Brake control device

Abstract

The present invention provides a kind of brake control device.The brake control device (200) of the brake action of control vehicle obtains the information of object (TG) detected in the surrounding of vehicle (VM), in the estimated path (PA2) of the object estimated according to the information of the object obtained and the estimated path (PA1) of the vehicle, the collision of the vehicle and the object is predicted, the collision range (CA) in the vehicle at the collision time (Ta) of the vehicle and the object is calculated, the position relationship of the collision range in the vehicle and the collision range in the vehicle according to the predetermined no braking range (NBA) in the vehicle, whether the brake action of the vehicle is controlled to be executed or not, or, the collision range in the object is calculated, the position relationship of the collision range in the object and the collision range in the object according to the predetermined no braking range in the object, whether the brake action of the vehicle is controlled to be executed or not.

Description

[0001] Cross-reference to related applications

[0002] This application claims priority based on Japanese Patent Application No. 2020-075255, filed on April 21, 2020, the entire disclosure of which is incorporated herein by reference. Technical Field

[0003] The invention relates to a braking control device that determines whether braking action should be performed when there is a possibility of collision between the vehicle and objects around the vehicle. Background Technology

[0004] Japanese Patent Application Publication No. 2008-213535 and Japanese Patent Application Publication No. 2020-8288 describe a method for determining the possibility of a collision between the vehicle and an object based on the predicted movement path of the vehicle and the movement path of objects around the vehicle. If a collision is possible, the vehicle is decelerated by performing braking to suppress the possibility of a collision.

[0005] However, a challenge exists: even in situations where a collision is possible, braking may increase the likelihood of a collision if the braking action is performed based on the collision scenario. For example, in a collision scenario where another vehicle is colliding in a specific area on the rear side, such as the trunk of the vehicle, braking may actually increase the likelihood of a collision. Therefore, it is desirable to suppress the likelihood of a collision even in such scenarios. Summary of the Invention

[0006] According to one aspect of this disclosure, a braking control device is provided for controlling the braking action of a vehicle. This braking control device acquires information about objects detected around the vehicle, and, based on an estimated path of the object and the estimated path of the vehicle derived from the acquired object information, predicts a collision between the vehicle and the object. It then calculates the collision range within the vehicle, including the collision point within the vehicle, at the time of the collision. Based on a predetermined positional relationship between the non-braking range within the vehicle and the collision range within the vehicle, it controls whether to perform braking action on the vehicle. Alternatively, it calculates the collision range within the object, including the collision point, and controls whether to perform braking action on the vehicle based on a predetermined positional relationship between the non-braking range within the object and the collision range within the object.

[0007] According to this braking control device, in collision scenarios where the likelihood of a collision increases despite braking, as described in the research paper, braking of the vehicle is not performed, thus suppressing the possibility of a collision. Furthermore, by using a collision range that includes the point of impact, the accuracy of collision location prediction can be improved. Attached Figure Description

[0008] By referring to the appendix Figure 1 As will be described in detail below, the above-mentioned objects, as well as other objects, features, and advantages of this disclosure, will become clearer.

[0009] Figure 1 This is a structural diagram of the vehicle control system.

[0010] Figure 2 This is an explanatory diagram of the area where the vehicle exists on the XY plane of a two-dimensional coordinate system.

[0011] Figure 3 This is an illustration of the region where the object exists on the XY plane of a two-dimensional coordinate system.

[0012] Figure 4 This is an explanatory diagram of the vehicle solid and the target solid in a three-dimensional coordinate system.

[0013] Figure 5 This is an explanatory diagram illustrating the collision determination of the vehicle and the target based on the vehicle's three-dimensional and target three-dimensional perspectives.

[0014] Figure 6 This is an explanatory diagram showing the XY coordinates during a collision.

[0015] Figure 7 This is an explanatory diagram showing the relationship between the collision location and the collision range.

[0016] Figure 8 This is an explanatory diagram illustrating the first example of a collision range.

[0017] Figure 9 This is an explanatory diagram illustrating the second example of the collision range.

[0018] Figure 10 This is an explanatory diagram illustrating the third example of the collision range.

[0019] Figure 11 This is an explanatory diagram for the fourth example showing the collision range.

[0020] Figure 12 This is an explanatory diagram illustrating an example of a one-dimensional coordinate system used in braking determination based on the collision range.

[0021] Figure 13 This is an explanatory diagram illustrating braking determination based on the collision range.

[0022] Figure 14 This is a flowchart illustrating the steps involved in determining braking based on the collision range.

[0023] Figure 15This is a flowchart illustrating the steps of braking determination based on collision range in the second embodiment.

[0024] Figure 16 This is the first explanatory diagram showing the braking determination based on the collision range.

[0025] Figure 17 This is a second explanatory diagram illustrating the braking determination based on the collision range.

[0026] Figure 18 This is a flowchart illustrating the steps of braking determination based on collision range in the third embodiment.

[0027] Figure 19 This is a flowchart illustrating the steps of braking determination based on collision range in the fourth embodiment.

[0028] Figure 20 This is an explanatory diagram showing the collision range in the fifth embodiment. Detailed Implementation

[0029] A. First implementation method:

[0030] A vehicle control system equipped with the braking control device disclosed herein is applied to a vehicle. Figure 1 The vehicle control system 10 shown includes an object detection device 110 and a brake control ECU 200, which is equivalent to a brake control device.

[0031] The object detection device 110 transmits millimeter waves and detects the position of objects around the vehicle and their relative speed with respect to the vehicle based on the reflected waves generated by the millimeter waves being reflected by objects (hereinafter also referred to as "objects"). The object detection device 110 includes a millimeter-wave radar sensor 111 and a radar ECU 112.

[0032] Millimeter-wave radar sensors 111 are installed, for example, at the front and rear of the vehicle, emitting millimeter waves around the vehicle and receiving the reflected waves. The millimeter-wave radar sensors 111 output the reflected wave signal related to the received reflected waves to the radar ECU 112.

[0033] The radar ECU 112 calculates the positions of objects around the vehicle and their relative speeds relative to the vehicle based on the reflected wave signals output from the millimeter-wave radar sensor 111. The radar ECU 112 then outputs the calculated positions and relative speeds of the objects to the brake control ECU 200. The radar ECU 112 is, for example, a computer equipped with a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), and input / output interfaces. Furthermore, ECU is an abbreviation for Electronic Control Unit.

[0034] The brake control ECU 200 is connected to a yaw rate sensor 120, a steering angle sensor 130, a wheel speed sensor 140, and a collision mitigation device 300. The yaw rate sensor 120 is, for example, located in the center of the vehicle and outputs a yaw rate signal corresponding to the rate of change in the vehicle's steering input to the brake control ECU 200. The steering angle sensor 130 is, for example, mounted on the vehicle's steering column and outputs a steering angle signal corresponding to the change in the steering angle of the steering wheel as the driver operates it to the brake control ECU 200. The wheel speed sensor 140 is, for example, mounted on the vehicle's wheels and outputs a wheel speed signal corresponding to the vehicle's wheel speed to the brake control ECU 200.

