U.S. patent application number 10/692149 was filed with the patent office on 2004-07-15 for vehicular brake system.
This patent application is currently assigned to HONDA MOTOR CO., LTD.. Invention is credited to Sekine, Hiroshi.
Application Number | 20040135431 10/692149 |
Document ID | / |
Family ID | 32456539 |
Filed Date | 2004-07-15 |
United States Patent
Application |
20040135431 |
Kind Code |
A1 |
Sekine, Hiroshi |
July 15, 2004 |
Vehicular brake system
Abstract
A vehicular brake system includes a brake actuator that enables
brake assist to be carried out, the brake assist increasing a
braking force exhibited by wheel brakes in response to a braking
operation input by a vehicle driver in comparison with the braking
force when it is unassisted. The system further includes braking
operation detection means for detecting a braking operation by the
driver; emergency avoidance steering operation detection means for
detecting an emergency avoidance steering operation by the driver,
and actuator control means for controlling operation of the brake
actuator so as to carry out the brake assist in response to the
detection means detecting a braking operation while an emergency
avoidance steering operation is being detected by the detection
means or during a period from the detection of the emergency
avoidance steering operation by the detection means to the time
when a predetermined period of time has elapsed after the detection
has ended.
Inventors: |
Sekine, Hiroshi; (Wako-shi,
JP) |
Correspondence
Address: |
MERCHANT & GOULD PC
P.O. BOX 2903
MINNEAPOLIS
MN
55402-0903
US
|
Assignee: |
HONDA MOTOR CO., LTD.
Minato-ku
JP
|
Family ID: |
32456539 |
Appl. No.: |
10/692149 |
Filed: |
October 20, 2003 |
Current U.S.
Class: |
303/140 ;
303/146 |
Current CPC
Class: |
B60T 2201/03 20130101;
B60T 2260/02 20130101; B60T 8/17558 20130101; B60T 7/042 20130101;
B60T 8/3275 20130101 |
Class at
Publication: |
303/140 ;
303/146 |
International
Class: |
B60T 008/24; B60T
008/60 |
Foreign Application Data
Date |
Code |
Application Number |
Oct 25, 2002 |
JP |
2002-311254 |
Claims
What is claimed is:
1. A vehicular brake system comprising a brake actuator that
enables brake assist to be carried out, the brake assist increasing
a braking force exhibited by wheel brakes in response to a braking
operation input by a vehicle driver in comparison with the braking
force when it is unassisted, wherein the vehicular brake system
further comprises: braking operation detection means for detecting
a braking operation by the vehicle driver; emergency avoidance
steering operation detection means for detecting an emergency
avoidance steering operation by the vehicle driver; and actuator
control means for controlling operation of the brake actuator so as
to carry out the brake assist in response to the braking operation
detection means detecting a braking operation while the emergency
avoidance steering operation is being detected by the emergency
avoidance steering operation detection means or during a period
from the detection of an emergency avoidance steering operation by
the emergency avoidance steering operation detection means to the
time when a predetermined period of time has elapsed after the
detection has ended.
2. A vehicular brake system comprising sudden braking operation
detection means for detecting a sudden braking operation by a
vehicle driver based on comparison between a parameter and a
reference value in relation to the amount of braking operation by
the vehicle driver; and a brake actuator that enables brake assist
to be carried out when there is a sudden braking operation, the
brake assist increasing a braking force exhibited by wheel brakes
in response to a braking operation input by the vehicle driver in
comparison with the braking force when no sudden braking operation
is detected, wherein the vehicular brake system further comprises:
emergency avoidance steering operation detection means for
detecting an emergency avoidance steering operation by the vehicle
driver; and reference value changing means for changing the
reference value to a side where an braking operation is easily
detected as a sudden braking operation while the emergency
avoidance steering operation is being detected by the emergency
avoidance steering operation detection means or during a period
from the detection of an emergency avoidance steering operation by
the emergency avoidance steering operation detection means to the
time when a predetermined period of time has elapsed after the
detection has ended.
3. A vehicular brake system according to claim 1 or 2 wherein the
system further comprises turning movement target value
determination means for determining a target value for vehicle
turning movement; turning movement actual value detection means for
detecting an actual value of vehicle turning movement; and turning
movement control means for comparing the actual value with the
target value and controlling the braking forces of the wheel brakes
based on the result of the comparison so that the actual value
approaches the target value; and when control by the turning
movement control means is being carried out prior to a braking
operation by the vehicle driver, the brake assist by the brake
actuator is disabled, or the changing of the reference value by the
reference value changing means is disabled.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The present invention relates to a vehicular brake system
that includes a brake actuator that enables brake assist to be
carried out, the brake assist increasing a braking force exhibited
by a wheel brake in response to a braking operation input by a
vehicle driver in comparison with the braking force when it is
unassisted.
