JP5040741B2 - Automatic brake device - Google Patents

Description

  The present invention relates to an automatic brake device that automatically outputs a braking force in accordance with the possibility of collision with an obstacle detected by a camera, a radar, or the like.

  Conventionally, PCS (Pre-Crush Safety system) is a control system that performs various vehicle controls so as to avoid collisions with obstacles recognized by in-vehicle cameras, radar devices, etc., or to reduce the impact at the time of collision. It is known by a name such as and has been put into practical use.

As an example of such a control system, an invention for an apparatus that performs automatic brake control according to the approach and collision of an obstacle is disclosed (see, for example, Patent Document 1). In this device, stepwise braking control is performed according to the relative distance to the object recognized by the radar, etc., and after the collision detection by the collision detection sensor (usually an acceleration sensor is used) The braking force output is continued until the vehicle stops, and further until a predetermined operation is performed after the vehicle stops.
JP 2007-145313 A

  By the way, when the automatic brake control is performed according to the approach of the obstacle before the collision, the obstacle recognized by the in-vehicle camera or the radar device is the necessity of braking of the pedestrian or the vehicle (the collision avoidance and the impact reduction at the time of the collision). In addition to those having a high necessity), there is a case where a road having a low necessity for braking such as a step on the road surface or dust on the road surface is recognized as an obstacle.

  However, in the apparatus described in Patent Document 1, consideration is not given to the type of obstacle when determining the time for outputting the braking force when performing automatic brake control. For this reason, the automatic brake control is continued until the vehicle stops with respect to the low necessity of braking, and the driver may feel troublesome. Moreover, an undesired situation may occur in relation to the following vehicle by stopping the vehicle unnecessarily.

  The present invention is to solve such problems, and a main object of the present invention is to provide an automatic brake device capable of appropriately determining the time for outputting braking force according to the type of obstacle. And

In order to achieve the above object, the first aspect of the present invention provides:
Obstacle detection means for detecting obstacles around the vehicle;
A brake device capable of outputting a desired braking force;
Control means for controlling the brake device to output a braking force based on a relationship with the obstacle detected by the obstacle detection means, and an automatic brake device comprising:
An obstacle type determining means for determining the type of an obstacle detected by the obstacle detecting means;
The control means varies the time for which the braking device outputs a braking force based on the discrimination result of the obstacle type discrimination means,
It is an automatic brake device.

  According to the first aspect of the present invention, the obstacle type determining means for determining the type of the obstacle detected by the obstacle detecting means is provided, and the brake device is controlled based on the determination result of the obstacle type determining means. Since the time for outputting the power is varied, the time for outputting the braking force can be appropriately determined according to the type of the obstacle.

The second aspect of the present invention is:
Obstacle detection means for detecting obstacles around the vehicle;
A brake device capable of outputting the braking force of the vehicle;
Control means for controlling the brake device to output a braking force based on a relationship with the obstacle detected by the obstacle detection means, and an automatic brake device comprising:
An obstacle type determining means for determining the type of an obstacle detected by the obstacle detecting means;
The control unit is configured to change a method for determining a time for the brake device to output a braking force based on a determination result of the obstacle type determination unit.
It is an automatic brake device.

  According to the second aspect of the present invention, the obstacle type determining means for determining the type of the obstacle detected by the obstacle detecting means is provided, and the brake device is controlled based on the determination result of the obstacle type determining means. Since the method for determining the time for outputting the power is made different, the time for outputting the braking force can be appropriately determined according to the type of the obstacle.

  In the first or second aspect of the present invention, the “necessity of braking” refers to the necessity of avoiding a collision and the necessity of reducing an impact at the time of a collision.

In the first or second aspect of the present invention,
The obstacle type discriminating means determines whether the obstacle detected by the obstacle detecting means is a first predetermined obstacle having a high necessity for braking or a second predetermined obstacle other than the first predetermined obstacle. It is a means to determine whether it is a thing,
When the obstacle detected by the obstacle detection means is determined to be the first predetermined obstacle, the control means causes the time required for the braking device to output braking force by the obstacle detection means. The automatic braking time may be determined so as to be equal to or longer than a time for the braking device to output a braking force when it is determined that the detected obstacle is the second predetermined obstacle. Good.

in this case,
A brake release intention detecting means for detecting a driver's brake release intention is provided,
When it is determined that the obstacle detected by the obstacle detection means is the first predetermined obstacle, the control means detects the brake release intention of the driver by the brake release intention detection means. Otherwise, it may be a means for controlling the brake device so as not to stop the output of the braking force.

