JP2013124047A - Automatic brake control device - Google Patents

Abstract

The present invention relates to an automatic brake control device, and is intended to continue automatic brake control until an appropriate timing without providing a sensor for detecting whether or not the vehicle collides with an obstacle.
An obstacle in front of the host vehicle is detected, and automatic brake control is performed to brake the host vehicle when the possibility of collision between the host vehicle and the obstacle is higher than a predetermined level. In addition, after the start of the automatic brake control, it is confirmed whether or not the target obstacle exists at a timing immediately before the estimated collision time when the host vehicle and the target obstacle are expected to collide. When it is confirmed that the target obstacle exists, the execution of the automatic brake control is continued until after the predicted collision time has elapsed, while when it is confirmed that the target obstacle does not exist. Stops the execution of the automatic brake control when the estimated collision time elapses.
[Selection] Figure 3

Description

  The present invention relates to an automatic brake control device, and is particularly suitable for executing automatic brake control for braking the host vehicle when the possibility of collision between the host vehicle and an obstacle ahead of the host vehicle is higher than a predetermined level. The present invention relates to an automatic brake control device.

  2. Description of the Related Art Conventionally, an automatic brake control device that detects an obstacle that is a preceding vehicle in front of the host vehicle and executes an automatic brake control that brakes the host vehicle when there is a high possibility that the host vehicle and the obstacle collide with each other. It is known (see, for example, Patent Document 1). In this automatic brake control device, in the situation where the obstacle is not detected during execution of the automatic brake control for avoiding the collision between the own vehicle and the obstacle, the own vehicle has a timing earlier than the expected collision time. When the collision between the vehicle and the obstacle occurs, it is assumed that the non-detection state of the obstacle is caused by the nose dive of the host vehicle, and the automatic brake control is continued to reduce the collision. On the other hand, when the estimated collision time has passed without the occurrence of the above-mentioned collision, the automatic brake control is canceled on the assumption that the non-detection state of the obstacle is caused by disappearance of the obstacle due to, for example, a right or left turn. As a result, rear-end collision by the following vehicle is prevented.

  As described above, in the above-described automatic brake control device, after starting the execution of the automatic brake control, whether the automatic brake control should be continued or stopped is determined by the obstacle in front of the host vehicle being undetected. And based on the presence or absence of actual collision up to the estimated collision time. If the obstacle becomes undetected and there is an actual collision by the estimated collision time, the automatic brake control will continue, while the obstacle becomes undetected and the actual collision by the estimated collision time. If there is no collision, the automatic brake control is released at that time.

JP 2011-122876 A

  However, in the device described in Patent Document 1, the automatic vehicle brake control is continued after the start of execution of the automatic brake control until the predicted collision time has elapsed, or stopped when the predicted collision time has elapsed. Is provided with a sensor for detecting whether or not the obstacle has actually collided, the sensor signal is taken into the electronic control unit, and the electronic control unit is made to determine whether or not the collision has actually occurred. It is necessary.

  The present invention has been made in view of the above points, and automatic braking control can be continued to an appropriate timing without providing a sensor for detecting whether the host vehicle collides with an obstacle. An object is to provide an automatic brake control device.

  The above object is when the obstacle detection means for detecting an obstacle existing in front of the host vehicle and the collision possibility that the host vehicle and the obstacle detected by the obstacle detection unit collide are higher than a predetermined level. An automatic brake control means for executing automatic brake control for braking the own vehicle, and an expected collision time when the own vehicle and the target obstacle are expected to collide after the automatic brake control is started by the automatic brake control means. Presence check means for checking whether or not the target obstacle exists at a timing immediately before elapse of time, and the automatic brake control means uses the presence check means to determine whether the target obstacle is When it is confirmed that the vehicle is present, the execution of the automatic brake control is continued until after the predicted collision time has elapsed, while the failure of the target is detected by the presence checking unit. There when it is confirmed that the absence is accomplished by the automatic brake control device for stopping the execution of the automatic braking control upon elapse of the estimated collision time.

  According to the present invention, automatic brake control can be continued to an appropriate timing without providing a sensor for detecting whether or not the vehicle collides with an obstacle.

It is a block diagram of the automatic brake control apparatus which is 1st Example of this invention. It is a figure showing the positional relationship of the own vehicle and an obstacle at the time of automatic brake control being performed in the automatic brake control apparatus of a present Example. It is a flowchart of an example of the control routine performed in the automatic brake control apparatus of a present Example. It is a flowchart of an example of the control routine performed in the automatic brake control apparatus which is 2nd Example of this invention. It is a flowchart of an example of the control routine performed in the automatic brake control apparatus which is a modification of this invention.

