Emergency Braking System

Abstract

To provide an emergency brake system capable of suppressing a possibility of collision against an obstacle after cancellation of emergency brake of a vehicle.SOLUTION: An emergency brake system 10 (210) comprises: an automatic brake device 1 which validates emergency brake of a vehicle 100; and a shift switching device 2 (202) which holds a shift position in neutral or parking or switches the shift position to neutral or parking after cancelling the emergency brake by the automatic brake device 1 when the automatic brake device 1 validates the emergency brake of the vehicle 100.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to emergency braking systems, and more particularly to emergency braking systems that include an automatic braking device that activates emergency braking of a vehicle based on the detection of a potential collision. [Background technology]

[0002] BACKGROUND ART Conventionally, emergency braking systems have been known that include an automatic braking device that activates emergency braking of a vehicle based on the detection of a possibility of a collision (see, for example, Patent Document 1).

[0003] The above-mentioned Patent Document 1 discloses an automatic brake control device that activates emergency braking of a vehicle based on the detection of the possibility of a collision. The automatic brake control device is configured to automatically cause a brake unit to perform automatic brake control to brake the vehicle when there is a high possibility of a collision between the vehicle and an obstacle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-124047 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the automatic brake control device of Patent Document 1 has the disadvantage that if the driver does not operate the brake unit after the vehicle braking is released by the automatic brake control, the vehicle will move against the driver's will. Therefore, the automatic brake control device of Patent Document 1 has the problem that the possibility of collision with an obstacle increases after the vehicle braking is released by the automatic brake control.

[0006] The present invention has been made to solve the above-mentioned problems, and one object of the present invention is to provide an emergency braking system that can reduce the possibility of a vehicle colliding with an obstacle after emergency braking of the vehicle is released. [Means for solving the problem]

[0007] In order to achieve the above object, an emergency braking system according to one aspect of the present invention includes an automatic braking device that activates emergency braking of the vehicle based on detection of a possibility of a collision with an obstacle in the vehicle's traveling direction, and a control device that, when the automatic braking device activates emergency braking of the vehicle, holds the shift position in neutral or park after the emergency braking by the automatic braking device is released if the driver has not operated the brakes after the emergency braking is released or if a first predetermined time has not elapsed since the emergency braking was released. Rusi and a soft switching device.

[0008] In one aspect of the present invention, the emergency braking system includes a shift switching device that, when the automatic braking device activates emergency braking of the vehicle as described above, holds or switches the shift position to neutral or park after the emergency braking by the automatic braking device is released. This makes it possible to prevent the vehicle from moving against the driver's will, even if the driver does not operate the brakes after the emergency braking of the vehicle by the automatic braking device is released. As a result, it is possible to reduce the possibility of the vehicle colliding with an obstacle after the emergency braking of the vehicle by the automatic braking device is released. Furthermore, by configuring the shift-switching device to maintain the shift position in neutral or parking if the driver has not applied the brakes after releasing the emergency brakes, it is possible to prevent the vehicle from moving toward an obstacle again due to the driver not applying the brakes, thereby more reliably avoiding a collision between the vehicle and the obstacle. Furthermore, by configuring the shift-switching device to maintain the shift position in neutral or parking if the first predetermined time has not yet elapsed since releasing the emergency brakes, it is possible to cut off the driving force transmitted to the wheels until the driver regains composure and is able to apply the brakes, thereby more reliably avoiding a collision between the vehicle and the obstacle.

[0009] In the emergency braking system according to the above aspect, the shift switching device is preferably configured to, when the automatic braking device activates emergency braking of the vehicle, switch the shift position to neutral or parking when the emergency braking by the automatic braking device is activated, and to hold the shift position in neutral or parking after the emergency braking is released.

[0010] With this configuration, when emergency braking by the automatic braking device is enabled, by switching the shift position to neutral or parking, the driving force transmitted to the wheels when emergency braking is enabled can be cut off, thereby effectively avoiding a collision between the vehicle and an obstacle. Furthermore, by keeping the shift position in neutral or parking after releasing the emergency braking, a collision between the vehicle and an obstacle can also be effectively avoided when returning from emergency braking. As a result, a collision between the vehicle and an obstacle can be more effectively avoided not only during emergency braking but also when returning from emergency braking, thereby more reliably avoiding a collision between the vehicle and an obstacle.

[0013] the above By one aspect In the emergency braking system, the shift switching device is preferably configured to return the shift position to the shift position before switching to neutral or parking based on the driver operating the brake after the emergency braking is released or the lapse of a first predetermined time.

[0014] With this configuration, the shift position can be returned to its original position while more reliably avoiding a collision between the vehicle and an obstacle, so that when the shift position is returned to its original position, a collision between the vehicle and an obstacle can be more reliably avoided.

[0015] In the emergency braking system having a shift switching device that sets the shift position to neutral or parking both when emergency braking is enabled and after emergency braking is released, the automatic braking device is preferably configured to enable emergency braking and, after transmitting an emergency shift switching signal that causes the shift switching device to switch the shift position to neutral or parking, release the emergency braking based on the satisfaction of predetermined conditions.

[0016] With this configuration, the vehicle cannot return from emergency braking unless a predetermined condition is met, so that the vehicle can return from emergency braking in a safe state.

[0017] In an emergency braking system equipped with an automatic braking device that releases emergency braking based on the satisfaction of the above-mentioned predetermined conditions, the predetermined conditions are preferably that a possible collision with an obstacle has been avoided, that a second predetermined time has elapsed since emergency braking was enabled, or that a third predetermined time has elapsed since the vehicle came to a stop.

[0018] With this configuration, the vehicle can return from emergency braking in a relatively safe state where collision with an obstacle has been avoided, making it possible to more effectively avoid collision with an obstacle after emergency braking.

[0019] Another aspect of the emergency braking system is configured as follows.

[0020] (Additional note 1) In another aspect, the emergency braking system includes an automatic braking device that activates emergency braking of the vehicle based on detecting a possibility of a collision with an obstacle in the vehicle's direction of travel, and a shift switching device that switches the shift position to neutral or parking when the automatic braking device activates emergency braking of the vehicle.

[0021] In another aspect of the emergency braking system, as described above, a shift switching device is provided that switches the shift position to neutral or parking when the automatic braking device activates emergency braking of the vehicle. This allows the driving force transmitted to the wheels to be cut off when the vehicle is braked in an emergency. As a result, the braking distance can be shortened compared to when the vehicle is braked in an emergency by the brake device alone, and collision with an obstacle can be more effectively avoided.

[0022] (Additional note 2) In the emergency braking system according to the above-mentioned other aspect, preferably, the automatic braking device is configured to activate emergency braking of the vehicle based on detection of a possibility of collision with an obstacle based on the fact that the distance to the obstacle is less than or equal to a first distance threshold set corresponding to the speed of the vehicle, the speed of the vehicle is greater than or equal to a first speed threshold set corresponding to the distance to the obstacle, and the driver's accelerator operation amount is greater than or equal to a predetermined accelerator operation amount, and the shift switching device is configured to control the shift position to be switched to neutral or parking when the automatic braking device activates emergency braking of the vehicle.

