JP2019172032A - Automatic braking device - Google Patents

Abstract

To provide an automatic braking device in which unnecessary automatic braking for an oncoming vehicle or a traversing vehicle can be suppressed.SOLUTION: The automatic braking device determining possibility of collision with an obstacle and performing automatic braking is provided that comprises: an obstacle detection part 41 which detects a vehicle; a lateral direction speed calculation part 44 which acquires a lateral direction speed component which is a speed component of a detected vehicle in a direction orthogonal to a travel direction of an own vehicle (vehicle 1); and a lateral movement determination part 22 which determines whether or not a magnitude of the lateral direction speed component is a prescribed determination threshold or more. Automatic braking is regulated when it is determined by the lateral movement determination part 22 that the magnitude of the lateral direction speed component is the prescribed determination threshold or more.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an automatic braking device that determines the possibility of collision between an own vehicle and an obstacle and automatically performs braking.

  2. Description of the Related Art Conventionally, there is known an automatic braking device that determines the possibility of collision between a detected obstacle and the host vehicle and automatically activates a brake when there is a possibility of collision. The automatic braking device is configured to restrict automatic braking when a predetermined condition is met, in order to prevent unnecessary braking.

  For example, Patent Document 1 describes an automatic braking device that restricts automatic braking when a detected obstacle is an oncoming vehicle. The automatic braking device determines that the obstacle is an oncoming vehicle when the relative speed between the host vehicle and the obstacle is higher than the host vehicle speed, that is, when (relative speed-host vehicle speed)> 0. Regulate automatic braking.

  Patent Document 2 describes an obstacle detection device that estimates the traveling direction of an oncoming vehicle, predicts the position of the oncoming vehicle after a lapse of a reference time, and predicts the possibility of collision with the own vehicle. .

Japanese Patent Laid-Open No. 5-24517 JP 2008-137396 A

  However, the automatic braking device described in Patent Document 1 determines that such an obstacle is not an oncoming vehicle because the relative speed and the own vehicle speed are almost the same when the obstacle is a crossing vehicle that crosses the front. Automatic braking is performed. Therefore, unnecessary automatic braking is performed on a crossing vehicle that passes immediately in front of the host vehicle and eliminates the possibility of a collision. On the other hand, since the obstacle detection device described in Patent Document 2 can predict the possibility of a collision even with a crossing vehicle that crosses the front of the host vehicle, if it is determined that there is no possibility of a collision, it restricts automatic braking. Is possible. However, in the case of the obstacle detection device, it is necessary to detect a wide range of obstacles in order to predict the possibility of collision after the reference time. As a result, obstacles having no possibility of collision are detected and the possibility of collision is judged, so that unnecessary automatic braking may be performed instead.

  The present invention has been conceived under the circumstances described above, and an object thereof is to provide an automatic braking device that can suppress unnecessary automatic braking for an oncoming vehicle or a crossing vehicle.

  In order to solve the above problems, the present invention takes the following technical means.

  The automatic braking device provided by the present invention is an automatic braking device that determines the possibility of a collision with an obstacle and performs automatic braking, and includes detection means for detecting a vehicle, and the detected vehicle. An information acquisition means for acquiring a speed component in a direction orthogonal to the traveling direction of the host vehicle; and a determination means for determining whether or not the magnitude of the speed component is equal to or greater than a predetermined determination threshold. When it is determined that the magnitude of the speed component is greater than or equal to a determination threshold, automatic braking is restricted.

  According to the present invention, the automatic braking device restricts automatic braking when it is determined that the magnitude of the speed component of the detected vehicle in the direction orthogonal to the traveling direction of the own vehicle is equal to or greater than the determination threshold. . That is, automatic braking is not performed when the detected vehicle is moving in front of the host vehicle in the lateral direction at a speed equal to or higher than the determination threshold. Thereby, unnecessary automatic braking for a crossing vehicle or an oncoming vehicle that immediately passes in front of the host vehicle can be suppressed.

  Other features and advantages of the present invention will become more apparent from the detailed description given below with reference to the accompanying drawings.