[0035] The collision suppression device 300 is a device for suppressing collisions between an object and the vehicle. In this embodiment, it includes a braking device 310 and a seat belt actuator 320.

[0036] The braking device 310 controls the braking performed by the brake actuator. Specifically, it controls the braking force of the brake actuator based on the deceleration signal output from the brake control ECU 200. The amount of deceleration of the vehicle is adjusted by controlling the braking force of the brake actuator. The seat belt actuator 320 activates the seat belt winding device based on the start signal output from the brake control ECU 200, winding the seat belt to tighten it.

[0037] The braking control ECU 200 determines whether a collision has occurred between the object and the vehicle based on the position of the object output from the object detection device 110 and the relative speed of the object relative to the vehicle. Furthermore, if a collision occurs, it determines whether to execute braking action by the braking device 310 based on the collision range including the point of collision. Specifically, the braking control ECU 200 calculates the vehicle's three-dimensional form in a virtually formed three-dimensional coordinate system, representing the displacement of the vehicle's area along its estimated path. Additionally, the braking control ECU 200 calculates the object's three-dimensional form in the same three-dimensional coordinate system, representing the displacement of the object's area along its estimated path based on the object's position and relative speed output from the object detection device 110. Furthermore, it determines whether a collision has occurred between the vehicle and the object based on whether the vehicle and object three-dimensional forms intersect. Furthermore, the braking control ECU 200 calculates the collision range based on the position of the object within the collision judgment range surrounding the area where the vehicle and the object collide at the collision timing. It then controls whether to perform braking actions based on the collision range. Additionally, the position of the object and its relative speed to the vehicle, output from the object detection device 110, constitute "object information," or "object information."

[0038] If a collision is determined to have occurred between the vehicle and an object, and braking is initiated, the brake control ECU 200 performs collision suppression control relative to the vehicle by activating the collision suppression device 300. For example, the brake control ECU 200 performs collision suppression control by generating and outputting a deceleration signal to the braking device 310 and an activation signal to the seatbelt actuator 320.

[0039] The collision determination and braking control functions performed by the aforementioned braking control ECU 200 are implemented through various functional units, including the vehicle displacement calculation unit 210, the object displacement calculation unit 220, the collision determination unit 230, the collision range calculation unit 240, and the braking determination unit 250. Furthermore, the vehicle displacement calculation unit 210 is implemented by the vehicle path estimation unit 211, the vehicle area calculation unit 212, and the vehicle information calculation unit 213. The object displacement calculation unit 220 is implemented by the object path estimation unit 221, the object area calculation unit 222, and the object information calculation unit 223. The braking control ECU 200 is composed of a computer equipped with a CPU, ROM, RAM, and input / output interfaces, and each of the aforementioned functional units is implemented by the CPU executing applications corresponding to their respective functions.

[0040] As explained below, the vehicle displacement calculation unit 210 calculates the vehicle solid in a virtually formed three-dimensional coordinate system, which represents the displacement of the vehicle's presence area along the estimated path of the vehicle. Similarly, the object displacement calculation unit 220 also calculates the object solid in a three-dimensional coordinate system, as explained below, which represents the displacement of the object's presence area along the estimated path of the object, calculated based on the object's position output from the object detection device 110 and the object's relative velocity to the vehicle.

[0041] In the vehicle movement calculation unit 210, the vehicle path estimation unit 211 calculates the estimated vehicle path PA1, representing the estimated path of the vehicle, based on the rate of change of the vehicle's steering input and the vehicle's speed. In this embodiment, the vehicle path estimation unit 211 calculates the estimated turning radius of the vehicle based on the vehicle's yaw rate calculated using the yaw rate signal from the yaw rate sensor 120 and the vehicle speed calculated using the wheel speed signal from the wheel speed sensor 140. Furthermore, the path along which the vehicle travels along the calculated estimated turning radius is calculated as the estimated vehicle path PA1. Alternatively, the rate of change of the vehicle's steering input can also be calculated based on the steering angle signal from the steering angle sensor 130.

[0042] The vehicle area calculation unit 212 calculates the vehicle presence area EA1 on the XY plane of a two-dimensional coordinate system defined by the distance Y in the current vehicle travel direction and the distance X in the vehicle width direction. This vehicle presence area EA1 represents the area where the vehicle exists at regular intervals along the estimated path PA1. In this embodiment, the vehicle area calculation unit 212 calculates the vehicle presence area EA1 at each position on the estimated path PA1 during the period from the current time T0 (hereinafter also referred to as "current T0") to the estimated end time TN.

[0043] exist Figure 2 The upper section shows the vehicle presence area EA1 calculated for the vehicle VM at the current time T0, i.e., when time T is 0. In this embodiment, the vehicle presence area EA1 is defined as a rectangular area encompassing the outer periphery of the vehicle VM when viewed from above. The vehicle area calculation unit 212 determines the rectangular area forming the vehicle presence area EA1 based on vehicle specifications representing the size of the vehicle. For example, the vehicle presence area EA1 at the current time T0 is defined as the reference position P0 of the vehicle VM, which is the intersection of the X-axis and Y-axis (0, 0). Furthermore, the reference position P0 of the vehicle VM is set to be the center in the width direction in front of the vehicle.

[0044] exist Figure 2 The lower section, relative to Figure 2The upper section shows the vehicle's presence area EA1 at the current time T0, and the future vehicle presence area EA1 at the current time T is T1, showing a comparative state. Furthermore, in the lower section's diagram, for ease of explanation, dashed lines are used to represent the vehicle's presence area EA1 at the current time T0 and the future vehicle presence area EA1 at the current time T is T2 (T2 > T1).

[0045] The future vehicle presence area EA1, which is the area where the vehicle VM moves along the estimated vehicle path PA1 after a time T1 has elapsed from the current vehicle position at T0, represents the vehicle presence area after a time T1 has elapsed from the current vehicle position at T0. For example, the vehicle area calculation unit 212 calculates the passing position on the estimated vehicle path PA1 after a time Tn (where n is a value between 0 and N) from the reference position P0 of the vehicle VM at the current T0, based on the estimated vehicle path PA1 calculated at the current vehicle position at T0 and the vehicle speed. Furthermore, the rectangular area with each passing position as the reference position Pn is calculated as the future vehicle presence area EA1 after a time Tn from the current T0. In this embodiment, the orientation of the vehicle presence area EA1 at each elapsed time Tn is determined as the orientation of the tangent of the estimated vehicle path PA1 at each reference position Pn.

[0046] The vehicle information calculation unit 213 calculates the vehicle three-dimensional structure D1, representing the shift of the vehicle's existing area EA1, in a three-dimensional coordinate system defined by the distance Y in the vehicle's travel direction, the distance X in the vehicle width direction, and the elapsed time T from the current T0. This is achieved by supplementing multiple existing areas EA1 of the vehicle. Figure 4 In the three-dimensional coordinate system shown, point (0, 0, 0) represents the reference position P0 of the vehicle at the current time T0. The vehicle's solid D1 represents the movement of the vehicle's area EA1 in the three-dimensional coordinate system over time T. Figure 4 In the predicted time span from the current T0 to the estimated end time TN, the vehicle's three-dimensional D1 is calculated.