[0003] 2. Description of the Related Art
[0004] There are conventional vehicular brake systems in which when
a vehicle driver carries out an emergency avoidance steering
operation to avoid an obstacle, etc. the steering operation is
aided by automatically braking a wheel on the inner side of the
turn (see, for example, Japanese Patent Application Laid-open No.
9-142272). Also, there are conventional vehicular brake systems in
which the braking force exhibited by a wheel brake is increased in
response to a sudden braking operation by a vehicle driver (see,
for example, Japanese Patent Application Laid-open No.
2001-287632).
[0005] An emergency avoidance steering operation is carried out by
a vehicle driver in order to avoid an obstacle in front or to drive
around a sharp bend, etc. Although the technique described in
Japanese Patent Application Laid-open No. 9-142272 effectively
achieves avoidance of an obstacle and driving around a sharp bend,
the technique cannot cope with a secondary obstacle unexpectedly
appearing in front. In this regard, it is expected that braking can
be aided by the brake assist disclosed in Japanese Patent
Application Laid-open No. 2001-287632 in order to avoid a collision
with the secondary obstacle or moderate the impact during the
collision. While the vehicle driver is carrying out the emergency
avoidance steering operation, the driver is concentrating on the
steering operation, so that it is difficult to carry out a braking
operation. In the arrangement disclosed in Japanese Patent
Application Laid-open No. 2001-287632, the brake assist is carried
out in response to a sudden braking operation by the vehicle
driver. Since it is difficult to carry out a sudden braking
operation during the emergency avoidance steering operation or
immediately after the emergency avoidance steering operation, even
if the technique described in this patent application is applied as
it is, it cannot be expected that the collision with the secondary
obstacle will be avoided or the impact during the collision will be
moderated.
SUMMARY OF THE INVENTION
[0006] The present invention has been achieved in view of the
above-mentioned circumstances, and it is an object of the present
invention to provide a vehicular brake system that can avoid a
collision with a secondary obstacle which appears after avoidance
of a collision with a primary obstacle by an emergency avoidance
steering operation, or can reduce the energy of the collision with
the secondary obstacle.
[0007] In order to accomplish the above object, a first aspect of
the present invention provides a vehicular brake system that
includes a brake actuator that enables brake assist to be carried
out, the brake assist increasing a braking force exhibited by wheel
brakes in response to a braking operation input by a vehicle driver
in comparison with the braking force when it is unassisted. The
vehicular brake system further includes braking operation detection
means for detecting a braking operation by the vehicle driver;
emergency avoidance steering operation detection means for
detecting an emergency avoidance steering operation by the vehicle
driver; and actuator control means for controlling operation of the
brake actuator so as to carry out the brake assist in response to
the braking operation detection means detecting a braking operation
while the emergency avoidance steering operation is being detected
by the emergency avoidance steering operation detection means or
during a period from the detection of the emergency avoidance
steering operation by the emergency avoidance steering operation
detection means to the time when a predetermined period of time has
elapsed after the detection has ended.
[0008] In accordance with this arrangement, when the vehicle driver
carries out the braking operation to avoid the secondary collision
while carrying out the emergency avoidance steering operation or
immediately after the vehicle driver has carried out the emergency
avoidance steering operation, brake assist by the brake actuator is
carried out even if the braking operation is not a sudden braking
operation. Therefore, even when it is difficult for the vehicle
driver to carry out the sudden braking operation as he has to
concentrate on the emergency avoidance steering operation, brake
assist can be carried out in response to the braking operation,
thereby avoiding a collision with a secondary obstacle or
moderating the energy of a collision with the secondary
obstacle.
[0009] Furthermore, in order to accomplish the above object, a
second aspect of the present invention provides a vehicular brake
system that includes sudden braking operation detection means for
detecting a sudden braking operation by a vehicle driver based on
comparison between a reference value and a parameter in relation to
the amount of braking operation by the vehicle driver; and a brake
actuator that enables brake assist to be carried out when there is
a sudden braking operation, the brake assist increasing a braking
force exhibited by wheel brakes in response to a braking operation
input by the vehicle driver in comparison with the braking force
when no sudden braking operation is detected. The vehicular brake
system further includes emergency avoidance steering operation
detection means for detecting an emergency avoidance steering
operation by the vehicle driver; and reference value changing means
for changing the reference value to a side where the braking
operation is easily detected as a sudden braking operation while
the emergency avoidance steering operation is being detected by the
emergency avoidance steering operation detection means or during a
period from the detection of the emergency avoidance steering
operation by the emergency avoidance steering operation detection
means to the time when a predetermined period of time has elapsed
after the detection has ended.