1 is a block diagram illustrating a configuration of a vehicle to which an automatic braking device according to a first embodiment is applied. It is a figure which shows the condition when a vehicle approaches a turning road from a straight road. It is a figure which shows the condition where the vehicle is located in front of the intersection. It is an example of the flowchart for demonstrating the automatic brake control process which automatic brake ECU performs.

  Embodiments of the present invention will be specifically described below with reference to the drawings.

  FIG. 1 is a block diagram showing a configuration of a vehicle 1 to which an automatic braking device according to the first embodiment is applied. As shown in FIG. 1, the vehicle 1 includes an automatic braking ECU (Electric Control Unit) 2, a camera 3, an image processing unit 4, a vehicle speed sensor 51, a display device 6, an alarm device 7, and a braking device 8. Although the car 1 has other configurations, the description is omitted in FIG.

  The camera 3 is a photographing device that photographs an image in front of the car 1 and includes, for example, an image sensor such as a CCD or a CMOS, and photographs a predetermined photographing area at a predetermined frame rate. The camera 3 is attached near the center of the front portion of the car 1 in the vehicle width direction. The camera 3 is a stereo camera, has two lenses separated in the vehicle width direction, and acquires an image input through each lens as image data by an imaging device. That is, the camera 3 acquires a pair of image data. Image data captured by the camera 3 is output to the image processing unit 4.

  The image processing unit 4 is a processing unit that performs image processing, and is realized by a microcomputer. The image processing unit 4 performs image processing on a pair of image data input from the camera 3. Specifically, the image processing unit 4 detects, from the pair of image data input from the camera 3, a pixel shift amount at a corresponding position of the pair of images, and based on the principle of triangulation from the shift amount. Is calculated. Thereby, the positional information on the actual three-dimensional space including the depth information is acquired. The image processing unit 4 calculates various information based on the position information. The image processing unit 4 includes an obstacle detection unit 41, a distance calculation unit 42, a relative speed calculation unit 43, and a lateral direction speed calculation unit 44.

  The obstacle detection unit 41 detects an obstacle ahead of the host vehicle (vehicle 1) based on position information in the three-dimensional space. The method for detecting the obstacle is not limited. The obstacle detection unit 41 also identifies the type of obstacle by image recognition for the detected obstacle, and determines whether the obstacle is a car or a pedestrian.

  The distance calculation unit 42 calculates the distance between the obstacle detected by the obstacle detection unit 41 and the host vehicle. The distance calculation unit 42 calculates a distance based on position information in the three-dimensional space. The method for calculating the distance is not limited.

  The relative speed calculation unit 43 calculates the relative speed between the obstacle detected by the obstacle detection unit 41 and the host vehicle. The relative speed calculation unit 43 calculates the relative speed based on the change in the distance between the obstacle and the vehicle calculated by the distance calculation unit 42. In the present embodiment, the relative speed of the obstacle with respect to the own vehicle is calculated as a positive value when traveling in the traveling direction of the own vehicle. That is, when the obstacle travels toward the vehicle, the relative speed becomes a negative value. The method for defining and calculating the relative speed is not limited.

  The lateral speed calculation unit 44 calculates a lateral speed component of the obstacle detected by the obstacle detection unit 41. The lateral speed component is a speed component in a direction orthogonal to the traveling direction of the host vehicle (vehicle 1) among obstacle speeds. In the present embodiment, the case of proceeding from the right to the left as viewed from the host vehicle is calculated as a positive value. That is, when the obstacle travels from left to right, the value is negative. The sign of the lateral speed component may be reversed. The lateral speed calculation unit 44 calculates a lateral speed component of the obstacle based on the change in the position information of the obstacle. The method for calculating the lateral speed component is not limited.

  The image processing unit 4 outputs the detected obstacle information (including the type of the obstacle), the lateral speed component of the obstacle, the distance to the obstacle, and the relative speed to the automatic braking ECU 2 in association with each other. The automatic braking ECU 2 has functions of an obstacle detection unit 41, a distance calculation unit 42, and a relative speed calculation unit 43, and the image processing unit 4 acquires position information in a three-dimensional space and outputs it to the automatic braking ECU 2. May be.