[0047] In this embodiment, the vehicle information calculation unit 213 converts the calculated multiple vehicle presence areas EA1 into information in a three-dimensional coordinate system. Furthermore, the vehicle solid-state D1 is calculated by adding straight lines between the four corners of adjacent vehicle presence areas EA1 in the direction extending from the T-axis, which determines the elapsed time, in the three-dimensional coordinate system.

[0048] In the object movement calculation unit 220, the object path estimation unit 221 calculates an object estimation path PA2, representing the estimated path of the object, based on the position of the object detected by the object detection device 110 and the relative speed of the object relative to the vehicle. For example, the object path estimation unit 221 calculates the movement trajectory of the object based on the change in the position of the object detected by the object detection device 110, and uses this movement trajectory as the object estimation path PA2. Furthermore, the object estimation path PA2 is equivalent to "the estimated path of the object".

[0049] The object area calculation unit 222 calculates the object presence area EA2 on the XY plane of a two-dimensional coordinate system defined with the current position of the vehicle as a reference. EA2 represents the area where an object exists at regular intervals along the object estimation path PA2. The object presence area EA2 represents the area where an object exists at regular intervals when the object moves along the object estimation path PA2. The object presence area EA2 is equivalent to the "object presence area".

[0050] exist Figure 3 The upper section shows the object presence area EA2 calculated for the object TG at the current T0. The object presence area EA2 on the XY plane under the current T0 represents the presence area of ​​the object TG detected by the object detection device 110 at the current vehicle position. In this embodiment, other vehicles are shown as examples of the object TG. The object area calculation unit 222 sets the object presence area EA2 as a rectangular area that includes the outer periphery of all objects when viewed from above. For example, the rectangular area forming the object presence area EA2 is set according to the size of the object calculated by the object detection device 110.

[0051] exist Figure 3 The lower section, relative to Figure 3 The object presence area EA2 shown in the upper section at the current T0 is compared with the object presence area EA2 at the future time T1 elapsed from the current T0. For example, the object area calculation unit 222 calculates the passing position on the object estimation path PA2 after time Tn has elapsed from the reference position B0 of the object TG at the current T0, based on the relative speed between the object estimation path PA2 and the object with the vehicle as the reference. Furthermore, it calculates the rectangular area with each passing position as the reference position Bn as the future object presence area EA2 at the future time Tn elapsed from the current T0.

[0052] The object information calculation unit 223 calculates the object solid D2 by supplementing multiple object existence regions EA2 in a three-dimensional coordinate system defined with the current position of the vehicle at T0 as the reference. The object solid D2 represents the solid of the object existence region EA2 shift. Figure 4The illustrated solid D2 represents the movement of the object existence region EA2 in a three-dimensional coordinate system over time T. In this embodiment, the object information calculation unit 223 converts the calculated multiple object existence regions EA2 into information in a three-dimensional coordinate system. Furthermore, in the three-dimensional coordinate system, the solid D2 is calculated by adding straight lines between the four corners of adjacent object existence regions EA2 in the direction extending from the T-axis, which determines the elapsed time. In addition, the object existence region EA2 corresponds to the "object existence region," and the solid D2 corresponds to the "object solid."

[0053] The collision determination unit 230 determines whether a collision has occurred between the vehicle's three-dimensional form D1 and the target's three-dimensional form D2, based on whether they intersect. In this embodiment, the collision determination unit 230 uses the vehicle's three-dimensional form D1 to calculate a first determination area DA1, which represents the vehicle's presence area EA1 at a set elapsed time T. Furthermore, it uses the target's three-dimensional form D2 to calculate a second determination area DA2, which represents the target's presence area EA2 at the same elapsed time T as the first determination area DA1. Moreover, if there is an overlap between the calculated first determination area DA1 and second determination area DA2 at the same elapsed time T, it is determined that the vehicle's three-dimensional form D1 and the target's three-dimensional form D2 intersect.

[0054] When the vehicle's solid D1 and the object's solid D2 intersect, if Figure 5 As shown, in the XY plane at the same elapsed time Ta, there is an overlapping region CPA in the first determination region DA1 and the second determination region DA2. Therefore, when there is an overlapping region CPA in the first determination region DA1 and the second determination region DA2 at the same elapsed time T, the collision determination unit 230 determines that the vehicle has collided with the object.

[0055] On the other hand, when the vehicle's three-dimensional form D1 and the target's three-dimensional form D2 do not intersect, there is no overlapping region CPA in the first determination region DA1 and the second determination region DA2 in the XY plane at all elapsed times T. Therefore, when there is no overlapping region CPA in the first determination region DA1 and the second determination region DA2 at the same elapsed time T, the collision determination unit 230 determines that the vehicle does not collide with the target.

[0056] In this embodiment, the collision determination unit 230 calculates a first determination region DA1 and a second determination region DA2 at predetermined elapsed time intervals ΔT during the period from the current time T0 to the estimated end time TN. Then, it uses the calculated first determination region DA1 and second determination region DA2 at the same elapsed time T to determine whether there is a duplicate region CPA.

[0057] As explained below, the collision range calculation unit 240 calculates the collision range CA, including the collision point CP, based on the positional relationship between the vehicle's presence area EA1 and the target presence area EA2 at the predicted collision elapsed time Ta (hereinafter also referred to as "collision timing Ta"). This collision range CA, instead of the collision point CP, is used as the collision position where the target TG collides with the vehicle VM. Furthermore, the collision point CP and the collision range CA are the collision point and collision range within the vehicle. Moreover, as described later, the braking determination unit 250 controls whether to perform braking action on the vehicle based on the positional relationship between the collision range CA and the predetermined non-braking range NBA within the vehicle.

[0058] The use of collision range CA in braking control here is for the following reasons. Figure 6 As shown, when the target TG collides with the vehicle VM is another vehicle in a first tilted state close to the side (i.e., the first target TGa), the collision occurs at the first collision point CPa on the side of the vehicle VM, at the front. Conversely, when the target TG collides with the vehicle VM is a second target TGb in a state close to the side but tilted in the opposite direction to the first target TGa, the collision occurs at the second collision point CPb on the side of the vehicle VM, at a position further rear than the first collision point CPa. Therefore, when controlling whether to perform braking based on the positional relationship between the collision point CP and the non-braking range NBA, the deviation in positional relationship is large, thus reducing the accuracy of the control. Therefore, in this embodiment, the collision range CA is used instead of the collision point CP, and the braking action of the vehicle is controlled based on the positional relationship between the collision range CA and the non-braking range NBA.