[0010] In accordance with this arrangement, when the vehicle driver
carries out the braking operation to avoid the secondary collision
while carrying out the emergency avoidance steering operation or
immediately after the vehicle driver has carried out the emergency
avoidance steering operation, brake assist by the brake actuator
can readily be carried out by making it easy to judge the braking
operation to be a sudden braking operation even if it is not a
sudden braking operation. Therefore, even when it is difficult for
the vehicle driver to carry out the sudden braking operation as he
has to concentrate on the emergency avoidance steering operation,
brake assist can be carried out in response to the braking
operation, thereby avoiding a collision with a secondary obstacle
or moderating the energy of a collision with the secondary
obstacle.
[0011] Moreover, in accordance with a third aspect of the present
invention, in addition to the first or second aspect, there is
proposed a vehicular brake system wherein the system further
includes turning movement target value determination means for
determining a target value for vehicle turning movement; turning
movement actual value detection means for detecting an actual value
of vehicle turning movement; and turning movement control means for
comparing the actual value with the target value and controlling
the braking forces of the wheel brakes based on the result of the
comparison so that the actual value approaches the target value;
and when control by the turning movement control means is being
carried out prior to a braking operation by the vehicle driver, the
brake assist by the brake actuator is disabled, or the changing of
the reference value by the reference value changing means is
disabled.
[0012] In accordance with this arrangement, brake assist is not
carried out when control by the turning movement control means is
being carried out prior to a braking operation, so that the vehicle
behavior is prevented from becoming unstable and the turning
movement control and the brake assist control are prevented from
interfering with each other; whereas, in the conventional system,
when control by the turning movement control means is being carried
out prior to a braking operation, the steering operation by the
vehicle driver is being aided by the turning movement control
means, and in this condition if the brake assist by the brake
actuator is carried out, the vehicle behavior disadvantageously
becomes unstable or the turning movement control and the brake
assist control disadvantageously interfere with each other.
[0013] The above-mentioned object, other objects, characteristics,
and advantages of the present invention will become apparent from
an explanation of preferred embodiments that will be described in
detail below by reference to the attached drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] FIGS. 1 to 8 illustrate a first embodiment of the present
invention;
[0015] FIG. 1 is a fluid pressure system diagram showing the
arrangement of a vehicular brake system;
[0016] FIG. 2 is a block diagram showing the arrangement of a brake
control ECU;
[0017] FIG. 3 is a graph showing the dependence of avoidance
steering load level on the amount of steering operation;
[0018] FIG. 4 is a graph showing the dependence of the avoidance
steering load level on the speed of the steering operation;
[0019] FIG. 5 is a graph showing reference values for determining
sudden braking operation conditions;
[0020] FIG. 6 is a graph showing the dependence of brake gain on
the avoidance steering load;
[0021] FIG. 7 is a flow chart showing a brake assist control
procedure; and
[0022] FIG. 8 is a flow chart of a sub-routine.
[0023] FIG. 9 is a diagram showing an emergency avoidance steering
determination map of a second embodiment.
[0024] FIG. 10 is a diagram showing an emergency avoidance steering
determination map of a third embodiment.
[0025] FIG. 11 is a diagram showing reference values for
determining sudden braking operation conditions in a fourth
embodiment.
DESCRIPTION OF THE PREFERRED EMBODIMENT
[0026] Referring to FIG. 1, a master cylinder 1 mounted on, for
example, a four-wheel vehicle receives an input of a brake
operating force from a brake pedal 4 via a vacuum booster 2. This
master cylinder 1 has a tandem type structure and includes a first
output port 5 and a second output port 6, the first output port 5
corresponding to, for example, a front left wheel brake BF and a
rear right wheel brake BR, and the second output port 6
corresponding to, for example, a front right wheel brake (not
illustrated) and a rear left wheel brake (not illustrated). Output
fluid pressure lines 7 and 8 are connected to the first and second
output ports 5 and 6 respectively.
[0027] A brake system on the first output port 5 side and a brake
system on the second output port 6 side have the same arrangement.
Therefore, only portions related to the brake system on the first
output port 5 side are explained below, and explanation of portions
related to the brake system on the second output port 6 side is
omitted.