  The vehicle speed sensor 51 is a sensor that detects the vehicle speed of the vehicle 1. The vehicle speed sensor 51 generates a pulse signal synchronized with the rotation of the wheel and outputs the pulse signal to the automatic braking ECU 2. The automatic braking ECU 2 calculates the vehicle speed of the vehicle 1 (hereinafter referred to as “own vehicle speed”) based on the frequency of the pulse signal input from the vehicle speed sensor 51. The vehicle speed sensor 51 may calculate the vehicle speed and output it to the automatic braking ECU 2.

  The display device 6 is configured by, for example, an LCD (liquid crystal display device), and is installed in the center console portion of the car 1. The display device 6 is not limited to the LCD, and may be an organic EL display, a plasma display, or the like. Further, the installation position is not limited to the center console portion, and may be in a range that can be seen from the driver. The display device 6 performs various types of display. In the present embodiment, when automatic braking is performed, a display for notifying the driver of this is performed. The display device 6 may also be used as a display such as a navigation system.

  The alarm device 7 transmits information to the driver by voice and warns by a buzzer. In this embodiment, when automatic braking is performed, voice guidance is provided to inform the driver of this. Note that the alarm device 7 may also be used as an audio system such as a navigation system.

  The braking device 8 performs braking of the vehicle 1. The braking device 8 generates a braking force by operating a disc brake or a drum brake in accordance with the operation of the brake pedal by the driver. Further, the braking device 8 generates a braking force in accordance with an electric signal input from the automatic braking ECU 2.

  The automatic braking ECU 2 is an electronic control unit for performing automatic braking, and is realized by a microcomputer including a CPU and a memory. The automatic braking ECU 2 determines the possibility of collision with an obstacle based on information input from various sensors such as the image processing unit 4 and the vehicle speed sensor 51, and if there is a possibility of collision, the automatic braking ECU 2 Enable automatic braking. In this case, the automatic braking ECU 2 causes the display device 6 to display that automatic braking is performed, and causes the alarm device 7 to perform voice guidance for performing automatic braking. Note that the automatic braking ECU 2 may display on the display device 6 that the automatic braking will soon be performed before causing the braking device 8 to perform automatic braking, and may cause the alarm device 7 to provide guidance by voice.

  The automatic braking ECU 2 determines whether the obstacle is a pedestrian or a car from the obstacle information input from the image processing unit 4. The automatic braking ECU 2 determines that the obstacle is a pedestrian to ensure the safety of the pedestrian, and performs automatic braking when determining that there is a possibility of collision.

  Further, when it is determined that the obstacle is a car, the automatic braking ECU 2 determines whether or not the obstacle is a car crossing the front of the own vehicle. If the automatic braking ECU 2 determines that the obstacle is a vehicle that crosses the front of the vehicle, the automatic braking ECU 2 restricts automatic braking so that automatic braking is not performed. If the obstacle crosses the front of the host vehicle, the obstacle moves before the host vehicle reaches, and there is no possibility of colliding with the host vehicle. The automatic braking ECU 2 prevents unnecessary automatic braking for such an obstacle.

  For example, when the vehicle 1 enters a turning road from a straight road, an oncoming vehicle may be located in front of the vehicle 1. In this case, it is recognized that the oncoming vehicle is a preceding vehicle traveling in the same lane, and unnecessary automatic braking is performed. In addition, a car that crosses an intersection in front of the car 1 or an oncoming car that turns right at the intersection may be located in front of the car 1. In these cases as well, these vehicles are recognized as preceding vehicles traveling in the same lane as the own vehicle, and unnecessary automatic braking is performed. In order to prevent these unnecessary automatic brakings, the automatic braking ECU 2 determines whether the obstacle is a car crossing the front of the host vehicle and automatically determines that the obstacle is a car crossing the front of the host vehicle. Regulate braking. The automatic braking ECU 2 determines whether the vehicle crosses the front of the host vehicle based on the lateral speed component of the obstacle.