[0023] With this configuration, by detecting the possibility of a collision with an obstacle based not only on the distance to the obstacle and the vehicle speed but also on the driver's accelerator operation amount, it is possible to detect the possibility of a collision with an obstacle when the driver's accelerator operation amount is excessive compared to the distance to the obstacle, and therefore it is possible to detect erroneous accelerator operation by the driver. Here, erroneous accelerator operation occurs when the driver mistakes the accelerator for the brake, when the driver presses the accelerator without realizing that they have made a mistake in shifting, when the driver presses the accelerator without realizing that they have pressed the accelerator

[0024] (Additional note 3) In this case, preferably, the automatic braking device is configured to activate emergency braking of the vehicle based on detecting a possibility of collision with an obstacle based on the distance being equal to or less than a second distance threshold greater than the first distance threshold and the speed being equal to or greater than a second speed threshold greater than the first speed threshold, and the shift switching device is configured to control the shift position to be switched to neutral or parking when the automatic braking device activates emergency braking of the vehicle.

[0025] With this configuration, by detecting the possibility of a collision with an obstacle when the distance to the obstacle is equal to or less than the second distance threshold and the vehicle speed is equal to or greater than the second speed threshold, it is possible to detect that the vehicle is approaching an obstacle while the vehicle is traveling at a relatively high speed regardless of the accelerator pedal depression amount, and therefore it is possible to detect the possibility of a collision between the vehicle and an obstacle while the vehicle is traveling.As a result, even when the possibility of a collision between the vehicle and an obstacle is detected while the automatic braking device is activating emergency braking of the vehicle, the braking distance can be shortened by switching the shift position to neutral or park, thereby more effectively avoiding a collision with the obstacle.

[0026] (Additional note 4) In the emergency braking system according to the above-described other aspect, the shift switching device is preferably configured to return the shift position to the shift position before switching to neutral or parking, based on the driver's brake operation after emergency braking has been performed.

[0027] With this configuration, the driver must apply the brakes to return the shift position to the position before switching to neutral or parking, so the shift position can be returned after confirming that the driver is ready to apply the brakes.As a result, even when the shift position is returned, the driver can apply the brakes appropriately to prevent the vehicle from colliding with an obstacle, allowing the vehicle to return to a safe state from emergency braking.In addition, even if there is a following vehicle traveling behind, returning the shift position allows the vehicle to travel the same way as before emergency braking, so a collision with the following vehicle caused by emergency braking can be more effectively avoided.

[0028] (Additional note 5) In the emergency braking system according to the above-described other aspect, preferably, the automatic braking device includes an automatic braking control unit that controls the transmission of an emergency shift switching signal to the shift switching device to switch the shift position to neutral or parking, and the shift switching device includes a shift switching control unit that controls the switching of the shift position to neutral or parking based on the emergency shift switching signal acquired from the automatic braking control unit.

[0029] By configuring in this manner, processing can be distributed to the automatic braking control unit and the shift switching control unit, thereby reducing the processing load on the shift switching control unit compared to when emergency braking judgment and shift switching judgment processing are performed only by the shift switching control unit. [Brief explanation of the drawings]

[0030] [Figure 1] 1 is a block diagram showing a schematic configuration of an entire system including an emergency braking system according to a first embodiment. [Figure 2] 1 is a diagram showing the structure of a detent plate having four valleys of a transmission device. FIG. [Figure 3] 1 is a diagram showing a state in which a vehicle equipped with an emergency braking system according to a first embodiment is reversing into a garage. [Figure 4] 1 is a diagram showing a state in which a vehicle equipped with the emergency braking system according to the first embodiment is about to reverse out of a garage by mistake; [Figure 5] FIG. 1 is a diagram showing a state in which a vehicle equipped with the emergency braking system according to the first embodiment leaves a parking lot without noticing an obstacle (a pedestrian). [Figure 6] 1 is a diagram showing a state in which a vehicle equipped with the emergency braking system according to the first embodiment approaches a vehicle traveling ahead without noticing it. [Figure 7] 4 is a flowchart showing an emergency braking process of the emergency braking system according to the first embodiment. [Figure 8] FIG. 10 is a block diagram showing a schematic configuration of the entire system including the emergency braking system according to a second embodiment. [Figure 9] 1 is a diagram showing the structure of a detent plate having two valleys of a transmission device. FIG. [Figure 10] 10 is a flowchart showing an emergency braking process of an emergency braking system according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0031] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0032] [First embodiment] The configuration of the emergency braking system 10 will be described with reference to Figures 1 to 6. The emergency braking system 10 is a system for avoiding collision of a vehicle 100 such as a gasoline-powered vehicle that does not have a drive motor but has an engine.

[0033] As shown in FIG. 1, the emergency braking system 10 includes an automatic braking device 1 and a shift-switching device 2.

[0034] The automatic braking device 1 is a so-called AEB (Autonomous Emergency Braking) device. The automatic braking device 1 is configured to activate emergency braking of the vehicle 100 (see FIG. 3, etc.) based on detection of a possibility of collision with an obstacle 101 (see FIG. 3, etc.) in the vehicle travel direction Mv (see FIG. 3, etc.). Here, emergency braking refers to braking that sets a target acceleration that will prevent collision with the obstacle 101 and controls the acceleration of the vehicle 100 based on the target acceleration. Note that emergency braking may be maximum braking.

[0035] The automatic braking device 1 includes a control unit 1a and a communication unit 1b. The control unit 1a is an automatic braking control unit 1a.

[0036] The automatic braking control unit 1a is an ECU (Electronic Control Unit). The automatic braking control unit 1a has a CPU (Central Processing Unit) and a storage unit having memories such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The communication unit 1b is configured to communicate with other devices via a network.

[0037] The communication unit 1b is configured to be able to communicate with other devices via a local interconnect network (LIN) or a controller area network (CAN). The communication unit 1b is able to communicate with the sensor 20, the braking device 30, and the shift switching device 2.

[0038] Here, the sensor 20 has a camera 20a and a sonar (ultrasonic measurement unit) 20b. The camera 20a is configured to be able to capture images of the surroundings of the vehicle 100 (for example, in front, behind, and to the sides). The automatic braking device 1 is configured to acquire the captured images of the surroundings of the vehicle 100 by LIN via the communication unit 1b. The sonar 20b is configured to be able to measure the obstacle 101 and the distance to the obstacle 101 by emitting ultrasonic waves in the surroundings of the vehicle 100 (for example, in front, behind, and to the sides). The automatic braking device 1 is configured to acquire the measurement results of the obstacle 101 and the distance to the obstacle 101 by LIN via the communication unit 1b.

[0039] The braking device 30 also includes a braking mechanism 30a, a control unit 30b, and a communication unit 30c. The braking mechanism 30a includes a mechanism for braking the vehicle 100 (for example, a brake pedal and brake pads). The control unit 30b includes a CPU and a storage unit having memories such as ROM and RAM. The communication unit 30c is configured to communicate with other devices via a network. The communication unit 30c is configured to be able to communicate with other devices via LIN or CAN. The automatic braking device 1 is configured to acquire the amount of operation of the brake pedal and the like via the communication unit 1b and the CAN. The automatic braking device 1 is configured to transmit the amount of operation by the braking mechanism 30a when performing emergency braking via the communication unit 1b and the CAN.