[0059] To determine the location of the vehicle's location area EA1 and the target location area EA2 under the collision timing Ta, such as Figure 7 As shown, the collision range calculation unit 240 uses coordinates on the XY plane of a two-dimensional coordinate system defined by the distance Y in the vehicle's travel direction and the distance X in the vehicle width direction. Figure 7The XY plane shown is defined as follows: the reference position Pa of the vehicle VM under collision time Ta is the intersection of the X and Y axes (0, 0). The vehicle's presence area EA1 and the target presence area EA2 under collision time Ta can be represented by the coordinates of their positions in the defined XY plane. The position of the vehicle's presence area EA1 can be represented by the coordinates of the four corner points of the defined XY plane: left front point Vfl, right front point Vfr, left rear point Vrl, and right rear point Vrr. Similarly, the target presence area EA2 can be represented by the coordinates of the four corner points of the defined XY plane: left front point Tfl, right front point Tfr, left rear point Trl, and right rear point Trr. Alternatively, the XY plane defined in the current T0 (see reference...) can also be used. Figure 2 The positions of the vehicle's location area EA1 and the target location area EA2 at collision timing Ta are represented by the following: Since the reference position Pa of the vehicle's VM at collision timing Ta is used as the intersection of the X-axis and Y-axis (0, 0), the amount of data processed to calculate the collision range can be reduced, thus reducing the computational load on the collision range calculation unit 240.

[0060] The collision range CA is determined by the positional relationship between the vehicle's location area EA1 and the target location area EA2 at the collision time Ta. Specifically, for example... Figures 8-11 As shown, the collision judgment range CJ is defined by the positional relationship between the outer periphery of the vehicle presence area EA1 set in the vehicle VM and the object presence area EA2.

[0061] The collision detection range CJ defined around the periphery of the vehicle's presence area EA1 includes a collision detection range CJl on the left side, a collision detection range CJr on the right side, a collision detection range CJf on the front side, and a collision detection range CJr on the rear side of the vehicle's presence area EA1. The collision detection range CJl on the left side of the vehicle VM is defined as a rectangular area determined by the coordinates of two points offset inward by a predetermined margin in the X direction from the two corner points Vfl and Vrl on the left side of the vehicle's presence area EA1, and the coordinates of two points offset outward by a predetermined width in the X direction from the two corner points Vfl and Vrl on the right side. The collision detection range CJr on the right side of the vehicle VM is also defined as a rectangular area determined by the coordinates of four points based on the two corner points Vfr and Vrr on the right side of the vehicle's presence area EA1. The front collision detection range CJf of vehicle VM is set as a rectangular area defined by the coordinates of two points offset inward by a predetermined margin in the Y direction from points Vfl and Vfr at the two corners of the front side of the vehicle's area EA1, and the coordinates of two points offset outward by a predetermined width in the Y direction from points Vfl and Vfr at the two corners. The rear collision detection range CJb of vehicle VM is also set similarly to the front collision detection range CJf, defined by the coordinates of four points based on points Vrl and Vrr at the two corners of the rear side of the vehicle's area EA1.

[0062] like Figure 8 As shown, in the event of a collision between the target TG and the left side of the vehicle VM, the distance along the Y direction between the endpoints of the target presence area EA2 within the left-side collision judgment range CJl, i.e., the two target endpoints CJPr and CJPl, is defined as the collision range CA. One target endpoint CJPr is the endpoint from the vehicle VM side toward the right, and CJPl is the endpoint from the vehicle VM side toward the left. The distance along the Y direction between the two target endpoints CJPr and CJPl is equivalent to the distance between two positions CAr and CA1 projected onto the edge of the vehicle presence area EA1, which is parallel to the outer edge of the collision judgment range CJl, from the two target endpoints CJPr and CJPl within the target presence area EA2 of the collision judgment range CJl.

[0063] Furthermore, although the illustration is omitted, in the case of a collision between the object TG and the right side of the vehicle VM, the distance along the Y direction between the two object endpoints CJPr and CJPl of the object presence area EA2 within the collision judgment range CJr on the right side is also taken as the collision range CA.

[0064] In addition, such as Figure 9As shown, in the event of a collision between the object TG and the front side of the vehicle VM, the distance along the X-direction between the endpoints of the object presence area EA2 within the collision judgment range CJf (i.e., the two object endpoints CJPr and CJPl) is defined as the collision range CA. The distance along the X-direction between the two object endpoints CJPr and CJPl is equivalent to the distance between the two positions Car and CA1 projected onto the side of the vehicle presence area EA1, which is parallel to the outer edge of the collision judgment range CJf, from the two object endpoints CJPr and CJPl within the object presence area EA2 of the object presence area EA2 that have entered the collision judgment range CJf.

[0065] Furthermore, although the illustration is omitted, in the case of a collision between the object TG and the rear side of the vehicle VM, the distance along the X direction between the two object endpoints CJPr and CJPl in the object presence area EA2 within the rear collision judgment range CJb is also taken as the collision range CA.

[0066] In addition, such as Figure 10 As shown, in the event of a collision between the target TG and the point Vfl at the left front corner of the vehicle VM, there is a possibility that the target's location area EA2 may cross both the left-side collision assessment range CJl and the front-side collision assessment range CJf. In this case, the collision range CA is defined as the area from the target endpoint CJPl, which is furthest from the collision point CP of the target location area EA2 within the left-side collision assessment range CJl, to the target endpoint CJPr, which is furthest from the collision point CP of the target location area EA2 within the front-side collision assessment range CJf. Specifically, the collision range CA is defined as the distance along the Y direction from one target endpoint CJPl to the upper end of the left-side collision assessment range CJl, and the distance along the X direction from the left end of the front-side collision assessment range CJf to the other target endpoint CJPr. Furthermore, the distance along the Y direction from one endpoint CJPl to the upper end of the left-side collision judgment range CJl is equivalent to the distance between the positions Cal and Vfl of the vehicle presence area EA1, which is parallel to the outer edge of the collision judgment range CJl, projected onto the endpoint CJPl entering the left-side collision judgment range CJl and the upper end of the outer edge of the collision judgment range CJl. Additionally, the distance along the X direction from the left end of the front collision judgment range CJf to another endpoint CJPr is equivalent to the distance between the positions Car and Vfl of the vehicle presence area EA1, which is parallel to the outer edge of the collision judgment range CJf, projected onto the endpoint CJPr entering the front collision judgment range CJf and the left end of the outer edge of the collision judgment range CJf.

[0067] Furthermore, although the illustration is omitted, in the case where the object TG collides with the vehicle VM at other corners, and the object's existence area EA2 spans both collision judgment ranges, the collision range CA will also be defined as the range from the point farthest from the collision point CP of the object's existence area EA2 within one collision judgment range to the point farthest from the collision point CP of the object's existence area EA2 within the other collision judgment range.

[0068] in addition, Figures 8-10 The collision range CA is illustrated using the scenario of a collision between the object TG and the vehicle VM as an example. However, if... Figure 11 As shown, the collision range CA in the case of a collision between the vehicle VM and the object TG can also be defined as the range represented by the interval between the two object endpoints CJPr and CJPl of the object existence area EA2 that enters the collision judgment range of the vehicle. Figure 11 This example illustrates the collision range CA in the case where the vehicle VM collides with the right side of the target TG. In this case, since the target presence area EA2 extends from the left end to the right end of the front collision judgment range CJf, the two endpoints of the outer edge of the collision judgment range CJf become the two target endpoints CJPr and CJPl of the target presence area EA2 entering the collision judgment range CJf. Furthermore, the distance between the two target endpoints CJPr and CJPl along the X direction is equivalent to the distance between two positions Car and CA1 projected onto the edge of the vehicle presence area EA1, which is parallel to the outer edge of the collision judgment range CJf, from the two target endpoints CJPr and CJPl of the target presence area EA2 entering the collision judgment range CJl. Additionally, the distance represented by the distance between the two positions Car and CA1 is equivalent to the entire range of the collision judgment range CJf along the X direction.