In the first or second aspect of the present invention,
The first predetermined obstacle includes, for example, a pedestrian.

In the first or second aspect of the present invention,
The first predetermined obstacle includes a vehicle, for example.

  ADVANTAGE OF THE INVENTION According to this invention, the automatic brake device which can determine appropriately the time which outputs braking force according to the kind of obstruction can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings.

  Hereinafter, an automatic brake device 1 according to an embodiment of the present invention will be described. FIG. 1 is a diagram illustrating an example of the overall configuration of the automatic brake device 1. The main components of the automatic brake device 1 are a camera 10, a radar device 20, a vehicle state detection sensor 30, an automatic brake control release switch 40, a brake device 50, and a master ECU (Electronic Control Unit) 70. . In addition, the arrow in a figure shows the flow of the information communication in the vehicle performed using suitable communication protocols, such as CAN (Controller Area Network), BEAN, AVC-LAN, FlexRay, via a multiple communication line, for example.

  The camera 10 is, for example, a camera that uses an imaging element such as a CCD (Charge-Coupled Device) or CMOS (Complementary Metal Oxide Semiconductor) disposed in the upper center of the windshield, and has an imaging area in the lower front of the vehicle. Imaging is repeatedly performed every several [ms]. FIG. 2 is a configuration example of the camera 10. The camera 10 includes, for example, an imaging lens 12, an image sensor 14, and an electronic control unit 16. In the following description, it is assumed that the camera 10 is a CCD camera. The image sensor 14 is, for example, an interline type image sensor, in which a photodiode that is a light receiving element that performs photoelectric conversion and a corresponding CCD are arranged in a two-dimensional plane, and an analog is provided between the photodiode and the CCD. A transfer gate functioning as a switch is included. A microlens for condensing light is attached to the front side of each photodiode (on the imaging lens 12 side). Note that such a structure is merely schematically illustrated in order to simply explain the function of the image sensor 14, and any design change for improving functionality or the like is allowed. In addition to the interline image sensor, a full frame transfer type or frame transfer type image sensor in which the CCD itself functions as a light receiving element may be used. The electronic control unit 16 uses, for example, a microcomputer or an electronic circuit, and controls the shutter speed and imaging cycle (for example, several tens of times per second) of the camera 10 by controlling the opening / closing timing of the transfer gate of the image sensor 14. Degree). The electronic control unit 16 then amplifies the data output from the output circuit of the image sensor 14 with a predetermined gain and outputs the data to the master ECU 70 as image data. Note that the camera 10 may be a stereo camera device including a plurality of cameras.

  The radar device 20 is, for example, a millimeter wave radar device, and is disposed on the front grill or the like. FIG. 3 is a configuration example of the radar apparatus 20. The radar device 20 includes, for example, a modulation signal generator 21, a VCO (Voltage-Controlled Oscillator) 22, a transmitting antenna 23, an array antenna 24, a switch unit 25, a mixer 26, a low-pass filter 27, an A / D converter 28, and A DSP (Digital Signal Processor) 29 and the like are provided. In addition to this, amplifiers and the like (not shown) are arranged in various places and appropriately perform amplification processing. When the modulation signal generator 21 outputs a modulation signal obtained by modulating a triangular wave, the VCO 22 outputs a transmission signal modulated so that the frequency increases or decreases according to the gradient of the triangular wave. This transmission signal is radiated forward of the vehicle by the transmission antenna 23. A part of the transmission signal is output to the mixer 26. The array antenna 24 has a plurality of antenna elements. Each antenna element is periodically electrically connected to the radar main body by the switch unit 25. Accordingly, the received wave signals received by the antenna elements are sequentially selected and output to the mixer 26. As a result, the received wave signal is down-converted to generate a beat signal. Note that the switch unit 25 may not be provided, and the mixing process may be performed on the received wave signals of all antenna elements. The beat signal is input to the A / D converter 28 via the low-pass filter 27, converted into a digital signal at a timing synchronized with the modulation signal of the modulation signal generator 21 (or the transmission signal of the VCO 22), and output to the DSP 29. Is done. The DSP 29 applies the principle of FM-CW radar to the input digital signal to calculate the distance and relative speed with the target that seems to be an obstacle, and the azimuth angle of the target by DBF (Digital Beam Forming). Is calculated. The details of FM-CW and DBF have already been publicly known and various descriptions thereof will be omitted. Then, the DSP 29 calculates the lateral position of the target from the distance and the azimuth, and outputs the distance, relative speed, and lateral position (hereinafter collectively referred to as target data) to the master controller 70. The lateral position refers to a deviation from the extension line of the vehicle center axis (see FIG. 4).