  Hereinafter, specific embodiments of an automatic brake control device according to the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration diagram of an automatic brake control device 10 according to a first embodiment of the present invention. The automatic brake control device 10 of the present embodiment is mounted on a vehicle, detects the presence or absence of an obstacle (target) such as a preceding vehicle existing in front of the host vehicle, and further detects the presence of an obstacle. When the possibility of collision between the host vehicle and its obstacle in a situation is higher than a predetermined level, automatic brake control is performed to brake the host vehicle without the driver's braking operation in order to avoid or reduce the collision. Device.

  As shown in FIG. 1, the automatic brake device 10 of this embodiment includes an electronic control unit (hereinafter referred to as ECU) 12 mainly composed of a microcomputer. A sensor 14 for detecting the presence or absence of an obstacle is connected to the ECU 12. The sensor 14 can receive a reflected wave by irradiating a millimeter wave, a laser, or the like toward the predetermined area in front of the host vehicle and / or an image sensor capable of photographing a predetermined area in front of the host vehicle. Such as a radar sensor. The output signal of the sensor 14 is supplied to the ECU 12. The ECU 12 receives a signal supplied from the sensor 14 and determines whether or not there is an obstacle in a predetermined area in front of the host vehicle. When the presence of the obstacle is detected, the ECU 12 Obstacle information including the relative distance and relative speed with the obstacle is detected.

  The ECU 12 is also input with information indicating the state of the driver of the host vehicle (for example, the driver's awakening state, line of sight, face orientation, open / closed state of the heel, etc.) and the vehicle's motion state (for example, Information indicating own vehicle speed, acceleration, steering angle, turning angle, manual brake operation, road slip, etc.) is input. The ECU 12 grasps the state of the driver of the own vehicle and the state of motion of the host vehicle to which information is input. Then, the ECU 12 calculates the collision possibility that the own vehicle and the obstacle ahead of the own vehicle collide based on the state of the own vehicle driver, the moving state of the own vehicle, and the obstacle information detected as described above. At the same time, an expected collision time T1 at which the host vehicle and its obstacle are expected to collide is calculated. Further, the ECU 12 determines whether or not the collision possibility calculated as described above is higher than a predetermined value. The “collision possibility” and the “collision prediction time T1” between the host vehicle and the obstacle may be calculated based on a predetermined map or conditional expression based on the above parameters. Further, the “predetermined” regarding the possibility of collision may be set to 50% or 80%, for example.

  A brake unit 16 is also connected to the ECU 12. The brake unit 16 is an electric brake device that brakes the wheels of the host vehicle using, for example, a motor. When the possibility of collision between the host vehicle and the obstacle is less than a predetermined value, the ECU 12 instructs the brake unit 16 to execute automatic brake control for automatically braking the host vehicle (braking command signal). If the possibility of collision between the host vehicle and the obstacle is higher than a predetermined value, a braking command is issued to instruct the brake unit 16 to execute automatic brake control for automatically braking the host vehicle. Send a signal. The brake unit 16 performs a process of automatically braking the host vehicle (for example, supplying a drive signal to a brake motor) in accordance with a brake command signal supplied from the ECU 12.

  Next, with reference to FIG.2 and FIG.3, the operation | movement by the automatic brake control apparatus 10 of a present Example is demonstrated. FIG. 2 is a diagram showing the positional relationship between the host vehicle and the obstacle when the ECU 12 executes the automatic brake control in the automatic brake control device 10 of the present embodiment. FIG. 3 shows a flowchart of an example of a control routine executed by the ECU 12 in the automatic brake control device 10 of the present embodiment.

  In this embodiment, the ECU 12 determines the presence / absence of an obstacle in a predetermined area in front of the host vehicle based on a signal supplied from the sensor 14 every predetermined time and detects the obstacle information (step 100). In addition, when it is determined that the obstacle exists (see FIG. 2A), further, based on the obstacle information, the input state of the own vehicle driver and the movement state of the own vehicle, etc. The collision probability that the vehicle and the obstacle ahead of the host vehicle collide is calculated (step 102), and the predicted collision time T1 that the host vehicle and the obstacle are expected to collide is calculated.