[0040] The automatic braking device 1 can also communicate with the engine ECU and the like via the communication unit 1b. The automatic braking device 1 is configured to be able to acquire the vehicle state from the engine ECU and the like. The vehicle state indicates the state of the vehicle 100, such as the speed of the vehicle 100, the vehicle traveling direction Mv (forward and backward) of the vehicle 100, and the accelerator operation amount. Here, the speed of the vehicle 100 and the accelerator operation amount are each acquired from the engine ECU. The vehicle traveling direction Mv of the vehicle 100 is acquired from the shift switching device 2.

[0041] The shift-switching device 2 is a shift-by-wire (SBW) system that performs electrical shift-switching control on the transmission device 50 when the driver (operator) performs a shift-switching operation via an operating unit 40a such as a shift switch (or shift lever). The shift-switching device 2 switches the transmission device 50 to one of the shift positions P (parking), R (reverse), N (neutral), and D (drive) in response to the driver's shift operation.

[0042] The shift switching device 2 includes a motor 2a, a transmission mechanism 2b, a control unit 2c, and a communication unit 2d. The control unit 2c is a shift switching control unit 2c.

[0043] The motor 2a is a motor for driving a detent plate 50a (see FIG. 2), which will be described later. The motor 2a is a surface permanent magnet (SPM) three-phase motor with permanent magnets built into the surface of the rotor. The transmission mechanism 2b is configured to transmit the driving force of the motor 2a to the detent plate 50a. The transmission mechanism 2b includes a reduction mechanism (not shown) and an output shaft (not shown).

[0044] The shift switching control unit 2c has a CPU and a storage unit having memories such as ROM and RAM. The communication unit 2d is configured to communicate with other devices via a network. The communication unit 2d is configured to be able to communicate with other devices via LIN or CAN. The communication unit 2d is able to communicate with the shift switch device 40, the transmission device 50, and the automatic braking device 1.

[0045] Here, the shifting switch device 40 has an operating unit 40a, a control unit 40b, and a communication unit 40c. The operating unit 40a is a shift switch (or shift lever) operated by the driver. The control unit 40d has a CPU and a storage unit having memories such as ROM and RAM. The communication unit 40c is configured to communicate with other devices via a network. The communication unit 40c is configured to be able to communicate with other devices via LIN or CAN. The shifting device 2 is configured to acquire the shift position of the operating unit 40a via the CAN via the communication unit 2d.

[0046] The transmission device 50 is configured by an automatic gear change mechanism (autotransmission) and includes a detent plate 50a, a detent spring 50b, a gear change mechanism unit 50c, a control unit 50d, and a communication unit 50e.

[0047] 2, the detent plate 50a has a plurality (four) of valleys V1, V2, V3, and V4 (plural valleys) that are provided to correspond to the shift positions (P position, R position, N position, and D position). The detent spring 50b is configured to hold the detent plate 50a at rotational angle positions that correspond to the P position, R position, N position, and D position, respectively. The speed change mechanism 50c is a mechanism for shifting to the gears that correspond to the P position, R position, N position, and D position, respectively.

[0048] As shown in FIG. 1, the control unit 50d has a CPU and a storage unit having memories such as ROM and RAM. The communication unit 50e is configured to communicate with other devices via a network. The communication unit 50e is configured to be able to communicate with other devices via LIN or CAN. The shift switching device 2 is configured to acquire the shift position of the transmission mechanism 50c and the like via the communication unit 2d and the CAN. The shift switching device 2 is configured to transmit a signal to the transmission device 50 via the communication unit 2d and the CAN to switch the transmission mechanism 50c to the shift position acquired from the shift switch device 40.

[0049] (emergency braking control) In the emergency braking system 10 of the first embodiment, in order to improve collision avoidance performance, not only is automatic braking performed by the automatic braking device 1, but the transmission of driving force from the engine to the wheels is also interrupted by switching the shift position by the shift switching device 2. In other words, the shift switching device 2 is configured to switch the shift position to the N position when the automatic braking device 1 enables emergency braking of the vehicle 100.

[0050] Specifically, the automatic braking control unit 1a is configured to enable emergency braking of the vehicle 100 based on detection of a possibility of collision with an obstacle 101 in the vehicle travel direction Mv, and to perform control to transmit an emergency shift switching signal to the shift switching device 2 to switch the shift position to the N position. The shift switching control unit 2c is configured to perform control to switch the shift position to the N position based on the emergency shift switching signal obtained from the automatic braking control unit 1a.

[0051] The automatic braking device 1 is configured to enable emergency braking and transmit an emergency shift switching signal that causes the shift switching device 2 to switch the shift position to the N position, and then release the emergency braking based on the satisfaction of a predetermined condition. Here, the predetermined condition is that a possibility of collision with the obstacle 101 has been avoided, that a first predetermined time (an example of the "second predetermined time" in the claims) has elapsed since the emergency braking was enabled, or that a second predetermined time (an example of the "third predetermined time" in the claims) has elapsed since the vehicle came to a stop.

[0052] (Return control) Furthermore, in the emergency braking system 10 of the first embodiment, when the automatic braking device 1 activates emergency braking of the vehicle 100, the shift switching device 2 is configured to hold the shift position in the N position after canceling the emergency braking by the automatic braking device 1. That is, in order to improve collision avoidance performance, when the emergency braking system 10 returns from automatic braking by the automatic braking device 1, the shift switching device 2 holds the shift position to which it was switched, thereby cutting off the transmission of driving force from the engine to the wheels.

[0053] In this way, when the automatic braking device 1 enables emergency braking of the vehicle 100, the shift switching device 2 is configured to switch the shift position to the N position when enabling emergency braking by the automatic braking device 1, and to maintain the shift position in the N position after releasing the emergency braking.

[0054] Specifically, the shift-switching device 2 is configured to maintain the shift position at the N position when the driver has not operated the brake after the emergency braking has been released. In other words, the shift-switching device 2 is configured not to return the shift position to the shift position before switching to the N position, based on the fact that the driver has not operated the brake after the emergency braking has been released.

[0055] Furthermore, the shift-switching device 2 is configured to return the shift position to the shift position before switching it to the N position, based on the driver operating the brake after releasing the emergency braking. That is, the automatic braking control unit 1a is configured to send a shift-switching end signal to the shift-switching device 2, which ends the switching of the shift position by the shift-switching device 2, based on the driver operating the brake after releasing the emergency braking. The shift-switching control unit 2c is configured to perform control to return the shift position to the original position, based on the shift-switching end signal obtained from the automatic braking control unit 1a.

[0056] (Emergency braking control and recovery control to prevent false starts) The emergency braking control and the return control will be described below based on specific situations. First, a specific situation of the emergency braking control and the return control for suppressing erroneous starts will be described.

[0057] <First Situation> The first situation shown in Fig. 3 shows a case where the vehicle 100 is moving backward into a garage or the like. In this case, the vehicle 100 moves backward with the shift position in the R position. It is conceivable that the driver intends to apply the brakes but accidentally applies the accelerator, causing the vehicle to accelerate toward an obstacle 101 (the wall of the garage).