  As described above, the camera 10 and the radar apparatus 20 are illustrated as examples of the obstacle detection device. However, the present invention is not limited thereto, and a laser radar, a sonar, and the like may be provided as a part of the obstacle detection unit. .

  The vehicle state detection sensor 30 includes, for example, a vehicle speed sensor, a yaw rate sensor, a steering angle sensor, an accelerator opening sensor, a master pressure sensor of the brake device 50 described later, and the like.

  The automatic brake control release switch 40 is disposed at an arbitrary position where it can be operated from drivability, is normally maintained in an off state, and is in an on state when operated by the driver. The output of the automatic brake control release switch 40 is output to the master ECU 70. An accelerator opening sensor, a master pressure sensor, or the like may function as the automatic brake control release switch 40.

  The brake device 50 is, for example, an electronically controlled brake device that can output a desired braking force. FIG. 5 is a configuration example of the brake device 50. The brake device 50 adjusts the braking force output to each wheel, the brake ECU 50A, a master cylinder 51 to which a brake operation performed on the brake pedal is transmitted, a reservoir tank 52 that stores brake fluid, a stroke simulator 53, and the like. A brake actuator 54. The brake actuator 54 includes a pump 55, a motor 56 that drives the pump 55, an accumulator 57 in which the internal hydraulic pressure is maintained at a high pressure by the hydraulic pressure fed from the pump 55, and a switching valve that can shut off the hydraulic pressure from the master cylinder 51. 58 and each wheel control valve 59A, 59B, 59C, and 59D, which is provided for each wheel and adjusts the braking force output to each wheel by the opening / closing operation (in FIG. 5, one block is shown for simplicity). As described above). Note that the illustration and description of the hydraulic path for returning from each wheel to the reservoir tank 52 are omitted.

  In the brake device 50, the switching valve 58 is closed in a normal state, and the master cylinder 51 and the wheel control valves 59A to 59D are disconnected. On the other hand, the accumulator pressure inside the accumulator 57 is monitored by the brake ECU 50A. When the accumulator pressure falls below a predetermined pressure, the motor 56 is driven so as to increase the accumulator pressure. When the driver depresses the brake pedal in this state, the master cylinder pressure generated in the hydraulic chamber inside the master cylinder 51 is input to the brake ECU 50A by communication. The brake ECU 50A controls the wheel control valves 59A to 59D so as to output a braking force corresponding to the master cylinder pressure.

  Further, the brake device 50 can output a desired braking force by controlling the wheel control valves 59A to 59D regardless of the depression amount of the brake pedal. If the braking force based on the brake control independent of the amount of depression of the brake pedal exceeds the braking force based on the independent brake operation by the driver, the braking force based on the brake operation is preferentially output. Is desirable.

  The brake device 50 is not limited to the electronically controlled brake device that operates by the hydraulic pressure described above, and an electronically controlled brake device that operates by an electric actuator may be used.

  The master ECU 70 is, for example, a computer unit in which a ROM, a RAM, and the like are connected to each other via a bus with a CPU at the center. In addition, an HDD (Hard Disc Drive), a DVD (Digital Versatile Disk) drive, a CD (Compact Disc) ) A storage device such as a drive and a flash memory, an I / O port, a timer, a counter, and the like are provided. The ROM stores programs and data executed by the CPU. The master ECU 70 includes, as main functional blocks that function when the CPU executes a program stored in the ROM, an obstacle recognition unit 72, an obstacle type determination unit 74, a collision possibility determination unit 76, And an automatic brake control unit 78. Note that these functional blocks do not necessarily have to be based on another program, and a plurality of parts for realizing each functional block may be included in the same program.