  Then, the ECU 12 determines whether or not the collision possibility calculated as described above is higher than a predetermined value (step 104). As a result of the determination, if the possibility of collision is higher than a predetermined value, a brake command signal is issued to the brake unit 16 to execute automatic brake control for automatically braking the host vehicle (step 106; FIG. 2 (B) )reference). When the brake command signal applied to the brake unit 16 is supplied, the brake unit 16 executes a process of automatically braking the host vehicle in accordance with the brake command signal. Without being braked. At this time, the target deceleration of the own vehicle in the automatic brake control may be a maximum allowable deceleration for the own vehicle, or a reduction that can avoid or reduce a collision with an obstacle immediately before. Any speed is acceptable.

  When the ECU 12 causes the brake unit 16 to start executing the automatic brake control in step 106, the ECU 12 thereafter determines whether or not the timing before the expected collision time T1 elapses after the execution of the automatic brake control is started. (Step 108). As a result, if it is determined that the determination time is the timing before the collision predicted time T1 has elapsed, it is next determined whether or not the predetermined time T2 has elapsed after the start of the execution of the automatic brake control described above. Determine (step 110). The predetermined time T2 is shorter than the expected collision time T1 where the host vehicle and the obstacle are expected to collide with each other on the basis of the start of execution of the automatic brake control. It shows the time immediately before T1 elapses.

  When the ECU 12 determines that the determination time in step 110 is a timing before the predetermined time T2 has elapsed, the ECU 12 collides with the current time because the predetermined time T2 has not elapsed since the execution of the automatic brake control was started. It is determined that it is not the timing immediately before the expected time T1 elapses, and the execution of automatic brake control in the brake unit 16 is continued as it is (step 112).

  On the other hand, if it is determined that the determination time in step 110 is not the timing before the predetermined time T2 has elapsed, the current time is the expected collision time when the predetermined time T2 elapses after the execution of the automatic brake control is started. It is determined that the timing immediately before T1 elapses, and again, based on the signal supplied from the sensor 14 in the same manner as in the process of step 100, the presence or absence of an obstacle in a predetermined area in front of the host vehicle is determined. When it is determined that the obstacle exists, whether or not the obstacle is the same as the obstacle detected when the execution of the automatic brake control is started, that is, at the current determination time, It is determined whether or not the same obstacle exists from the execution start timing of the automatic brake control (step 114).

  The above-described determination of whether or not the same obstacle exists is, for example, detected that the obstacle exists again in a predetermined area from the position where the obstacle was present at the execution start timing of the automatic brake control. It may be performed based on whether or not the information of the number plate of the preceding vehicle as an obstacle detected by the image processing of the camera is the same.

  If the ECU 12 determines that the same obstacle as the obstacle at the start timing of the automatic brake control is present ahead of the host vehicle at the time of determination in step 114, the ECU 12 next turns on the following brake continuation flag. (Step 116), the execution of the automatic brake control in the brake unit 16 is continued in Step 112 (see FIG. 2C). Note that the brake continuation flag indicates whether or not the execution of the automatic brake control should be continued even after the estimated collision time T1 between the host vehicle and the obstacle calculated immediately after the execution of the automatic brake control starts. This flag is turned on when the execution of the automatic brake control should be continued even after the predicted collision time T1 has elapsed.

  On the other hand, in step 114, there is no obstacle in a predetermined area in front of the host vehicle, or even if the obstacle exists, the obstacle is not the same as the obstacle at the execution start timing of the automatic brake control. Thus, when it is determined that the same obstacle as the obstacle at the execution start timing of the automatic brake control does not exist ahead of the host vehicle at the time of determination in step 114, without turning on the brake continuation flag, In step 112, the execution of automatic brake control in the brake unit 16 is continued (see FIG. 2D).

  The ECU 12 determines that the predetermined time T2 has elapsed after the start of execution of the automatic brake control in step 110, and then determines that the expected collision time T1 has elapsed after the start of execution of the automatic brake control in step 108. Then, it is determined whether or not the brake continuation flag is currently on (step 120). As a result, if it is determined that the brake continuation flag is OFF, there is no obstacle to be subjected to automatic brake control when the estimated collision time T1 has elapsed, and automatic brake control is executed after the estimated collision time T1 has elapsed. If it is not necessary, the supply of the brake command signal to the brake unit 16 is stopped to stop the execution of the automatic brake control (step 122). When the supply of the brake command signal to the brake unit 16 is stopped, the brake unit 16 stops the braking process to the own vehicle, so that the automatic braking of the own vehicle is released.