[0058] For this reason, the automatic braking device 1 is configured to enable emergency braking of the vehicle 100 based on detection of a possibility of a collision with the obstacle 101, based on the fact that the distance to the obstacle 101 is equal to or less than a first distance threshold set corresponding to the speed of the vehicle 100, the speed of the vehicle 100 is equal to or greater than a first speed threshold set corresponding to the distance to the obstacle 101, and the driver's accelerator operation amount is equal to or greater than a predetermined accelerator operation amount. Furthermore, the shift-switching device 2 is configured to perform control to switch the shift position to the N position when the automatic braking device 1 enables emergency braking of the vehicle 100. Here, the fact that the distance to the obstacle 101 is equal to or less than the first distance threshold set corresponding to the speed of the vehicle 100 can be set to, for example, 2 m or less when the speed of the vehicle 100 is 10 km / h, or 1 m or less when the speed of the vehicle 100 is 5 km / h. In addition, when the speed of vehicle 100 is equal to or greater than the first speed threshold set in accordance with the distance to obstacle 101, possible settings include when the distance to obstacle 101 is 2 m and the speed of vehicle 100 is 10 km / h or greater, or when the distance to obstacle 101 is 1 m and the speed of vehicle 100 is 5 km / h or greater.

[0059] Specifically, the automatic braking control unit 1a is configured to perform control to transmit an emergency braking signal to the braking device 30 based on detection of a possibility of collision with the obstacle 101, based on the fact that the distance to the obstacle 101 is equal to or less than a first distance threshold, the speed of the vehicle 100 is equal to or greater than a first speed threshold, and the driver's accelerator operation amount is equal to or greater than a predetermined accelerator operation amount. The automatic braking control unit 1a is also configured to perform control to transmit an emergency shift switching signal to the shift switching device 2 to switch the shift position to the N position. The shift switching control unit 2c is configured to perform control to switch the shift position to the N position based on the emergency shift switching signal acquired from the automatic braking control unit 1a.

[0060] Furthermore, in the emergency braking system 10, when a collision is avoided, the emergency braking control is terminated and control for returning from the emergency braking control is performed.

[0061] That is, the automatic braking device 1 is configured to enable emergency braking and transmit an emergency shift switching signal to cause the shift switching device 2 to switch the shift position to the N position, and then release the emergency braking based on the satisfaction of a predetermined condition. Here, the predetermined condition is that the possibility of a collision with the obstacle 101 has been avoided. The possibility of a collision being avoided means that the distance to the obstacle 101 exceeds a first distance threshold, the speed of the vehicle 100 is less than a first speed threshold, and the driver's accelerator operation amount is less than a predetermined accelerator operation amount.

[0062] Specifically, the automatic braking control unit 1a is configured to enable emergency braking and transmit an emergency shift switching signal to the shift switching device 2 to switch the shift position to the N position, and then, based on the satisfaction of predetermined conditions, to control the transmission of an emergency braking release signal to the braking device 30 to release the emergency braking.

[0063] Here, the shift-switching device 2 is configured to maintain the shift position in the N position if no brake operation by the driver is detected after the emergency braking release signal is transmitted.

[0064] Furthermore, the automatic braking device 1 is configured to transmit a shift switching completion signal to the shift switching device 2 based on detecting a brake operation by the driver after transmitting the emergency braking release signal. The shift switching device 2 is configured to return the shift position to the shift position before switching to the N position based on receiving the shift switching completion signal. Specifically, the shift switching control unit 2c is configured to perform control to return the shift position to the shift position before switching to the N position (control to return to the R position in this case) based on receiving the shift switching completion signal from the automatic braking control unit 1a.

[0065] <Second Situation> As a second situation, which is another example of the first situation, a situation where the vehicle 100 enters a garage or the like while facing forward can be considered. In this case, the vehicle 100 moves forward with the shift position in the D position. The driver may then attempt to apply the brake to park the vehicle, but may accidentally apply the accelerator, causing the vehicle to accelerate toward an obstacle 101 (the wall of the garage). In this case, the emergency braking system 10 performs the same control as in the first situation to avoid a collision with the obstacle 101. When returning from emergency braking, the shift switching device 2 maintains the shift position in the N position if no braking operation by the driver is detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 upon recovery, thereby enabling a safe recovery from emergency braking.

[0066] <Third Situation> A third situation shown in FIG. 4 may involve a vehicle exiting a garage or the like while facing forward. In this case, the vehicle 100 starts with the shift position in the D position, but the driver may mistakenly shift the gear and start the vehicle 100 with the shift position in the R position. When the driver depresses the accelerator to start the vehicle, the vehicle may accelerate toward an obstacle 101 (the wall of the garage). In this case, the emergency braking system 10 performs the same control as in the first situation, thereby avoiding a collision with the obstacle 101. When recovering from emergency braking, the shift-switching device 2 maintains the shift position in the N position if no braking operation by the driver is detected. This more reliably avoids a collision between the vehicle 100 and the obstacle 101 upon recovery, allowing the vehicle 100 to safely recover from emergency braking.

[0067] <Fourth Situation> A fourth situation, which is another example of the third situation, may involve a situation in which the vehicle is leaving a garage or the like backward. In this case, the vehicle 100 starts with the shift position in the R position, but the driver may mistakenly shift the gear and start the vehicle 100 with the shift position in the D position. When the driver depresses the accelerator to start the vehicle, the vehicle may accelerate toward the obstacle 101 (the wall of the garage). In this case, the emergency braking system 10 performs the same control as in the first situation, thereby avoiding a collision with the obstacle 101. When recovering from emergency braking, the shift switching device 2 maintains the shift position in the N position if no braking operation by the driver is detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 upon recovery, thereby enabling a safe recovery from emergency braking.

[0068] <5th Situation> A fifth situation shown in FIG. 5 may involve a vehicle exiting a garage or the like while facing forward. In this case, the vehicle 100 starts with the shift position correctly set to the D position, but the driver may start the vehicle 100 without noticing an obstacle 101 (a pedestrian). When the driver depresses the accelerator to start the vehicle, the vehicle may accelerate toward the obstacle 101 (a pedestrian). In this case, the emergency braking system 10 performs control similar to that in the first situation, thereby avoiding a collision with the obstacle 101. When recovering from emergency braking, the shift-switching device 2 maintains the shift position in the N position if no braking operation by the driver is detected. This more reliably avoids a collision between the vehicle 100 and the obstacle 101 upon recovery, allowing the vehicle 100 to safely recover from emergency braking.

[0069] <Sixth Situation> A sixth situation, which is another example of the fifth situation, may involve a situation in which the vehicle is leaving a garage or the like backward. In this case, the vehicle 100 starts with the shift position correctly in the R position, but the driver may start the vehicle 100 without noticing an obstacle 101 (a pedestrian). When the driver depresses the accelerator to start the vehicle, the vehicle may accelerate toward the obstacle 101 (a pedestrian). In this case, the emergency braking system 10 performs control similar to that in the first situation, thereby avoiding a collision with the obstacle 101. When recovering from emergency braking, the shift switching device 2 maintains the shift position in the N position if no braking operation by the driver is detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 upon recovery, thereby enabling a safe recovery from emergency braking.