  FIG. 2 shows a situation when the car 1 enters the turning road from a straight road. The vehicle 11 is a preceding vehicle that travels in the same lane as the vehicle 1. The vehicle 12 is an oncoming vehicle that travels in the oncoming lane. The solid-line arrows attached to the car 1, the car 11, and the car 12 indicate the speed vectors of the cars 1, 11, and 12, respectively. The broken line arrow is obtained by decomposing the velocity vector indicated by the solid line arrow into a traveling direction component of the vehicle 1 and a component in a direction orthogonal thereto. That is, the lateral speed component of each of the cars 11 and 12 is shown as the size of a broken-line arrow pointing in the left-right direction in FIG. The automatic braking ECU 2 of the car 1 recognizes that the car 11 located in front is an obstacle. Since the vehicle 12 is also located in front of the vehicle 1, the automatic braking ECU 2 of the vehicle 1 recognizes that the vehicle 12 is also an obstacle.

  FIG. 3 shows a situation where the car 1 is located in front of the intersection. In the figure (a), the car 13 crosses the front of the car 1 at the intersection (refer to the broken line arrow shown in the figure). In FIG. 2B, the vehicle 14 that is an oncoming vehicle turns right at the intersection and crosses the front of the vehicle 1 (see the broken line arrow shown in the figure). The solid-line arrows attached to the car 1, the car 13, and the car 14 indicate the speed vectors of the cars 1, 13, and 14, respectively. The automatic braking ECU 2 of the car 1 recognizes the cars 13 and 14 located in the front as an obstacle.

  When the automatic braking ECU 2 recognizes an obstacle, the automatic braking ECU 2 determines whether or not there is a possibility of collision with the obstacle. If the automatic braking ECU 2 determines that there is a possibility of collision with an obstacle, the automatic braking ECU 2 determines whether the obstacle is a vehicle that crosses the front of the host vehicle. The automatic braking ECU 2 performs automatic braking when it is determined that the obstacle is not a vehicle crossing the front of the host vehicle, and performs automatic braking when it is determined that the obstacle is a vehicle crossing the front of the host vehicle. Not performed.

  For example, in the example of FIG. 2, since the lateral speed component of the vehicle 11 is relatively small, the automatic braking ECU 2 determines that the vehicle 11 is not a vehicle that crosses the front of the host vehicle. Therefore, when the automatic braking ECU 2 detects the vehicle 11 and determines that there is a possibility of collision, the automatic braking ECU 2 determines that the vehicle 11 is not a vehicle that crosses the front of the host vehicle (for example, a preceding vehicle) and performs automatic braking. On the other hand, since the lateral speed component of the vehicle 12 is relatively large, the automatic braking ECU 2 determines that the vehicle 12 is a vehicle that crosses the front of the host vehicle. Therefore, even when the automatic braking ECU 2 detects the vehicle 12 and determines that there is a possibility of a collision, the automatic braking ECU 2 determines that the vehicle 12 is a vehicle crossing the front of the host vehicle and restricts automatic braking. In the example of FIG. 3, since the lateral speed components of the cars 13 and 14 are relatively large, the automatic braking ECU 2 determines that the cars 13 and 14 are cars that cross the front of the host vehicle. Therefore, even if the automatic braking ECU 2 detects the cars 13 and 14 and determines that there is a possibility of a collision, the automatic braking ECU 2 determines that the cars 13 and 14 are cars that cross the front of the host vehicle and restricts automatic braking.

  A combination of the automatic braking ECU 2 and the braking device 8 corresponds to the “automatic braking device” of the present invention.

  The automatic braking ECU 2 includes a collision possibility determination unit 21, a lateral movement determination unit 22, a pedestrian determination unit 23, an automatic braking restriction unit 24, and a storage unit 25 as functional blocks.

  The storage unit 25 stores various data. In the present embodiment, a collision avoidance threshold value table and a determination threshold value described later are stored.

  The pedestrian determination unit 23 is a functional block that determines whether or not the obstacle is a pedestrian. The pedestrian determination unit 23 determines whether or not the obstacle type information in the obstacle information input from the image processing unit 4 indicates a pedestrian. The pedestrian determination unit 23 determines that the obstacle is a pedestrian when the obstacle type information indicates a pedestrian, and the obstacle is a vehicle when the obstacle type information indicates a car. Judge that there is.