  On the other hand, if it is determined in step 120 that the brake continuation flag is on, it is next determined whether or not it is the timing before the predetermined time T3 has elapsed after the start of execution of the automatic brake control in step 106. (Step 124). The predetermined time T3 is longer than the expected collision time T1 where the host vehicle and the obstacle are expected to collide with each other on the basis of the start of execution of the automatic brake control. This is a time point at which the execution of the automatic brake control should be continued to the maximum after T1 has elapsed.

  If the ECU 12 determines that the determination time in step 124 is the timing before the predetermined time T3 has elapsed, the ECU 12 continues the execution of automatic brake control in the brake unit 16 (step 112). On the other hand, if it is determined that the determination time in step 124 is not the timing before the predetermined time T3 has elapsed, it is determined that the predetermined time T3 has elapsed since the execution of the automatic brake control is started, and the automatic brake control is performed. The supply of the brake command signal to the brake unit 16 is stopped (step 122).

  Thus, in the automatic brake control device 10 of the present embodiment, the presence of an obstacle in front of the host vehicle is detected using the sensor 14, and the automatic brake control is executed based on the detected obstacle. After being started, the own vehicle is again used by using the sensor 14 at a timing immediately before the predicted collision time T1 at which the own vehicle and its obstacle are expected to collide (that is, the timing at which the predetermined time T2 has elapsed). It is confirmed whether there is an obstacle ahead and whether the obstacle is the same as the obstacle detected at the start of execution of automatic brake control. The

  When it is confirmed that there is an obstacle that is the same as the obstacle detected at the start of execution of the automatic brake control at the timing immediately after the predicted collision time T1 has elapsed after the start of execution of the automatic brake control. When the brake continuation flag is turned on, the automatic brake control is continuously executed even after the estimated collision time T1 has elapsed. This automatic brake control is continuously performed until the predetermined time T3 elapses after the execution of the automatic brake control is started. According to such a control process, when the same obstacle as that at the start of execution of the automatic brake control exists immediately after the start of the execution of the automatic brake control and immediately before the prediction of the collision time T1, the automatic brake is performed even after the predicted collision time T1 has elapsed. By continuing the execution of the control, it is possible to avoid the collision between the host vehicle and its obstacle or reduce the impact due to the collision without depending on the driver's braking operation.

  If it is confirmed that the same obstacle as the obstacle detected at the start of the execution of the automatic brake control does not exist at the timing immediately after the start of the automatic brake control and immediately before the estimated collision time T1 elapses, When the brake continuation flag is turned off, the execution of the automatic brake control is stopped when the estimated collision time T1 has elapsed. According to this control process, when the same obstacle as that at the start of execution of the automatic brake control does not exist immediately after the start of the execution of the automatic brake control and immediately before the predicted collision time T1, the automatic brake is performed when the estimated collision time T1 has elapsed. By stopping the execution of the control, it is possible to prevent the execution of the automatic brake control from being continued unnecessarily for a long period of time even when there is no obstacle.

  Therefore, according to the automatic brake control device 10 of the present embodiment, the automatic brake control executed for avoiding the collision between the host vehicle and the obstacle or reducing the impact due to the collision is appropriately performed after the obstacle is detected. It is possible to continue execution until a proper timing and stop the execution at the appropriate timing.

  Further, in this embodiment, when the automatic brake control is continuously executed until an appropriate timing or when the automatic brake control is stopped, an obstacle in a predetermined area in front of the host vehicle such as an image sensor or a radar sensor is used. It is sufficient to use the sensor 14 for detecting the collision, and it is not necessary to provide a collision sensor for detecting whether or not the own vehicle and the obstacle have actually collided. In this regard, according to the automatic brake control device 10 of the present embodiment, it is possible to continue the automatic brake control to an appropriate timing without providing a sensor for detecting whether the host vehicle collides with an obstacle. is there.

  In the first embodiment, the ECU 12 executes the process of step 100 in the routine shown in FIG. 3 so that the “obstacle detection means” described in the claims executes the process of step 114. By doing so, the “existence confirmation unit” described in the claims executes the processing of steps 106, 112, 116, and 120 to 124, and the “automatic brake control unit” described in the claims It has been realized.

  FIG. 4 shows a flowchart of an example of a control routine executed by the ECU 12 in the automatic brake control device 10 according to the second embodiment of the present invention. In FIG. 4, steps that execute the same processing as the steps in the routine shown in FIG. 3 are denoted by the same reference numerals, and description thereof is omitted or simplified. The automatic brake control device 10 of the present embodiment is realized by causing the ECU 12 to execute a routine shown in FIG. 4 instead of the routine shown in FIG.