[0070] <Emergency braking control and recovery control during normal driving> Next, specific situations in which emergency braking control and return control are performed during normal driving will be described.

[0071] <Situation 7> 6 shows a seventh situation in which the vehicle 100 is traveling forward without noticing an obstacle 101 (vehicle). In this case, if the driver does not apply the brakes to slow down, the vehicle may move forward toward the obstacle 101 (vehicle).

[0072] For this reason, the automatic braking device 1 is configured to enable emergency braking of the vehicle 100 based on detection of a possibility of collision with the obstacle 101 based on the distance being equal to or less than a second distance threshold greater than the first distance threshold and equal to or greater than a second speed threshold greater than the first speed threshold. Furthermore, the shift-switching device 2 is configured to perform control to switch the shift position to the N position when the automatic braking device 1 enables emergency braking of the vehicle 100. Here, "equal to or less than the second distance threshold" can be set, for example, when the speed of the vehicle 100 is 40 km / h and the distance to the obstacle 101 is 20 m or less. Furthermore, "equal to or greater than the second speed threshold" can be set, for example, when the distance to the obstacle 101 is 20 m and the speed of the vehicle 100 is 40 km / h or more.

[0073] Specifically, the automatic braking control unit 1a is configured to perform control to transmit an emergency braking signal to the braking device 30 based on detection of a possibility of collision with the obstacle 101, which is based on the fact that the distance to the obstacle 101 is equal to or less than a second distance threshold and the speed of the vehicle 100 is equal to or greater than a second speed threshold. The automatic braking control unit 1a is also configured to perform control to transmit an emergency shift switching signal to the shift switching device 2 to switch the shift position to the N position. The shift switching control unit 2c is configured to perform control to switch the shift position to the N position based on the emergency shift switching signal obtained from the automatic braking control unit 1a.

[0074] Furthermore, in the emergency braking system 10, when a collision is avoided, emergency braking is terminated and recovery control is performed from emergency braking control.

[0075] That is, the automatic braking device 1 is configured to enable emergency braking and transmit an emergency shift switching signal to cause the shift switching device 2 to switch the shift position to the N position, and then release the emergency braking based on the satisfaction of a predetermined condition. Here, the predetermined condition is that the possibility of collision with the obstacle 101 has been avoided. The possibility of collision having been avoided means that the distance to the obstacle 101 is equal to or greater than a second distance threshold and the speed of the vehicle 100 is equal to or less than a second speed threshold.

[0076] Specifically, the automatic braking control unit 1a is configured to enable emergency braking and transmit an emergency shift switching signal to the shift switching device 2 to switch the shift position to the N position, and then, based on the satisfaction of predetermined conditions, to control the transmission of an emergency braking release signal to the braking device 30 to release the emergency braking.

[0077] Here, the shift-switching device 2 is configured to maintain the shift position at the N position when it does not detect a brake operation by the driver after transmitting the emergency braking release signal.

[0078] Furthermore, the automatic braking device 1 is configured to transmit a shift switching completion signal to the shift switching device 2 based on detecting a brake operation by the driver after transmitting the emergency braking release signal. The shift switching device 2 is configured to return the shift position to the shift position before switching to the N position based on receiving the shift switching completion signal. Specifically, the shift switching control unit 2c is configured to perform control to return the shift position to the shift position before switching to the N position (control to return to the D position in this case) based on receiving the shift switching completion signal from the automatic braking control unit 1a.

[0079] <8th Situation> As an eighth situation, which is another example of the seventh situation, a situation may occur in which the vehicle 100 is traveling backward without noticing the obstacle 101 (vehicle). In this case, unless the driver decelerates by applying the brakes, the vehicle may move backward toward the obstacle 101 (vehicle). In this case, the emergency braking system 10 performs control similar to that in the seventh situation, thereby avoiding a collision with the obstacle 101. When returning from emergency braking, the shift switching control unit 2c performs control to maintain the shift position in the N position if a brake operation by the driver is not detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 when returning from emergency braking, thereby enabling a safe return from emergency braking.

[0080] (Emergency braking process) The emergency braking process performed in the first to eighth situations will be described below with reference to Fig. 7. The emergency braking process is a process for avoiding a collision between the vehicle 100 and an obstacle 101 both during emergency braking and when recovering from emergency braking. During emergency braking, emergency braking by the automatic braking device 1 and shift switching by the shift switching device 2 are performed in parallel to avoid a collision between the vehicle 100 and the obstacle 101. The emergency braking process will be described below using the first situation of the first to eighth situations as an example.

[0081] In the first situation, the driver first determines a parking position for vehicle 100. To reverse into the parking position, the driver moves vehicle 100 to a position that makes it easier to enter the parking position. The driver switches the shift position from D to R. The driver operates the accelerator to move vehicle 100 in reverse. Then, when stopping vehicle 100 in the parking position, the driver mistakenly operates the accelerator instead of operating the brake.

[0082] In step S1, the automatic braking control unit 1a determines whether there is a possibility of collision with the obstacle 101. That is, the automatic braking control unit 1a determines whether the distance to the obstacle 101 is equal to or less than a first distance threshold, the speed of the vehicle 100 is equal to or greater than a first speed threshold, and the driver's accelerator operation amount is equal to or greater than a predetermined accelerator operation amount. If it is determined that there is a possibility of collision, the process proceeds to step S2, and if there is no possibility of collision, step S1 is repeated.

[0083] In step S2, the automatic braking control unit 1a transmits an emergency shift switching signal to the shift switching control unit 2c. Then, in step S3, the automatic braking control unit 1a transmits an emergency shift switching signal to the braking device 30, and in step S11, the shift switching control unit 2c switches the shift position from the R position to the N position.

[0084] In step S4, the automatic braking control unit 1a determines whether or not a predetermined condition is satisfied. If the predetermined condition is satisfied, the process proceeds to step S5, and if the predetermined condition is not satisfied, step S4 is repeated. In step S5, the automatic braking control unit 1a transmits an emergency braking end signal to the braking device 30.

[0085] In step S6, the automatic braking control unit 1a determines whether or not a brake operation has been detected. If a brake operation has been detected, the process proceeds to step S7, and if a brake operation has not been detected, step S6 is repeated. At this time, the shift position in the shift switching device 2 is held in the N position. In step S7, the automatic braking control unit 1a sends a shift switching end signal (end signal) to the shift switching control unit 2c. Then, in step S12, the shift switching control unit 2c returns the shift position to the original shift position. That is, in the first situation, it is returned to the R position. Then, the emergency braking process ends.

[0086] (Effects of the first embodiment) In the first embodiment, the following effects can be obtained.

[0087] In the first embodiment, as described above, the emergency braking system 10 includes a shift switching device 2 that, when the automatic braking device 1 activates emergency braking of the vehicle 100, holds the shift position in the N position after releasing the emergency braking by the automatic braking device 1. This makes it possible to prevent the vehicle 100 from moving against the driver's will, even if the driver does not operate the brakes after releasing the emergency braking of the vehicle 100 by the automatic braking device 1. As a result, it is possible to reduce the possibility of the vehicle 100 colliding with the obstacle 101 after releasing the emergency braking of the vehicle 100 by the automatic braking device 1.