  The collision possibility determination unit 21 is a functional block that determines the possibility of collision with an obstacle. The collision possibility determination unit 21 determines whether or not the vehicle 1 may collide with the obstacle based on the information regarding the obstacle input from the image processing unit 4. Specifically, the collision possibility determination unit 21 reads a collision avoidance threshold corresponding to the input relative speed from the storage unit 25 when it is determined that the obstacle is a car. The collision avoidance threshold value is a threshold value for determining whether or not the collision avoidance threshold is a distance at which a collision with an obstacle can be avoided by braking or steering by the driver. The collision avoidance threshold varies depending on the magnitude of the relative speed, and increases as the absolute value of the relative speed increases. The storage unit 25 stores a collision avoidance threshold table that indicates the correspondence between the absolute value of the relative speed and the collision avoidance threshold. The collision possibility determination unit 21 compares the input distance to the obstacle and the read collision avoidance threshold. If the distance is equal to or smaller than the collision avoidance threshold, it is determined that there is a possibility of collision. Moreover, the collision possibility judgment part 21 judges whether the vehicle 1 may collide with the said pedestrian, when it determines with an obstruction being a pedestrian. In addition, the description about a specific judgment method is abbreviate | omitted.

  The lateral movement determination unit 22 is a functional block that determines whether or not the obstacle is a vehicle that crosses the front of the host vehicle. Based on the lateral speed component of the obstacle input from the image processing unit 4, the lateral movement determination unit 22 determines whether the obstacle is a vehicle that crosses the front of the host vehicle. Specifically, the lateral movement determination unit 22 compares the magnitude of the lateral speed component of the obstacle (absolute value of the lateral speed component) with a predetermined determination threshold. The lateral movement determination unit 22 determines that the obstacle is a vehicle crossing the front of the host vehicle when the magnitude of the lateral speed component is equal to or greater than the determination threshold, and the magnitude of the lateral speed component is the determination threshold. If it is less than that, it is determined that the obstacle is not a car crossing the front of the vehicle. The determination threshold is a threshold for determining whether to cross the front of the host vehicle, and a value of about 10 km / h, for example, is set. Note that the determination threshold is not limited, and may be determined as appropriate based on the results of tests and simulations. The determination threshold value may be changed according to the distance to the obstacle or the own vehicle speed.

  For example, in the example of FIG. 2, the car 11 is a preceding car that travels in the same lane as the car 1, and is located in front of the car 1, so it is in a state immediately after entering the turning road. Therefore, even if the vehicle speed is 60 km / h, for example, the lateral speed component of the vehicle 11 is only about 5 km / h. Accordingly, the lateral movement determination unit 22 determines that the vehicle 11 is not a vehicle crossing the front of the host vehicle because the lateral speed component (5 km / h) of the vehicle 11 is less than the determination threshold (10 km / h). On the straight road, the lateral speed component of the preceding vehicle of the car 1 is close to 0 km / h. Further, the preceding vehicle of the car 1 is not located in front of the car 1 on the turning road. On the other hand, the vehicle 12 is an oncoming vehicle, and runs on the opposite lane along the turning road from the left side of the vehicle 1. Therefore, even if the vehicle speed of the vehicle 12 is 60 km / h which is the same as the vehicle speed of the vehicle 11, the lateral speed component of the vehicle 12 is about −30 km / h. Accordingly, the lateral movement determination unit 22 determines that the vehicle 11 is a vehicle crossing the front of the host vehicle because the magnitude of the lateral speed component (−30 km / h) of the vehicle 11 is equal to or greater than the determination threshold (10 km / h). To do.

  Further, in the example of FIG. 3A, the vehicle 13 is a vehicle that crosses the front of the vehicle 1 at the intersection, so the lateral speed component is substantially equal to the vehicle speed. Accordingly, the lateral movement determination unit 22 determines that the magnitude of the lateral speed component of the vehicle 13 is equal to or greater than the determination threshold (10 km / h), and the vehicle 13 is a vehicle that crosses the front of the host vehicle. In the example of FIG. 3B, the vehicle 14 is an oncoming vehicle that turns right at the intersection. When the vehicle 14 is located in front of the vehicle 1 (the state of FIG. 3B), the lateral speed component becomes the vehicle speed. It ’s close. Accordingly, the lateral movement determination unit 22 determines that the magnitude of the lateral speed component of the vehicle 14 is equal to or greater than the determination threshold (10 km / h), and the vehicle 14 is a vehicle that crosses the front of the host vehicle.