  In this embodiment, if the ECU 12 determines in step 114 that the same obstacle as the obstacle at the execution start timing of the automatic brake control is present ahead of the host vehicle at the time of the determination, the ECU 12 next holds the brake stop as described below. After the flag is turned on (step 200), the execution of automatic brake control in the brake unit 16 is continued in step 112. The brake stop holding flag is determined by the execution of the automatic brake control after the start of execution of the automatic brake control and after the predicted collision time T1 between the vehicle and the obstacle calculated immediately before the start of the execution. This flag is turned on when the vehicle should be stopped by continuing the execution of the automatic brake control after the predicted collision time T1.

  The ECU 12 determines that the predetermined time T2 has elapsed after the start of execution of the automatic brake control in step 110, and then determines that the estimated collision time T1 has elapsed after the start of execution of the automatic brake control in step 108. Then, it is determined whether or not the brake stop holding flag is currently on (step 202). As a result, when it is determined that the brake stop holding flag is OFF, there is no obstacle to be subjected to automatic brake control when the estimated collision time T1 has elapsed, and automatic braking control is performed after the estimated collision time T1 has elapsed. Assuming that there is no need to execute, the brake command signal supply to the brake unit 16 is stopped to stop the execution of the automatic brake control (step 122).

  On the other hand, if it is determined in step 202 that the brake stop holding flag is ON, the ECU 12 next determines whether or not the host vehicle has been stopped by braking by execution of automatic brake control (step 204). In this determination, whether or not the vehicle speed has become zero or sufficiently small, or the state in which the vehicle speed has fallen below the predetermined value (or the detectable lower limit value) during execution of the automatic brake control continues for a predetermined time. What is necessary is just to be performed based on whether it did.

  As a result, when it is determined that the host vehicle is not stopped, the execution of the automatic brake control by the brake unit 16 is continued as it is (step 112). On the other hand, if it is determined that the host vehicle has been stopped, it is next determined whether or not it is the timing before the predetermined time T4 has elapsed since the stop of the host vehicle was started (step 206). The predetermined time T4 is a time based on the time point when the host vehicle is stopped by execution of the automatic brake control, and is set in advance to indicate a period during which the stop of the host vehicle by the execution of the automatic brake control should be continuously maintained. Time.

  If the ECU 12 determines that the determination time in step 206 is a timing before the predetermined time T4 has elapsed, the ECU 12 continues the execution of automatic brake control in the brake unit 16 (step 112). On the other hand, if it is determined that the determination time in step 206 is not the timing before the predetermined time T4 has elapsed, it is determined that the predetermined time T4 has elapsed since the host vehicle was stopped due to execution of the automatic brake control. In order to stop the execution of the control, the supply of the brake command signal to the brake unit 16 is stopped (step 122).

  Thus, in the automatic brake control device 10 of the present embodiment, the presence of an obstacle in front of the host vehicle is detected using the sensor 14, and the automatic brake control is executed based on the detected obstacle. Detected at the start of execution of the automatic brake control at the timing immediately before the predicted collision time T1 when the vehicle is expected to collide with the obstacle is started (that is, when the predetermined time T2 has elapsed). If it is confirmed that there is the same obstacle as the obstacle that has been set, the brake stop holding flag is turned on so that the automatic brake control continues even after the estimated collision time T1 has elapsed. Executed. This automatic brake control is continuously performed after the start of execution of the automatic brake control until the host vehicle is stopped and the stop is held for a predetermined time T4.

  According to such a control process, when the same obstacle as that at the start of execution of the automatic brake control exists immediately after the start of the execution of the automatic brake control and immediately before the prediction of the collision time T1, the automatic brake is performed even after the predicted collision time T1 has elapsed. By continuing the execution of the control, it is possible to avoid the collision between the host vehicle and its obstacle or reduce the impact due to the collision without depending on the driver's braking operation. In addition, when there is an obstacle, the automatic brake control continues to be executed at least until the time when the host vehicle is stopped. Can be stopped. Further, even when the host vehicle is stopped by the execution of the automatic brake control, the execution of the automatic brake control is continued until a predetermined time T4 elapses after the stop. Without stopping, it can be held until a certain time after the stop.