[0088] Furthermore, in the first embodiment, as described above, when the automatic braking device 1 enables emergency braking of the vehicle 100, the shift-switching device 2 is configured to switch the shift position to the N position when enabling emergency braking by the automatic braking device 1, and to maintain the shift position in the N position after releasing the emergency braking. As a result, by switching the shift position to the N position when enabling emergency braking by the automatic braking device 1, the driving force that is transmitted to the wheels when emergency braking is enabled can be cut off, thereby effectively avoiding a collision between the vehicle 100 and the obstacle 101. Furthermore, by maintaining the shift position in the N position after releasing the emergency braking, a collision between the vehicle 100 and the obstacle 101 can also be effectively avoided when returning from emergency braking. As a result, a collision between the vehicle 100 and the obstacle 101 can be more effectively avoided not only during emergency braking but also when returning from emergency braking, thereby more reliably avoiding a collision between the vehicle 100 and the obstacle 101.

[0089] Furthermore, in the first embodiment, as described above, the shift-switching device 2 is configured to maintain the shift position in the N position when the driver has not operated the brakes after the emergency braking has been released. As a result, since the shift-switching device 2 is configured to maintain the shift position in the N position when the driver has not operated the brakes after the emergency braking has been released, it is possible to prevent the vehicle 100 from moving again toward the obstacle 101 due to the driver not operating the brakes, and therefore it is possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101.

[0090] Furthermore, in the first embodiment, as described above, the shift switching device 2 is configured to return the shift position to the shift position before switching to the N position based on the driver operating the brake after releasing the emergency braking. This allows the shift position to be returned to its original position while more reliably avoiding a collision between the vehicle 100 and the obstacle 101, so that it is possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 when the shift position is returned to its original position.

[0091] Furthermore, in the first embodiment, as described above, the automatic braking device 1 is configured to enable emergency braking and transmit an emergency shift switching signal to cause the shift switching device 2 to switch the shift position to N, and then release emergency braking based on the satisfaction of predetermined conditions. This allows the vehicle to safely return from emergency braking, since it is not possible to return from emergency braking unless the predetermined conditions are satisfied.

[0092] Furthermore, in the first embodiment, as described above, the predetermined condition is that the possibility of collision with the obstacle 101 has been avoided. This allows the vehicle to return from emergency braking in a relatively safe state where collision with the obstacle 101 has been avoided, making it possible to more effectively avoid collision with the obstacle 101 after emergency braking.

[0093] [Second embodiment] Next, an emergency braking system 210 of a second embodiment will be described with reference to Figures 8 to 10. Specifically, unlike the emergency braking system 10 of the first embodiment which is intended for vehicles 100 such as gasoline-powered vehicles, the emergency braking system 210 of the second embodiment is intended for vehicles 100 such as hybrid vehicles and electric vehicles. Note that in the second embodiment, components similar to those in the first embodiment are denoted by the same reference numerals and will not be described again.

[0094] The configuration of emergency braking system 210 will be described with reference to Figures 8 and 9. Emergency braking system 210 is a system for avoiding collision of vehicle 100 equipped with a drive motor, such as a hybrid vehicle or an electric vehicle.

[0095] As shown in FIG. 8, the emergency braking system 210 includes the automatic braking device 1 and a shift-switching device 202.

[0096] The shift switching device 202 is a shift-by-wire (SBW) system that performs electrical shift switching control on the transmission device 250 when the driver (operator) performs a shift switching operation via an operating unit 40a such as a shift switch (or shift lever). The shift switching device 202 switches the transmission device 250 to either a P (parking) position or a non-P (non-parking) position corresponding to the driver's shift operation.

[0097] The shift switching device 202 includes a motor 2a, a transmission mechanism 2b, a control unit 202c, and a communication unit 2d. The control unit 202c is a shift switching control unit 202c.

[0098] The transmission device 250 also includes a detent plate 250a, a detent spring 50b, a locking mechanism 250c, a control unit 50d, and a communication unit 50e.

[0099] The detent plate 250a has a plurality of (two) valleys V1 and V2 provided to correspond to the shift positions (P position and non-P position) (see FIG. 9). The detent spring 50b is configured to hold the detent plate 250a at a rotation angle position corresponding to each of the P position and non-P position. The locking mechanism 250c is configured to lock the transmission device 250 in the P position so that the driving force from the drive motor is not transmitted to the wheels. The locking mechanism 250c is configured to unlock the transmission device 250 in the non-P position so that the driving force from the drive motor is transmitted to the wheels.

[0100] (emergency braking control) In the emergency braking system 210 of the second embodiment, in order to improve collision avoidance performance, not only is automatic braking performed by the automatic braking device 1, but the driving force from the engine to the wheels is also cut off by switching the shift position with the shift switching device 202. In other words, the shift switching device 202 is configured to switch the shift position to the P position when the automatic braking device 1 enables emergency braking of the vehicle 100.

[0101] Specifically, the automatic braking control unit 1a is configured to enable emergency braking of the vehicle 100 based on detection of a possibility of a collision with an obstacle 101 in the vehicle traveling direction Mv, and to perform control to transmit an emergency shift switching signal to the shift switching device 202 to switch the shift position to the P position. The shift switching control unit 202c is configured to perform control to switch the shift position to the P position based on the emergency shift switching signal obtained from the automatic braking control unit 1a.

[0102] (Return control) Furthermore, in the emergency braking system 210 of the second embodiment, when the automatic braking device 1 activates emergency braking of the vehicle 100, the shift switching device 202 is configured to hold the shift position in the P position after canceling the emergency braking by the automatic braking device 1. That is, in order to improve collision avoidance performance, when the emergency braking system 210 returns from automatic braking by the automatic braking device 1, the shift switching device 202 holds the shift position to which it was switched, thereby cutting off the transmission of driving force from the engine to the wheels.

[0103] In this way, when the automatic braking device 1 enables emergency braking of the vehicle 100, the shift switching device 202 is configured to switch the shift position to the P position when enabling emergency braking by the automatic braking device 1, and to maintain the shift position in the P position after releasing the emergency braking.

[0104] Specifically, shift-switching device 202 is configured to maintain the shift position in the P position when the driver has not operated the brake after the emergency braking has been released. In other words, shift-switching device 202 is configured not to return the shift position to the shift position before switching to the P position, based on the fact that the driver has not operated the brake after the emergency braking has been released.

[0105] Furthermore, the shift-switching device 202 is configured to return the shift position to the shift position before switching it to the P position, based on the driver operating the brake after emergency braking is released. That is, the automatic braking control unit 1a is configured to send a shift-switching end signal to the shift-switching device 202, which ends the switching of the shift position by the shift-switching device 202, based on the driver operating the brake after emergency braking is released. The shift-switching control unit 2c is configured to perform control to return the shift position to the original position, based on the shift-switching end signal obtained from the automatic braking control unit 1a.

[0106] (Emergency braking control and recovery control to prevent false starts) The emergency braking control of the second embodiment will be described below based on the first to eighth situations exemplified in the first embodiment. First, specific situations of the emergency braking control for suppressing erroneous starts will be described.