[0069] Furthermore, although the illustration is omitted, the collision range CA in the case of collision between the vehicle VM and the other surface of the object TG is also defined as the range from one endpoint CJPl of the object presence area EA2 to another CJPr within the collision judgment range of the vehicle.

[0070] Here, as described above, the calculated positions Cal and Car of the ends of the collision range CA are represented by coordinates on the XY plane. In the collision judgment range CJl on the left side and CJr on the right side of the vehicle VM, the Y-direction coordinate values ​​change; in the collision judgment range CJf on the front side and CJb on the rear side, the X-direction coordinate values ​​change. When the braking judgment unit 250 uses the collision range CA represented by such XY plane coordinates to make judgments related to the vehicle's braking action (described later), the changes in the two-dimensional X and Y directions need to be considered, making the process complex. Therefore, the collision range calculation unit 240 converts the positions Cal and Car of the ends of the collision range CA, represented in a two-dimensional coordinate system, into coordinates in a one-dimensional coordinate system.

[0071] As a one-dimensional coordinate system, the two endpoints CJPl and CJPr corresponding to the projected and collision range CA positions CA1 and CAr are used (refer to...). Figures 8-11 The coordinate system of the outer perimeter of region EA1 of the vehicle exists. In this embodiment, as... Figure 12 The diagram shows a coordinate system where the lengths of the front edge Sf, left edge Sl, rear edge Sb, and right edge Sr of the vehicle's region EA1 are each set to "1 (100%)", the center position of the front edge Sf is set to the origin "0", and the center position of the rear edge Sb is set to "-2 (-200%)" in the counterclockwise direction and "2 (200%)" in the clockwise direction. However, this is not a limitation, and various settings are possible.

[0072] For example, in Figure 10 In the collision state shown, the difference between the Y-coordinates of the left front point Vfl and the left end position CA1 of the collision range CA is 10% relative to the difference between the Y-coordinates of the left front point Vfl and the left rear point Vrl. In this case, as... Figure 12 As shown, the coordinates of CA1 at the left end are converted to -0.6. Additionally, in Figure 10 In the collision state shown, the difference between the X-coordinates of the left front point Vfl and the right end position CAr of the collision range CA is 20% relative to the difference between the X-coordinates of the left front point Vfl and the right front point Vfr. In this case, as... Figure 12 As shown, the coordinates of the right-hand position CAr are converted to -0.3.

[0073] like Figure 13As shown, the braking determination unit 250 determines whether to perform braking action by the braking device 310 based on the positional relationship between the collision range CA in the vehicle calculated by the collision range calculation unit 240 and the non-braking range NBA in the vehicle, and controls the braking action of the vehicle. The non-braking range NBA in the vehicle is a range predetermined for the area EA1 where the vehicle exists, and the range other than the non-braking range NBA is predetermined as the brakeable range BA. The non-braking range NBA is set to be an area where the possibility of collision with the area where the occupants of the vehicle is located increases if the vehicle decelerates, so it is preferable not to perform automatic braking action according to the driver's acceleration intention, for example, the area corresponding to the trunk position at the rear of the vehicle. The brakeable range BA is preferably an area where the vehicle decelerates in order to reduce the possibility of collision.

[0074] like Figure 13 As shown in the left column, when the collision range CA is only contained within the brakeable range BA, the object TG only collides with the non-braking range NBA of the vehicle VM. Therefore, the braking determination unit 250 makes the braking performed by the braking device 310 non-operational and does not perform the braking action of the vehicle.

[0075] In addition, such as Figure 13 As shown in the right column, when the collision range CA is only contained within the brakeable range BA, the object TG only collides with the brakeable range BA of the vehicle VM. Therefore, the braking determination unit 250 activates the braking action performed by the braking device 310 and performs the braking action of the vehicle.

[0076] In addition, such as Figure 13 As shown in the central column, when the collision range CA is included in both the non-braking range NBA and the brakeable range BA, since the target TG collides not only with the non-braking range NBA but also with the brakeable range BA, the braking determination unit 250 prioritizes the braking action and causes the braking action performed by the braking device 310 to be performed, thus executing the braking action of the vehicle.

[0077] The above description describes the collision determination performed by the braking control ECU200 and the braking control based on... Figure 6 The steps shown are followed for implementation. Furthermore, after instructing the brake control ECU 200 to execute the process, the process continues to be implemented until the instruction to complete.

[0078] In step S110, the object detection device 110 detects the target TG ahead. In step S120, the vehicle displacement calculation unit 210 calculates the vehicle solid D1 in a three-dimensional coordinate system defined with the current position of the vehicle VM as a reference. This vehicle solid D1 represents the displacement of the vehicle's existence area EA1 on the estimated path PA1 of the vehicle from the current position to a certain time later (see reference). Figure 2, Figure 4 Additionally, in step S120, the object displacement calculation unit 220 calculates the object solid D2 in the aforementioned three-dimensional coordinate system. This object solid D2 represents the displacement of the object presence area EA2 on the object estimation path PA2, calculated based on the position of the object TG output from the object detection device 110 and the relative velocity of the object TG relative to the vehicle VM (see reference). Figure 3 , Figure 4 Furthermore, as for the specific steps of calculating the vehicle solid D1 and the object solid D2, for example, the steps described in the aforementioned prior art document 2 (Japanese Patent Application Publication No. 2020-8288) can be used.

[0079] In step S130, the collision determination unit 230 determines whether the object TG collides with the vehicle VM based on whether the vehicle's three-dimensional form D1 and the object's three-dimensional form D2 intersect, as calculated in step S120. Specifically, if using Figure 5 As explained, if there is an overlapping region CPA in the first determination region DA1 and the second determination region DA2 at the same elapsed time T, it is determined that there is an intersection between the vehicle's spatial dimension D1 and the target spatial dimension D2, and it is determined that the target TG has collided with the vehicle VM. If it is determined that the target TG has collided with the vehicle VM, proceed to step S140. If it is determined that the vehicle's spatial dimension D1 and the target spatial dimension D2 do not intersect, and the target TG has not collided with the vehicle VM, the process returns to step S110.

[0080] In step S140, the collision range calculation unit 240 calculates the positions of the vehicle VM and the target TG at the collision timing Ta, specifically the positions of the vehicle presence area EA1 and the target presence area EA2 (see reference). Figure 7 In step S150, the collision range CA of the vehicle is calculated by the collision range calculation unit 240 (refer to...). Figures 8-12 ).