  If it is confirmed that the same obstacle as the obstacle detected at the start of the execution of the automatic brake control does not exist at the timing immediately after the start of the automatic brake control and immediately before the estimated collision time T1 elapses, When the brake continuation flag is turned off, the execution of the automatic brake control is stopped when the estimated collision time T1 has elapsed. According to this control process, when the same obstacle as that at the start of execution of the automatic brake control does not exist immediately after the start of the execution of the automatic brake control and immediately before the predicted collision time T1, the automatic brake is performed when the estimated collision time T1 has elapsed. By stopping the execution of the control, it is possible to prevent the execution of the automatic brake control from being continued unnecessarily for a long period of time even when there is no obstacle.

  Therefore, also in the automatic brake control device 10 of the present embodiment, the automatic brake control executed for avoiding the collision between the host vehicle and the obstacle or reducing the impact due to the collision is appropriately performed after the obstacle is detected. Execution can be continued until timing, and execution can be stopped at the appropriate timing. In this regard, also in the present embodiment, it is possible to continue the automatic brake control to an appropriate timing without providing a sensor for detecting whether or not the vehicle collides with an obstacle.

  In the second embodiment, the ECU 12 executes the processing of steps 106, 112, 122, and 200 to 206 in the routine shown in FIG. Is realized.

  By the way, in said 2nd Example, after starting execution of automatic brake control, after ECU12 performs execution of automatic brake control in step 110, it is determined whether it is a timing just before the collision estimated time T1 passes, The determination is made based on whether or not the predetermined time T2 indicating the time immediately before the predicted collision time T1 elapses. However, the present invention is not limited to this, and the ECU 12 replaces the step 110 with it. In step 300 shown in FIG. 5, it may be performed based on whether or not the host vehicle speed is less than a predetermined value (or a detectable lower limit value; zero or a sufficiently small value) Vc. In this modified example, when the host vehicle speed is equal to or higher than the predetermined value Vc, it is determined that it is not the timing immediately before the predicted collision time T1 has elapsed from the start of execution of the automatic brake control, while the host vehicle speed is less than the predetermined value Vc. In some cases, it may be determined that it is the timing immediately before the estimated collision time T1 has elapsed from the start of execution of the automatic brake control, and the subsequent processing may be advanced. Also in this modified example, it is possible to obtain the same effect as in the second embodiment.

  In the second embodiment, when the execution of the automatic brake control is continued even after the estimated collision time T1 has elapsed after the start of the execution of the automatic brake control due to the presence of an obstacle, After the own vehicle is stopped by execution of the automatic brake control, the stop of the own vehicle by the execution of the automatic brake control is held for a predetermined time T4, but the stop of the own vehicle by the execution of the automatic brake control is It is good also as hold | maintaining until the obstruction ahead of the own vehicle stops existing. In addition, although the release of the stop of the host vehicle by the execution of the automatic brake control is performed when the predetermined time T4 has elapsed, the intention / operation (for example, a release switch or a brake) of the host vehicle driver is not limited thereto. It may be performed when there is an operation).

  Furthermore, in the first and second embodiments described above, whether or not to continue execution of the automatic brake control after the start of execution of the automatic brake control after the estimated collision time T1 between the host vehicle and the obstacle has elapsed. In the determination, the vehicle speed of the host vehicle is not listed as a condition, but the automatic brake is applied after the predicted collision time T1 between the host vehicle and the obstacle has elapsed on the condition that the host vehicle speed is equal to or lower than the predetermined vehicle speed. The execution of control may be continued. In this modification, when the host vehicle speed exceeds the predetermined vehicle speed, the execution of the automatic brake control may be stopped and released when the estimated collision time T1 between the host vehicle and the obstacle has elapsed.

10 Automatic brake control device 12 Electronic control unit (ECU)
14 Sensor 16 Brake unit

Claims (1)

Obstacle detection means for detecting obstacles existing in front of the host vehicle;
Automatic brake control means for executing automatic brake control for braking the own vehicle when the collision possibility of collision between the own vehicle and the obstacle detected by the obstacle detection means is higher than a predetermined value;
Whether the target obstacle exists at the timing just before the predicted collision time elapses when the own vehicle and the target obstacle are expected to collide after the start of the automatic brake control by the automatic brake control means. A presence confirmation means for confirming whether or not,
The automatic brake control means, when the presence confirmation means confirms that the target obstacle exists, continues the execution of the automatic brake control until after the expected collision time, An automatic brake control device, wherein when the presence confirmation means confirms that the target obstacle does not exist, execution of the automatic brake control is stopped at the time when the expected collision time has elapsed.

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