[0107] <First Situation> In a first situation (see FIG. 3), the automatic braking device 1 is configured to activate emergency braking of the vehicle 100 based on detection of a possibility of collision with the obstacle 101, based on the fact that the distance to the obstacle 101 is equal to or less than a first distance threshold set corresponding to the speed of the vehicle 100, the speed of the vehicle 100 is equal to or greater than a first speed threshold set corresponding to the distance to the obstacle 101, and the driver's accelerator operation amount is equal to or greater than a predetermined accelerator operation amount. In addition, the shift switching device 202 is configured to perform control to switch the shift position to the P position when the automatic braking device 1 activates emergency braking of the vehicle 100.

[0108] Specifically, the automatic braking control unit 1a is configured to perform control to transmit an emergency braking signal to the braking device 30 based on detection of a possibility of collision with the obstacle 101, which is based on the fact that the distance to the obstacle 101 is equal to or less than a first distance threshold, the speed of the vehicle 100 is equal to or greater than a first speed threshold, and the driver's accelerator operation amount is equal to or greater than a predetermined accelerator operation amount. The automatic braking control unit 1a is also configured to perform control to transmit an emergency shift switching signal to the shift switching device 202 to switch the shift position to the P position. The shift switching control unit 202c is configured to perform control to switch the shift position to the P position based on the emergency shift switching signal acquired from the automatic braking control unit 1a.

[0109] Furthermore, in the emergency braking system 210, when a collision is avoided, emergency braking is terminated and control for returning from emergency braking is performed.

[0110] That is, the automatic braking device 1 is configured to enable emergency braking, transmit an emergency shift switching signal to cause the shift switching device 202 to switch the shift position to the P position, and then release the emergency braking based on the satisfaction of predetermined conditions.

[0111] Specifically, the automatic braking control unit 1a is configured to enable emergency braking and transmit an emergency shift switching signal to the shift switching device 202 to switch the shift position to the P position, and then, based on the satisfaction of predetermined conditions, to control the transmission of a signal to the braking device 30 to release emergency braking.

[0112] Here, the shift switching device 202 is configured to maintain the shift position in the P position if no brake operation by the driver is detected after the emergency braking release signal is transmitted.

[0113] Furthermore, the automatic braking device 1 is configured to transmit a shift switching completion signal to the shift switching device 202 based on detecting a brake operation by the driver after transmitting the emergency braking release signal. The shift switching device 202 is configured to return the shift position to the shift position before switching to the P position based on receiving the shift switching completion signal. Specifically, the shift switching control unit 202c is configured to perform control to return the shift position to the shift position before switching to the P position (control to return to the non-P position in this case) based on receiving the shift switching completion signal from the automatic braking control unit 1a.

[0114] <Situations 2 to 6> Furthermore, in the second to sixth situations, the emergency braking system 210 performs the same control as in the first situation, thereby avoiding a collision with the obstacle 101. When returning from emergency braking, the shift switching device 202 maintains the shift position in the P position if no brake operation by the driver is detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 when returning, thereby enabling a safe return from emergency braking.

[0115] <Emergency braking control and recovery control during normal driving> Next, the emergency braking control and the return control in the seventh and eighth situations will be described.

[0116] <Situation 7> In a seventh situation (see FIG. 6), the automatic braking device 1 is configured to activate emergency braking of the vehicle 100 based on detection of a possibility of collision with the obstacle 101 based on the distance being equal to or less than a second distance threshold that is greater than the first distance threshold and the speed being equal to or greater than a second speed threshold that is greater than the first speed threshold. In addition, the shift switching device 202 is configured to perform control to switch the shift position to the P position when the automatic braking device 1 activates emergency braking of the vehicle 100.

[0117] Specifically, the automatic braking control unit 1a is configured to perform control to transmit an emergency braking signal to the braking device 30 based on detection of a possibility of collision with the obstacle 101, which is based on the fact that the distance to the obstacle 101 is equal to or less than a second distance threshold and the speed of the vehicle 100 is equal to or greater than a second speed threshold. The automatic braking control unit 1a is also configured to perform control to transmit an emergency shift switching signal to the shift switching device 202 to switch the shift position to the P position. The shift switching control unit 202c is configured to perform control to switch the shift position to the P position based on the emergency shift switching signal obtained from the automatic braking control unit 1a.

[0118] Furthermore, in the emergency braking system 210, when a collision is avoided, emergency braking is terminated and control for returning from emergency braking is performed.

[0119] That is, the automatic braking device 1 is configured to enable emergency braking, transmit an emergency shift switching signal to cause the shift switching device 202 to switch the shift position to the P position, and then release the emergency braking based on the satisfaction of predetermined conditions.

[0120] Specifically, the automatic braking control unit 1a is configured to enable emergency braking and transmit an emergency shift switching signal to the shift switching device 202 to switch the shift position to the P position, and then, based on the satisfaction of predetermined conditions, to control the transmission of a signal to the braking device 30 to release emergency braking.

[0121] Here, the shift switching device 202 is configured to maintain the shift position in the P position when it does not detect a brake operation by the driver after transmitting the emergency braking release signal.

[0122] Furthermore, the automatic braking device 1 is configured to transmit a shift switching completion signal to the shift switching device 202 based on detecting a brake operation by the driver after transmitting the emergency braking release signal. The shift switching device 202 is configured to return the shift position to the shift position before switching to the P position based on receiving the shift switching completion signal. Specifically, the shift switching control unit 202c is configured to perform control to return the shift position to the shift position before switching to the P position (control to return to the non-P position in this case) based on receiving the shift switching completion signal from the automatic braking control unit 1a.

[0123] <8th Situation> Furthermore, in the eighth situation, the emergency braking system 210 performs the same control as in the seventh situation, thereby avoiding a collision with the obstacle 101. When returning from emergency braking, the shift switching device 202 maintains the shift position in the P position if no brake operation by the driver is detected. This makes it possible to more reliably avoid a collision between the vehicle 100 and the obstacle 101 when returning, thereby enabling a safe return from emergency braking. Note that other configurations of the second embodiment are the same as those of the first embodiment, and therefore description thereof will be omitted.

[0124] (Emergency braking process) The emergency braking process performed in the first to eighth situations will be described below with reference to Fig. 10. The emergency braking process is a process for avoiding a collision between the vehicle 100 and an obstacle 101 both during emergency braking and when recovering from emergency braking. During emergency braking, emergency braking by the automatic braking device 1 and shift switching by the shift switching device 202 are performed in parallel to avoid a collision between the vehicle 100 and the obstacle 101. As in the first embodiment, the emergency braking process will be described below using the first situation of the first to eighth situations as an example.

[0125] In the first situation, the driver first determines a parking position for vehicle 100. To park vehicle 100 backward into the parking position, the driver moves vehicle 100 to a position that makes it easy to enter the parking position. The driver keeps the shift position in the non-P position. The driver operates the accelerator to move vehicle 100 in reverse. Then, when stopping vehicle 100 in the parking position, the driver mistakenly operates the accelerator instead of operating the brake.

