and the speed information during the reverse driving indicates slow reverse driving that is less than a second speed that is slower than a first speed that is preset as an execution condition for enabling the automatic braking during forward driving, determining the automatic braking execution region using the innermost boundary line of the outermost boundary line or the innermost boundary line that can be set during the reverse driving, when it is determined that the traveling direction information indicates the reverse traveling of the vehicle and that the speed information during the reverse traveling indicates high-speed reverse traveling that is equal to or less than the first speed and equal to or greater than the second speed, the automatic braking execution region is determined using the boundary line on the outermost edge of the boundary line on the outermost edge side or the boundary line on the innermost edge side that can be set during the reverse traveling. An automatic braking processing program for having a computer execute the processing.

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