  The obstacle recognition unit 72 recognizes the distance from the obstacle, the relative speed, and the lateral position based on the outputs of the camera 10 and the radar device 20. Specifically, of the target data output by the radar device 20, the object whose existence has been confirmed by the camera 10 is defined as an obstacle. The obstacle recognizing unit 72 extracts feature points that have a large luminance difference (pixel value difference including color in the case of a color image) in the captured image of the camera 10 and connects the feature points. The extracted image area is recognized as an outline of the obstacle. The obstacle recognized in this way can be calculated with an approximate distance and lateral position from the position on the image. In addition, the relative speed can be calculated by observing the time change of the distance. Therefore, the obstacle can be recognized with sufficient accuracy by the combination of the target data output from the radar device 20 and the captured image analysis of the camera 10.

  The obstacle type determination unit 74 determines whether the obstacle recognized by the obstacle recognition unit 72 is a first predetermined obstacle or a second predetermined obstacle that is highly necessary for braking. Examples of the first predetermined obstacle include a vehicle, a pedestrian, and a bicycle. The second predetermined obstacle is other than the first predetermined obstacle, and for example, a road surface step, depression, dust (falling object), and the like are conceivable.

  In order to discriminate the vehicle, for example, the received wave intensity of the radar device 20 is equal to or higher than the first threshold value, and the area of the area occupied in the captured image of the camera 10 is a reference area (for example, the front or the rear of a light vehicle or the like). What is necessary is just to discriminate | determine what is more than the area which made the said area of the vehicle with a small area seen from the initial area the area which multiplied this by the coefficient which becomes small according to the distance with the own vehicle.

  In order to discriminate the pedestrian, for example, the received wave intensity of the radar device 20 is less than the first threshold value and is equal to or greater than the second threshold value (first threshold value> second threshold value), and the imaging of the camera 10 is performed. A factor that the height of the area occupied in the image (the length in the vertical direction of the image) is reduced to the reference height (for example, about 70 to 80 [cm], which is the height of a child who can walk), according to the distance from the vehicle. What is higher than the multiplied height) may be determined as a pedestrian. Bicycle discrimination can also be performed by almost the same method as pedestrians.

  The obstacle determination is not limited to the method described above, and may be performed based on inter-vehicle communication, communication with a wireless tag carried by a pedestrian, a mobile phone, or the like. Further, the obstacle type determination unit 74 may be configured as a program integrated with the obstacle recognition unit 72.

  The collision possibility determination unit 76 (1) Collision time (TTC; Time To Collision) calculated by dividing the distance from the obstacle by the relative speed, (2) the vehicle speed of the host vehicle, (3) the obstacle Each element such as whether or not the lateral position is predicted to be within the threshold when the obstacle is arranged on the own vehicle based on the lateral position, (4) distance to the obstacle, relative speed, and lateral position Based on the above, the possibility of collision with an obstacle is comprehensively determined. At this time, various states detected by the vehicle state detection sensor 30 may be taken into consideration. In addition, since various literatures are already known about determination of the possibility of collision, detailed description is abbreviate | omitted.

  Based on the determination result of the collision possibility determination unit 76, the automatic brake control unit 78 outputs an instruction signal to the brake ECU 50A so as to output a predetermined braking force (may be increased according to the collision possibility). (Automatic brake control). In the simplest example, for example, when the possibility of collision is a predetermined value or more, automatic brake control is executed.

  At this time, based on the determination result of the obstacle type determination unit 74, the operation time of the automatic brake control is determined by a different method. For obstacles such as pedestrians and vehicles that need to be braked, it is necessary to continue automatic brake control for a sufficiently long time, while those that require low level differences such as road steps and dirt. This is because if the automatic brake control continues for a long time, the driver may feel annoyed. Moreover, an undesired situation may occur in relation to the following vehicle by stopping the vehicle unnecessarily.

  Note that it is not convenient to select no automatic brake control for the second predetermined obstacle. This is because moderate braking is advantageous when overcoming road bumps and depressions, and light dust and the like cannot be ignored if they collide with a vehicle at high speed.

  FIG. 6 is an example of a flowchart showing a flow of characteristic processing executed by the master ECU 70 including a procedure in which the automatic brake control unit 78 determines an operation time of automatic brake control. This flow is repeatedly executed with a predetermined cycle, for example.