[0126] Steps S1 to S7 are the same as steps S1 to S7 in the first embodiment, and therefore description thereof will be omitted. In step S211, the shift switching control unit 202c switches the shift position from the non-P position to the P position. In step S212, the shift switching control unit 202c returns the shift position to the original shift position. That is, in the first situation, it is returned to the non-P position. Then, the emergency braking process ends.

[0127] (Effects of the second embodiment) In the second embodiment, the following effects can be obtained.

[0128] In the second embodiment, as described above, the emergency braking system 210 includes a shift switching device 202 that, when the automatic braking device 1 activates emergency braking of the vehicle 100, maintains the shift position in the P position after releasing the emergency braking by the automatic braking device 1. This makes it possible to reduce the possibility of a collision with the obstacle 101 after releasing the emergency braking of the vehicle 100 by the automatic braking device 1. Note that other effects of the second embodiment are similar to those of the first embodiment, and therefore description thereof will be omitted.

[0129] [Variations] The above-described embodiments disclosed herein should be considered to be illustrative and not restrictive in all respects. The scope of the present invention is defined by the claims rather than the description of the above-described embodiments, and further includes all modifications (variations) within the meaning and scope of the claims.

[0130] For example, in the first embodiment described above, the shift-switching device 2 maintains the shift position in the N position when the vehicle 100 returns from emergency braking, but the present invention is not limited to this. In the present invention, the shift-switching device may switch the shift position to the P position when the vehicle returns from emergency braking.

[0131] Furthermore, in the first embodiment, an example was shown in which the shift-switching device 2 switches the shift position to the N position when the automatic braking device 1 enables emergency braking of the vehicle 100, and maintains the shift position in the N position when the vehicle returns from emergency braking, but the present invention is not limited to this. In the present invention, the shift-switching device may switch the shift position to the P position when the automatic braking device enables emergency braking of the vehicle, and maintain the shift position in the P position when the vehicle returns from emergency braking.

[0132] Furthermore, in the first embodiment, an example was shown in which the shift-switching device 2 is configured to maintain the shift position in the N position when the driver has not operated the brakes after emergency braking has been released, but the present invention is not limited to this. In the present invention, the shift-switching device may be configured to maintain the shift position in the N position or the P position when a predetermined time (an example of the "first predetermined time" in the claims) has not elapsed since emergency braking was released. This makes it possible to cut off the driving force transmitted to the wheels until the driver regains composure and is able to operate the brakes, thereby more reliably avoiding a collision between the vehicle and an obstacle.

[0133] Furthermore, in the second embodiment, an example has been shown in which the shift-switching device 202 is configured to maintain the shift position in the P position when the driver has not operated the brake after emergency braking has been released, but the present invention is not limited to this. In the present invention, the shift-switching device may be configured to maintain the shift position in the P position when a predetermined time (an example of the "first predetermined time" in the claims) has not elapsed since emergency braking was released.

[0134] In the first embodiment, the shift-switching device 2 is configured to return the shift position to the position before switching to the N position based on the driver operating the brake after releasing the emergency braking, but the present invention is not limited to this. In the present invention, the shift-switching device may be configured to return the shift position to the position before switching to the N position based on the lapse of a predetermined time (an example of the "first predetermined time" in the claims) after releasing the emergency braking.

[0135] Furthermore, in the second embodiment, an example was shown in which the shift-switching device 202 is configured to return the shift position to the shift position before switching to the P position based on the driver operating the brake after releasing the emergency braking, but the present invention is not limited to this. In the present invention, the shift-switching device may be configured to return the shift position to the shift position before switching to the P position based on the lapse of a predetermined time (an example of the "first predetermined time" in the claims) after releasing the emergency braking.

[0136] Furthermore, in the above first and second embodiments, the predetermined condition is that the possibility of collision with the obstacle 101 has been avoided, but the present invention is not limited to this. In the present invention, the predetermined condition may be that a predetermined time has elapsed since emergency braking was enabled (an example of a "second predetermined time" in the claims), or that a predetermined time has elapsed since the vehicle came to a stop (an example of a "third predetermined time" in the claims).

[0137] In the first and second embodiments, the predetermined condition is that the possibility of collision with the obstacle 101 has been avoided, but the present invention is not limited to this. In the present invention, the predetermined condition may be not only that the possibility of collision with the obstacle has been avoided, but also that the shift position has been changed.

[0138] In addition, in the first embodiment described above, an example has been shown in which the shift-switching device 2 switches the shift position to the N position when the automatic braking device 1 enables emergency braking of the vehicle 100, but the present invention is not limited to this. In the present invention, the shift-switching device may switch the shift position to the P position when the automatic braking device enables emergency braking of the vehicle.

[0139] In the first and second embodiments, the sensor 20 includes the camera 20a and the sonar 20b, but the present invention is not limited to this. In the present invention, the sensor may include a beacon or the like.

[0140] In the first and second embodiments, the shift switching control unit 2c (202c) is configured to control the shift position to N position (P position) based on an emergency shift switching signal acquired from the automatic braking control unit 1a, but the present invention is not limited to this. In the present invention, the shift switching control unit may be configured to control the shift position to N position (P position) based on a determination result that an emergency braking should be performed directly without going through the automatic braking control unit.

[0141] In the first and second embodiments, for convenience of explanation, the control processes of the automatic braking control unit 1a and the shift switching control unit 2c (202c) are described using flow-driven flowcharts in which the processes are performed in order according to a processing flow, but the present invention is not limited to this. In the present invention, the control processes of the automatic braking control unit and the shift switching control unit may be performed by event-driven processing in which processing is performed on an event-by-event basis. In this case, the control processes may be performed completely event-driven, or may be performed in a combination of event-driven and flow-driven. [Explanation of symbols]

[0142] 1 Automatic braking system 2, 202 Shift switching device 100 vehicles 101 Obstacles Mv Vehicle direction

Claims

1. an automatic braking device that activates emergency braking of the vehicle based on detecting a possible collision with an obstacle in the vehicle's direction of travel; An emergency braking system comprising: a shift switching device that, when the automatic braking device activates the emergency braking of the vehicle, holds the shift position in neutral or parking after the emergency braking by the automatic braking device is released if the driver has not operated the brakes after the emergency braking is released or if a first predetermined time has not elapsed since the emergency braking was released.

2. 2. The emergency braking system according to claim 1, wherein, when the automatic braking device activates the emergency braking of the vehicle, the shift switching device is configured to switch the shift position to neutral or parking when the emergency braking by the automatic braking device is activated, and to hold the shift position in neutral or parking after the emergency braking is released.

3. 3. The emergency braking system according to claim 1, wherein the shift switching device is configured to return the shift position to the shift position before switching to neutral or parking, based on whether the driver operates the brakes after the emergency braking is released or the first predetermined time has elapsed.

4. 4. The emergency braking system according to claim 2, wherein the automatic braking device is configured to enable the emergency braking and transmit an emergency shift switching signal to the shift switching device to switch the shift position to neutral or parking, and then release the emergency braking based on a predetermined condition being satisfied.

5. 5. The emergency braking system according to claim 4, wherein the predetermined condition is that a possibility of collision with the obstacle has been avoided, that a second predetermined time has elapsed since the emergency braking was enabled, or that a third predetermined time has elapsed since the vehicle came to a stop.

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