[0081] In step S160, the braking determination unit 250 determines whether the collision range CA is only included in the non-braking range NBA. For example... Figure 13 As shown, if the collision range CA is only contained within the non-braking range NBA, the braking action of the vehicle performed by the braking device 310 is deactivated, and the process returns to step S110. Conversely, if the collision range CA is not only contained within the non-braking range NBA, that is, if it is only contained within the brakeable range BA or includes both the brakeable range BA and the non-braking range NBA, the braking action of the vehicle performed by the braking device 310 is executed in step S170. Moreover, until an instruction to end the process is received, the process returns to step S110 and repeats. Figure 6The processing will end if an instruction to end the processing is given. Figure 6 The processing.

[0082] In the embodiments described above, when the collision range CA is only contained within the non-braking range NBA, and the target TG only collides with the non-braking range of the vehicle VM, the braking action of the vehicle VM is deactivated, and the braking action of the vehicle VM is not performed. Here, as described above, the non-braking range NBA is considered to be an area where the possibility of collision with the occupants of the vehicle is high if the vehicle decelerates; therefore, it is preferable not to perform automatic braking based on the driver's acceleration intention. Therefore, when the target TG only collides with the non-braking range of the vehicle VM, the braking action of the vehicle VM is deactivated, the braking action of the vehicle VM is not performed, the vehicle VM is not decelerated, thereby reducing the possibility of collision.

[0083] Furthermore, since the collision position within the vehicle that is colliding with the object TG and the vehicle VM is processed within the collision range CA, the collision position can be processed while taking into account the deviation when processing at the collision point CP, thus improving the accuracy of collision position prediction.

[0084] In addition, by using a one-dimensional coordinate system formed by unfolding the outer perimeter of the vehicle's area EA1 to represent the respective positions of the collision range CA, the braking range BA, and the non-braking range NBA, the positional relationship between the collision range CA and the non-braking range NBA and the braking range BA can be easily determined.

[0085] Furthermore, in a three-dimensional coordinate system that includes elapsed time from the present, whether or not a collision occurs between the object and the vehicle is determined based on whether the solid representing the movement of the vehicle's location area EA1 (i.e., vehicle solid D1) and the solid representing the movement of the object's location area EA2 (i.e., object solid D2) intersect. In this case, by using the extended vehicle solid D1 and object solid D2 in the three-dimensional coordinate system for collision determination, the area of ​​intersection becomes larger compared to cases where the movement trajectories intersect. As a result, collision determination can be performed for various scenarios that include the object's positional relationship with the vehicle and the object's movement state, thus allowing for an appropriate determination of whether or not a collision occurs between the object and the vehicle. Moreover, since collision is determined based on whether or not the vehicle solid D1 and object solid D2 intersect in the three-dimensional coordinate system, the elapsed time can be taken into account to appropriately determine whether or not a collision occurs.

[0086] B. Second implementation method:

[0087] The second embodiment, in addition to being based on Figure 15Except for the steps shown to implement the collision determination and braking control performed by the braking control ECU 200, the structure is the same as that of the first embodiment. Therefore, the same reference numerals are used to mark the same parts in the second and first embodiments, and their descriptions are omitted. Figure 15 The processing shown only applies to... Figure 14 The difference lies in the fact that step S160 in the first embodiment is replaced by steps S162, S164, and S166.

[0088] In step S150, after the collision range calculation unit 240 calculates the collision range CA of the vehicle, the calculated collision range CA is stored in a predetermined storage area. Furthermore, in step S162, the collision range calculation unit 240 determines whether the accumulated collision range CA in the storage area has reached a predetermined certain number or more. If the accumulated number of collision range CAs is less than a certain number, the process returns to step S110, and steps S110 to S150 are repeated. If the number exceeds a certain number, step S164 is executed.

[0089] In step S164, the collision range calculation unit 240 calculates the average value CAm and standard deviation σ of a certain number of accumulated collision ranges CA. Specifically, it calculates the average value Calm and standard deviation σl of the left end position CA1 of the collision range CA, and the average value CArm and standard deviation σr of the right end position CAr.

[0090] In step S166, the braking determination unit 250 determines whether the collision range CAd, which also considers the standard deviation σ in the average value CAm, is only included in the non-braking range NBA. The collision range CAd is a range having a distribution calculated based on the average value CAm and the standard deviation σ; for example, it is a range with a distribution of ±3σ added to the average value CAm of the collision range CA. Specifically, as... Figure 16 As shown, the collision range CAd is the interval between the left end position (CAlm-3σl) which is extended outward by 3σl from the average value CAlm of the left end position CAAl and the right end position (CArm+3σr) which is extended outward by 3σr from the average value CArm of the right end position CAr.

[0091] Moreover, such as Figure 17 As shown, if the collision range CAd is only included in the non-braking range NBA, the braking action of the vehicle performed by the braking device 310 becomes inactive, and the process returns to step S110. Conversely, if the collision range CAd is not only included in the non-braking range NBA, that is, only included in the brakeable range BA (see...),... Figure 16In the case of both the brakeable range BA and the non-braking range NBA, in step S170, the braking action of the vehicle performed by the braking device 310 is executed.

[0092] In the embodiments described above, if it is predicted that the collision range CAd with a distribution is only contained within the non-braking range NBA, and the target TG only collides with the non-braking range NBA of the vehicle VM, then the braking action of the vehicle VM is deactivated, and the braking action of the vehicle VM is not performed. This improves the accuracy of collision range prediction and enhances the accuracy of controlling whether to perform braking action.

[0093] C. Third implementation method:

[0094] The third embodiment, in addition to being based on Figure 18 Except for the steps shown to implement the collision determination and braking control performed by the braking control ECU 200, the structure is the same as that of the first embodiment. Therefore, the same reference numerals are used to mark the same parts in the third embodiment and the first embodiment, and their descriptions are omitted. Figure 18 The processing shown only applies to... Figure 14 In the first embodiment shown, step S160 is replaced by step S160C, and an additional step is added between step S160C and step S170. Figure 15 The processing steps S162, S164, and S166 in the second embodiment shown are different in this respect.

[0095] In step S160, if the braking determination unit 250 determines that the collision range CA is only included in the non-braking range NBA, the process returns to step S110 (see reference). Figure 14 In contrast, the difference is that in step S160C, if the braking determination unit 250 determines that the collision range CA is only included in the non-braking range NBA, the system does not return to step S110 but proceeds to step S162. Otherwise, in step S170, the braking action of the vehicle performed by the braking device 310 is executed.

[0096] Furthermore, as described in the second embodiment, if it is determined in step S162 that the number of collision ranges CA is a certain number or more, in step S164, the average value CAm of the position of the collision ranges CA and the standard deviation σ (refer to) are calculated. Figure 15 Furthermore, in step S166, it is determined whether the collision range CAd, which also considers the standard deviation σ in the average value Cam, is only included in the non-braking range NBA. In the case where the collision range CAd is only included in the non-braking range NBA (see...),... Figure 17If the braking action of the vehicle performed by the braking device 310 is deemed inactive, the process returns to step S110. Conversely, if the collision range CAd is not limited to the non-braking range NBA (see [reference]...), the braking action of the vehicle is treated as inactive, and the process returns to step S110. Figure 16 In step S170, the braking action of the vehicle performed by the braking device 310 is executed.