  First, the obstacle recognition unit 72 recognizes an obstacle based on the image data and target data input from the camera 10 and the radar device 20 (S100). The obstacle type determination unit 74 determines whether the obstacle is a first predetermined obstacle or a second predetermined obstacle (S102). If it is determined that the obstacle is the first predetermined obstacle, the brake continuation flag is set to ON (S104). The brake continuation flag is a value set as a binary item of ON or OFF (or value 1 or value 0) in a predetermined area such as the RAM of the master ECU 70, and is set OFF as an initial value.

  Then, the collision possibility determination unit 76 determines whether or not the obstacle is highly likely to collide (greater than a predetermined value) (S106). If it is determined that the possibility of collision is low (less than a predetermined value), one routine of this flow is terminated without performing any processing.

  If it is determined that the possibility of collision is high, automatic brake control is started (S108). Then, after a predetermined time has elapsed (S110), it is determined whether the brake continuation flag is on or off (S112).

  Here, the “predetermined time” may be a predetermined constant value, but may be a time corresponding to the TTC described above (the TTC may be used as it is, or an additional time may be added to the TTC). May be used.

  If the brake continuation flag is off, the automatic brake control is terminated (S114). That is, an instruction signal is output to the brake ECU 50A so as to cancel the output of the braking force from the brake device 50. Then, one routine of this flow is finished.

As a result, when the obstacle is the second predetermined obstacle, the output of the braking force is quickly released when a predetermined time has elapsed from the start of the automatic brake control. As a result, the vehicle immediately returns to a normal driving state after outputting an appropriate braking force for getting over the road level difference. Therefore, the automatic brake control is continued for a long time for those that are not necessary for braking, and the driver feels bothered or the vehicle is unnecessarily stopped, which causes an unfavorable situation in relation to the following vehicle. It is possible to suppress the occurrence of inconvenience.

  Here, the point that it is preferable to use TTC as the “predetermined time” in S112 will be described. The TTC is a time calculated by dividing the distance from the obstacle by the relative speed, and can be restated as an estimated required time from the obstacle recognition time to the collision. Therefore, when TTC is used as the “predetermined time”, the automatic brake control is continued for at least the expected time required until the collision. As a result, it is possible to continue the automatic brake control for a more appropriate time (necessary and sufficient time) for avoiding the collision with the obstacle or alleviating the impact, and it is more effective that the above-mentioned disadvantages occur. Can be suppressed.

  On the other hand, if the brake continuation flag is on, the automatic brake control is terminated after waiting for the driver's intention to release the brake to be detected (S116, S118). That is, the automatic brake control is continued until the driver's intention to release the brake is detected. The driver's intention to release the brake is, for example, (A) the operation of the automatic brake control release switch 40 by the driver, (B) the driver depressing the accelerator pedal more than a predetermined opening degree from the accelerator off state, (C) It can be detected, for example, that the driver depresses the accelerator pedal more than a predetermined opening degree from a state where the driver depresses the brake pedal more than a predetermined depression amount. Note that the automatic brake control release switch 40 is not an essential component when detecting the driver's intention to release the brake according to (B) or (C). When the automatic brake control is finished, the brake continuation flag is changed to OFF (S120), and one routine of this flow is finished.

  As a result, when the obstacle is the first predetermined obstacle, the automatic brake control continues until the driver's intention to release the brake is detected even after a predetermined time has elapsed since the start of the automatic brake control. Will be. As a result, it is possible to output a sufficient braking force to an obstacle having a high braking need to avoid a collision or to reduce an impact at the time of the collision.

  As described above, according to the automatic brake device of this embodiment, the time for outputting the braking force can be appropriately determined according to the type of the obstacle. For this reason, it is possible to suppress inconveniences caused by the continuous automatic braking device for an obstacle having a low braking necessity for a long time. In addition, it is possible to continue the automatic brake device for an obstacle having a high necessity for braking for a sufficient time to avoid a collision or reduce an impact at the time of the collision.

  The best mode for carrying out the present invention has been described above with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the scope of the present invention. And substitutions can be added.