  The automatic braking restriction unit 24 is a functional block that restricts automatic braking. The automatic braking restriction unit 24 restricts automatic braking according to the determination result of the lateral movement determination unit 22 and the determination result of the pedestrian determination unit 23. When the pedestrian determination unit 23 determines that the obstacle is a pedestrian, the automatic braking restriction unit 24 does not restrict automatic braking. Moreover, even if it is determined that the obstacle is a vehicle by the pedestrian determination unit 23, the automatic braking restriction unit 24 is determined that the obstacle is not a vehicle crossing the front of the host vehicle by the lateral movement determination unit 22. Does not regulate automatic braking. On the other hand, when the automatic braking restriction unit 24 determines that the obstacle is a vehicle by the pedestrian determination unit 23 and determines that the obstacle is a vehicle crossing the front of the host vehicle by the lateral movement determination unit 22. Regulate automatic braking. Note that the automatic braking restriction unit 24 restricts automatic braking depending on other conditions. For example, automatic braking is also restricted when the driver operates a steering wheel or brakes, or when the vehicle speed is equal to or higher than a predetermined speed. In the present embodiment, description of determination of these other conditions is omitted.

  FIG. 4 is an example of a flowchart for explaining an automatic braking control process performed by the automatic braking ECU 2. The automatic braking control process is performed at a predetermined timing (for example, every 0.1 second).

  First, various information is acquired (S1). Specifically, the automatic braking ECU 2 acquires obstacle information (including the type of obstacle), the lateral speed component of the obstacle, the distance to the obstacle, and the relative speed from the image processing unit 4. Further, the automatic braking ECU 2 receives a pulse signal from the vehicle speed sensor 51 and obtains it by calculating the vehicle speed based on the pulse signal.

  Next, the pedestrian determination unit 23 determines whether the obstacle is a pedestrian (S2). Specifically, the pedestrian determination unit 23 determines whether or not the obstacle type information input from the image processing unit 4 indicates a pedestrian. When it is determined that the vehicle is not a pedestrian (S2: NO), it is determined whether the obstacle is a car (S3). If it is determined that the vehicle is not a vehicle (S3: NO), that is, if it is a center line or a road marking, the automatic braking control process is terminated. On the other hand, when it is determined that the vehicle is a vehicle (S3: YES), the collision possibility determination unit 21 determines whether or not there is a possibility of collision with an obstacle (S4). Specifically, the collision possibility determination unit 21 reads out a collision avoidance threshold corresponding to the acquired relative speed from the collision avoidance threshold table stored in the storage unit 25. Then, the collision possibility determination unit 21 determines that there is a possibility of collision when the distance to the acquired obstacle is equal to or less than the read collision avoidance threshold.

  When it is determined that there is no possibility of collision (S4: NO), the automatic braking control process is terminated. On the other hand, when it is determined that there is a possibility of collision (S4: YES), the lateral movement determination unit 22 determines whether or not the obstacle is a car that crosses the front of the host vehicle (S5). Specifically, the lateral movement determination unit 22 compares the magnitude of the obstacle's lateral velocity component Vx with the determination threshold value Vth. When the magnitude of the lateral speed component Vx is equal to or greater than the determination threshold value Vth (| Vx | ≧ Vth), the lateral movement determination unit 22 determines that the obstacle is a vehicle that crosses the front of the host vehicle. On the other hand, when the magnitude of the lateral speed component Vx is less than the determination threshold Vth (| Vx | <Vth), the lateral movement determination unit 22 determines that the obstacle is not a vehicle that crosses the front of the host vehicle. When it is determined that the vehicle is crossing (S5: YES), automatic braking restriction is performed by the automatic braking restriction unit 24, and the automatic braking control process is terminated.