[0097] In the embodiments described above, the braking action of the vehicle VM is deactivated only when both the collision range CA calculated in the case of a predicted collision and the subsequently calculated collision range CAd with distribution are contained within the no-braking range NBA. Thus, braking can be deactivated only when the probability that the collision location is within the no-braking range NBA is more reliable.

[0098] D. Fourth Implementation Method:

[0099] The fourth implementation method, in addition to being based on Figure 19 Except for the steps shown to implement the collision determination and braking control performed by the braking control ECU 200, the structure is the same as that of the first embodiment. Therefore, the same reference numerals are used to mark the same parts in the fourth embodiment and the first embodiment, and their descriptions are omitted. Figure 19 The processing shown is only available in Figure 14 The process in the first embodiment shown differs from that in that step S168 is added to the path from step S160 back to step S110.

[0100] In step S160, if it is determined that the collision range CA is only contained within the non-braking range NBA, and the braking action of the vehicle performed by the braking device 310 is rendered inactive, and the process returns to step S110, then in step S168, a notification is sent to the driver. The content of the notification could include, for example, a display or sound reminding the driver to accelerate to avoid a collision, or an indicator light or sound indicating acceleration.

[0101] In the embodiments described above, since the braking action of the vehicle is deactivated when the braking device 310 is deactivated, the driver can be reminded to accelerate. Therefore, the driver's acceleration operation can increase the likelihood of avoiding a collision.

[0102] In this embodiment, the structure of notification in step S168 is shown as an example, but it is also possible to replace the notification or, together with the notification, automatically perform the acceleration action by an acceleration device that automatically performs the acceleration action of the vehicle to actively avoid collision.

[0103] The content of this embodiment described above can also be applied in the second and third embodiments.

[0104] E. Fifth implementation method:

[0105] In the first embodiment, the collision range CA in the vehicle, defined by the positional relationship between the collision judgment range CJ of the vehicle's VM's outer periphery of the vehicle's VM's VM's VM's VM's VM's VM's VM's VM's VM's outer periphery of the collision judgment range EA1 and the object ... VM's VM's VM's outer periphery of the collision judgment range EA2 and the object's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's outer periphery of the collision judgment range EA1 and the object's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's VM's Figures 8-11 However, the positional relationship between the collision VM of this vehicle and the target TG is relative, such as... Figure 20 As shown, the collision range CA in the target can also be used, which is defined by the positional relationship between the collision judgment range CJ of the target TG's target presence area EA2 set at the collision timing Ta and the vehicle's presence area EA1. Additionally, the no-braking range NBA and the brakeable range BA used in this case are also the no-braking range and the brakeable range in the target.

[0106] The no-braking zone NBA in the target area is, for example, set to the area corresponding to the trunk area behind the vehicle. If a collision with this vehicle is predicted to occur in this area, for example, assuming the driver of the vehicle serving as the target accelerates, the probability that the driver of this vehicle will not decelerate is high. Therefore, if the collision range CA in the target area is only contained within the no-braking zone NBA in the target area, braking of this vehicle may not be required.

[0107] Furthermore, if the collision range CA and the no-braking range NBA in this vehicle are replaced with the collision range CA and the no-braking range NBA in the target, the processing steps of the first embodiment can also be applied (see [reference]). Figure 14 ).

[0108] Furthermore, the above description is based on the first embodiment, but the same applies to the other second to fourth embodiments.

[0109] F. Other implementation methods:

[0110] (1) In the above embodiment, the object detection device 110 is a device composed of a millimeter-wave radar sensor 111 and a radar ECU 112, but it is not limited to this. It may also be a device equipped with an image sensor that uses captured images to detect the position of an object, or a laser sensor that uses lasers to detect the position of an object. In addition, if the vehicle can perform inter-vehicle communication with other vehicles traveling around it, the vehicle may also obtain the position of an object detected by an object detection device of another vehicle through inter-vehicle communication. Alternatively, it may be a device that combines these various devices.

[0111] (2) In the above embodiment, the object TG is described using a vehicle as an example, but it is not limited to this. All objects that may collide with the vehicle, such as vehicles, bicycles, motorcycles, pedestrians, animals, and structures, can also be used as objects.

[0112] (3) In the above embodiment, the object existence area EA2 of the object TG is set to a rectangular area that includes the outer periphery of all objects when viewed from above, but it is not limited to this, and can also be set to any polygon that includes the outer periphery of all objects.

[0113] (4) In the first to fourth embodiments described above, the area corresponding to the trunk position behind the vehicle is set as the no-braking range NBA of the vehicle. However, this is not a limitation. It is also possible to set various ranges in which the possibility of collision with the area where the occupants of the vehicle is located increases if the vehicle decelerates. Therefore, it is preferable not to perform automatic braking based on the driver's acceleration intention as the no-braking range NBA of the vehicle. In addition, in the fifth embodiment, the area corresponding to the trunk position behind the vehicle that serves as the target is set as the no-braking range NBA of the target. However, this is not a limitation. It is also possible to set various ranges in which the possibility of avoiding collision can be high even if the vehicle accelerates past the target side without decelerating as the no-braking range NBA of the target.

[0114] (5) In the above embodiment, the positional relationship between the collision range CA and the non-braking range NBA is determined using a one-dimensional coordinate system converted from a two-dimensional coordinate system, but it is not limited to this; a two-dimensional coordinate system can also be used for determination. In the case of using a two-dimensional coordinate system, the processing becomes more complicated, but the positional relationship between the collision range CA and the non-braking range NBA can still be determined.

[0115] (6) In the above embodiment, collision is determined in a three-dimensional coordinate system based on whether the extended vehicle solid D1 and the target solid D2 intersect. However, this is not a limitation. Collision can also be determined in a two-dimensional coordinate system based on whether the linear estimated path PA1 of the vehicle and the linear estimated path PA2 of the target intersect. In this case, although the collision determination accuracy is lower than in the embodiment, it is still possible to determine whether a collision has occurred.

[0116] (7) In the above embodiment, a structure was described in which the collision range CA is used as the collision location, and the braking action of the vehicle is controlled based on the positional relationship between the collision range CA and the non-braking range NBA. However, it is not limited to this; the collision point CP can also be used as the collision location, and the braking action of the vehicle can be controlled based on the positional relationship between the collision point CP and the non-braking range NBA. In this case, although the accuracy of determining the positional relationship between the collision point CP and the non-braking range NBA is lower than that in the embodiment, it is still possible to control whether to perform the braking action of the vehicle based on the positional relationship between the collision point CP and the non-braking range NBA.