  For example, although described as an automatic brake device that performs automatic brake control based solely on the possibility of collision, alarm output, steering avoidance, automatic seat belt winding, pre-crash airbag operation, pedestrian airbag operation, etc. It is preferable to be configured as a part of a comprehensive collision safety control device that performs step by step. In this case, for example, from the stage where the possibility of collision is low, the alarm is output, the braking force boost rate is increased, the steering ratio is increased, the seat belt is automatically wound up, the automatic brake control is performed, and the like. Control may be performed to avoid or reduce impact during a collision.

  In addition, as shown in FIG. 7, when the vehicle is simply the first predetermined obstacle, the automatic brake control is released after the first predetermined time has elapsed, and when it is the second predetermined obstacle, The automatic brake control may be canceled after waiting for a predetermined time of 2 (first predetermined time> second predetermined time). Since the processing from S100 to S108 in FIG. 7 is the same as that described in the embodiment, the same step number is assigned and description thereof is omitted. Thereafter, the master ECU 70 determines whether the brake continuation flag is on or off (S130). If the brake continuation flag is off, the master ECU 70 waits for a second predetermined time to perform automatic brake control. Release (S132, S134). On the other hand, if the brake continuation flag is on, the automatic brake control is canceled after the first predetermined time has elapsed (S136, S138), and then the brake continuation flag is changed to off (S140).

  Further, the master ECU 70 does not determine whether the obstacle is the first predetermined obstacle or the second predetermined obstacle, but determines more types, and sets the operation time of the automatic brake control for each of them. It may be different.

  Further, in the embodiment, the obstacle in front of the vehicle is monitored and the automatic brake control is performed. However, the same control may be performed on the obstacle in the rear, side, and front sides of the vehicle. In this case, the camera 10 and the radar device 20 are disposed at other positions in the vehicle.

  The present invention can be used in the automobile manufacturing industry, the automobile parts manufacturing industry, and the like.

1 is a diagram illustrating an example of an overall configuration of an automatic brake device 1. FIG. 2 is a configuration example of a camera 10. 2 is a configuration example of a radar device 20. It is explanatory drawing for demonstrating a horizontal position. 2 is a configuration example of a brake device 50. It is an example of the flowchart which shows the flow of the characteristic process which master ECU70 performs. It is another example of the flowchart which shows the flow of the characteristic process which master ECU70 performs.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic brake device 10 Camera 12 Imaging lens 14 Image sensor 16 Electronic control part 20 Radar apparatus 22 VCO
23 Transmitting antenna 24 Array antenna 26 Mixer 29 DSP
30 Vehicle state detection sensor 40 Automatic brake control release switch 50 Brake device 50A Brake ECU
54 Brake actuator 59A, 59B, 59C, 59D Control valve for each wheel 70 Master ECU
72 Obstacle recognition unit 74 Obstacle type determination unit 76 Collision possibility determination unit 78 Automatic brake control unit

Claims (3)

An obstacle detection means for detecting obstacles around the vehicle, including at least one of a camera and a radar device;
A brake device capable of outputting a desired braking force;
Control means for controlling the brake device to output a braking force based on a relationship with the obstacle detected by the obstacle detection means, and an automatic brake device comprising:
Whether the obstacle detected by the obstacle detection means is a first predetermined obstacle with high braking necessity or a second predetermined obstacle other than the first predetermined obstacle Obstacle type determination means for determining based on the output of the object detection means,
Braking release intention detection means for detecting a driver's braking release intention , and
When it is determined that the obstacle detected by the obstacle detection means is the first predetermined obstacle, the control means until the braking release intention of the driver is detected by the braking release intention detection means. Continue to output braking force,
When it is determined that the obstacle detected by the obstacle detection means is the second predetermined obstacle, the distance to the obstacle is divided by the relative speed between the obstacle and the vehicle. By controlling the brake device so as to stop the output of the braking force after outputting the braking force for a predetermined time calculated as follows:
The obstacle detected by the obstacle detection means when the braking device outputs a braking force when the obstacle detected by the obstacle detection means is determined to be the first predetermined obstacle. The time for which the braking device outputs the braking force is determined so as to be equal to or longer than the time for which the braking device outputs the braking force when it is determined as the second predetermined obstacle. ,
Automatic brake device. The first predetermined obstacle includes a pedestrian,
The automatic brake device according to claim 1. The first predetermined obstacle includes a vehicle,
The automatic brake device according to claim 1 or 2.

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