  When it is determined in step S2 that the person is a pedestrian (S2: YES), the collision possibility determination unit 21 determines whether or not there is a possibility of collision with the pedestrian (S6). When it is determined that there is no possibility of collision (S6: NO), the automatic braking control process is terminated. On the other hand, when it is determined that there is a possibility of collision (S6: YES), automatic braking is not performed by the automatic braking restriction unit 24, so automatic braking is performed (S7), and the automatic braking control process is terminated. The Specifically, the automatic braking ECU 2 causes the braking device 8 to perform automatic braking. If it is determined in step S5 that the vehicle is not crossing (S5: NO), automatic braking is not regulated by the automatic braking regulating unit 24, so automatic braking is performed (S7), and the automatic braking control process ends. Is done. Specifically, the automatic braking ECU 2 causes the braking device 8 to perform automatic braking.

  In step S7, when the automatic braking is performed, the vehicle 1 is braked. Therefore, the absolute value of the relative speed of the obstacle becomes small at the timing of the next automatic braking control process. Still, if it is determined in step S4 that there is a possibility of collision (S4: YES), automatic braking (step S7) is continued. On the other hand, if it is determined in step S4 that there is no possibility of a collision (S4: NO), the automatic braking is released.

  When a plurality of obstacles are detected from the information acquired in step S1, the processing after step S2 is performed for each obstacle. The automatic braking control process performed by the automatic braking ECU 2 is not limited to the flowchart shown in FIG.

  According to the present embodiment, the lateral movement determination unit 22 determines that the obstacle is a vehicle crossing the front of the host vehicle when the magnitude of the lateral speed component is equal to or greater than the determination threshold, and the lateral speed component. If the size of the vehicle is less than the determination threshold, it is determined that the obstacle is not a vehicle that crosses the front of the vehicle. The automatic braking restriction unit 24 determines that the obstacle is a vehicle by the pedestrian determination unit 23 and determines that the obstacle is a vehicle crossing the front of the host vehicle by the lateral movement determination unit 22. Regulate automatic braking. That is, the automatic braking ECU 2 does not perform automatic braking when the obstacle is a vehicle and moves in front of the host vehicle in the lateral direction at a speed equal to or higher than the determination threshold. Thereby, unnecessary automatic braking for a crossing vehicle or an oncoming vehicle that immediately passes in front of the host vehicle can be suppressed.

  According to the present embodiment, the automatic braking restriction unit 24 does not restrict automatic braking when the pedestrian determination unit 23 determines that the obstacle is a pedestrian. That is, when the obstacle is a pedestrian, the automatic braking ECU 2 performs automatic braking when the collision possibility determining unit 21 determines that there is a possibility of a collision. Thereby, the safety of a pedestrian can be ensured.

  In the present embodiment, the camera 3 and the image processing unit 4 detect an obstacle and detect information on the detected obstacle, a lateral velocity component of the obstacle, a distance from the obstacle, and a relative velocity of the obstacle. Although the case has been described, the present invention is not limited to this. Other sensors such as a laser radar and a millimeter wave radar may detect this information or a part thereof. In addition, you may calculate each information based on the detection result by the camera 3, and the detection result by these sensors.

  The automatic braking device according to the present invention is not limited to the above-described embodiment. The specific configuration of each part of the automatic braking device according to the present invention can be varied in design in various ways.

1 car 2 automatic braking ECU
DESCRIPTION OF SYMBOLS 21 Collision possibility determination part 22 Lateral movement determination part 23 Pedestrian determination part 24 Automatic brake control part 25 Memory | storage part 3 Camera 4 Image processing unit 41 Obstacle detection part 42 Distance calculation part 43 Relative speed calculation part 44 Lateral speed calculation part 44 51 Vehicle speed sensor 6 Display device 7 Alarm device 8 Braking device 11-14 Car

Claims (1)

An automatic braking device that determines the possibility of a collision with an obstacle and performs automatic braking,
Detection means for detecting a car;
Information acquisition means for acquiring a speed component of the detected vehicle in a direction orthogonal to the traveling direction of the own vehicle;
Determination means for determining whether the magnitude of the velocity component is equal to or greater than a predetermined determination threshold;
With
If the determination means determines that the magnitude of the speed component is greater than or equal to a determination threshold, automatic braking is restricted.
An automatic braking device characterized by that.

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