[0117] (8) In the above embodiments, the braking control device is composed of a computer equipped with a CPU, ROM, RAM, and input / output interfaces. Taking the braking control ECU200 as an example, the structure of implementing each function in software by executing applications corresponding to each function through the CPU has been described. However, it is not limited to this and can also be implemented in hardware using discrete circuits or integrated circuits. That is, the control device and method in the above embodiments can also be implemented by a dedicated computer, which is provided by a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and method described in this disclosure can also be implemented by a dedicated computer provided by using one or more dedicated hardware logic circuits to form a processor. Alternatively, the control unit and method described in this disclosure can also be implemented by one or more dedicated computers, which are composed of a processor and memory programmed to perform one or more functions and a processor composed of one or more hardware logic circuits. In addition, the computer program can also be stored as instructions executed by the computer on a computer-readable non-transitional tangible recording medium.

[0118] The present disclosure has been described above based on embodiments and modifications. However, the embodiments described above are for the purpose of easily understanding the content of the present disclosure and are not intended to limit the content of the present disclosure. The present disclosure can be modified and improved without departing from its spirit and the scope of the claims, and its equivalents are included in the present disclosure. For example, in order to solve part or all of the above-described problems, or to achieve part or all of the above-described effects, the technical features in the embodiments and modifications corresponding to the technical features in the various methods described in the summary section of the invention can be appropriately replaced or combined. Furthermore, any technical feature that is not described as essential in this specification can be appropriately deleted.

Claims

1. A braking control device, wherein the braking control device controls the braking action of the vehicle, Information about objects detected around the vehicle is acquired. If a collision between the vehicle and an object is predicted based on the estimated path of the object and the estimated path of the vehicle, the collision range within the vehicle, including the collision point, is calculated at the collision time. The vehicle's braking action is then controlled based on the predetermined positional relationship between the non-braking range (a part of the vehicle) and the collision range. Alternatively, the collision range within the object, including the collision point, is calculated, and the vehicle's braking action is controlled based on the predetermined positional relationship between the non-braking range (a part of the object) and the collision range. In a three-dimensional coordinate system defined by the distance in the vehicle's current direction of travel, the distance in the vehicle's width direction, and the elapsed time from the current moment, the collision point in the vehicle or the collision point in the object is calculated based on the positional relationship between the areas where the vehicle and the object exist at the time of the collision where they intersect. The aforementioned three-dimensional representation of the vehicle represents the displacement of the region where the vehicle exists along the presumed path of the vehicle, and the aforementioned three-dimensional representation of the object represents the displacement of the region where the object exists along the presumed path of the object. The collision range of the aforementioned vehicle is the range of the object's location projected into the collision judgment range surrounding the vehicle's area at the collision time, onto the side of the vehicle's area parallel to the outer side of the collision judgment range.

2. The braking control device according to claim 1, wherein, Without performing the aforementioned braking control of the vehicle, a notification or acceleration action is executed to remind the user of the aforementioned acceleration operation of the vehicle.

3. The braking control device according to claim 1, wherein, The location of the aforementioned collision range is represented by the values ​​of a one-dimensional coordinate system that expands the edge of the area where the vehicle exists based on a predetermined position reference.

4. The braking control device according to claim 2, wherein, The location of the aforementioned collision range is represented by the values ​​of a one-dimensional coordinate system that expands the edge of the area where the vehicle exists based on a predetermined position reference.

5. The braking control device according to any one of claims 1 to 4, wherein, The braking action of the vehicle is performed when the calculated collision range enters both the pre-determined braking range of the area where the vehicle exists and the non-braking range, and when the collision range only enters the braking range. If the calculated collision range only falls within the aforementioned no-braking range, the aforementioned braking action of the vehicle will not be performed.

6. The braking control device according to any one of claims 1 to 4, wherein, When the collision range enters both the predetermined braking range and the non-braking range of the aforementioned vehicle's location, and when it only enters the aforementioned braking range, the braking action of the aforementioned vehicle is performed, wherein the aforementioned collision range has a distribution calculated based on the average value and standard deviation of multiple accumulated collision ranges. If the collision range only enters the aforementioned area where braking is not required, the aforementioned braking action of the vehicle will not be performed.

7. The braking control device according to any one of claims 1 to 4, wherein, When at least one of the calculated collision range and the collision range having a distribution calculated based on the average and standard deviation of multiple subsequently accumulated collision ranges enters both the pre-determined brakeable range for the area where the vehicle exists and the non-braking range, and when only the vehicle enters the brakeable range, the braking action of the vehicle is performed. If both the aforementioned collision range and the collision range with the aforementioned distribution enter the aforementioned braking-free range, the aforementioned braking action of the vehicle will not be performed.

8. A braking control device, wherein the braking control device controls the braking action of the vehicle, Information about objects detected around the vehicle is acquired. If a collision between the vehicle and an object is predicted based on the estimated path of the object and the estimated path of the vehicle, the collision range within the vehicle, including the collision point, is calculated at the collision time. The vehicle's braking action is then controlled based on the predetermined positional relationship between the non-braking range (a part of the vehicle) and the collision range. Alternatively, the collision range within the object, including the collision point, is calculated, and the vehicle's braking action is controlled based on the predetermined positional relationship between the non-braking range (a part of the object) and the collision range. In a three-dimensional coordinate system defined by the distance in the vehicle's current direction of travel, the distance in the vehicle's width direction, and the elapsed time from the current moment, the collision point in the vehicle or the collision point in the object is calculated based on the positional relationship between the areas where the vehicle and the object exist at the time of the collision where they intersect. The aforementioned three-dimensional representation of the vehicle represents the displacement of the region where the vehicle exists along the presumed path of the vehicle, and the aforementioned three-dimensional representation of the object represents the displacement of the region where the object exists along the presumed path of the object. The collision range of the aforementioned object is the range of the vehicle's location projected onto the edge of the object's location, which is parallel to the outer edge of the collision judgment range, when the collision occurs around the area surrounding the object's location.

9. The braking control device according to claim 8, wherein, The location of the aforementioned collision range is represented by the values ​​of a one-dimensional coordinate system that expands the edges of the area where the object exists based on a predetermined location reference.

10. The braking control device according to claim 8 or 9, wherein, The vehicle's braking action is performed when the calculated collision range enters either the pre-determined braking range where the object exists or the non-braking range, or when it only enters the braking range. If the calculated collision range only falls within the aforementioned no-braking range, the aforementioned braking action of the vehicle will not be performed.

11. The braking control device according to claim 8 or 9, wherein, The braking action of the vehicle is performed when the collision range enters both the predetermined braking range where the object exists and the non-braking range, and when it only enters the braking range. The collision range has a distribution calculated based on the average value and standard deviation of multiple accumulated collision ranges. If the collision range only enters the aforementioned area where braking is not required, the aforementioned braking action of the vehicle will not be performed.

12. The braking control device according to claim 8 or 9, wherein, When at least one of the calculated collision range and the collision range having a distribution calculated based on the average and standard deviation of multiple subsequently accumulated collision ranges enters a pre-determined brakeable range for the area where the aforementioned object exists, and both of the aforementioned non-braking ranges, and when only the collision range enters, the aforementioned braking action of the vehicle is performed. If both the aforementioned collision range and the collision range with the aforementioned distribution enter the aforementioned braking-free range, the aforementioned braking action of the vehicle will not be performed.

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