[0028] The output fluid pressure of the master cylinder 1 can be
increased by a pump 10 having an intake valve 11 and a discharge
valve 12, the pump 10 being driven by a motor 9. The discharge side
of the pump 10, that is, the discharge valve 12, is connected to a
fluid pressure line 13.
[0029] Provided between the fluid pressure line 13 and the two
wheel brakes BF and BR is pressure-adjusting means 14 which
includes a normally open solenoid valve 15 provided between the
front left wheel brake BF and the fluid pressure line 13, a
normally open solenoid valve 16 provided between the rear right
wheel brake BR and the fluid pressure line 13, a pair of one-way
valves 17 and 18 connected in parallel to the normally open
solenoid valves 15 and 16 respectively so as to allow brake fluid
to flow from the wheel brakes BF and BR sides to the fluid pressure
line 13 side, a single reservoir 19 shared between the two wheel
brakes BF and BR, and normally closed solenoid valves 20 and 21
provided between the wheel brakes BF and BR respectively and the
reservoir 19. The reservoir 19 is connected via a check valve 22 to
the intake side of the pump 10, that is, the intake valve 11.
[0030] The above-described pressure-adjusting means 14 is capable
of switching over between a state in which the fluid pressure of
the fluid pressure line 13 acts on each of the wheel brakes BF and
BR by opening the normally open solenoid valves 15 and 16 and
closing the normally closed solenoid valves 20 and 21, a state in
which the brake fluid pressure of each of the wheel brakes BF and
BR is maintained by closing the normally open solenoid valves 15
and 16 and closing the normally closed solenoid valves 20 and 21,
and a state in which the brake fluid pressure of each of the wheel
brakes BF and BR is released to the reservoir 19 by closing the
normally open solenoid valves 15 and 16 and opening the normally
closed solenoid valves 20 and 21. Controlling the opening and
closing of the normally open solenoid valves 15 and 16 as well as
the normally closed solenoid valves 20 and 21 can control the fluid
pressure of the fluid pressure line 13 to cause it to act on the
wheel brakes BF and BR.
[0031] The output fluid pressure line 7 is connected via a normally
closed solenoid valve 23 to a section between the check valve 22
and the intake side of the pump 10, that is, the intake valve 11,
and via a normally open solenoid valve 24 to the fluid pressure
line 13.
[0032] Connected in parallel to the normally open solenoid valve 24
is a one-way valve 26 that allows the brake fluid to flow from the
output fluid pressure line 7 to the fluid pressure line 13 side.
Also connected in parallel to the normally open solenoid valve 24
is a relief valve 27 which opens when the fluid pressure of the
fluid pressure line 13 is higher than a relief pressure so as to
release the fluid pressure from the fluid pressure line 13 to the
output fluid pressure line 7 side. The relief pressure of the
relief valve 27 is adjustable.
[0033] The normally closed solenoid valve 23, the normally open
solenoid valve 24, the one-way valve 26, and the relief valve 27
work together to form brake assist means 28. This brake assist
means 28 can change the brake output gain {(brake fluid pressure of
the fluid pressure line 13/operating force on the brake pedal 4) or
(vehicle deceleration speed/operating force on the brake pedal 4)},
which is the ratio of the brake output relative to the braking
operation input by a vehicle driver, by adjusting the relief
pressure of the relief valve 27 in a state in which the normally
closed solenoid valve 23 is open and the normally open solenoid
valve 24 is closed, thereby adjusting the braking pressures acting
on the wheel brakes BF and BR, that is, the braking forces
exhibited by the wheel brakes.
[0034] The pump 10, the pressure-adjusting means 14, and the brake
assist means 28 form a brake actuator 25 that enables brake assist
and adjusts the braking force of each of the wheel brakes BF and
BR. The brake actuator 25 is controlled by a brake control ECU
29.
[0035] That is, the brake control ECU 29 controls the ON/OFF
operation of the motor 9 for driving the pump 10, the open/close
operation of each of the normally open solenoid valves 15 and 16
and the normally closed solenoid valves 20 and 21 of the
pressure-adjusting means 14, the open/close operation of each of
the normally closed solenoid valve 23 and the normally open
solenoid valve 24 of the brake assist means 28, and the relief
pressure of the relief valve 27.
[0036] Input into this brake control ECU 29 are detection signals
from vehicle speed detection means 30 for detecting vehicle speed,
braking operation amount detection means 31 for detecting the
amount of depression of the brake pedal 4 by the vehicle driver and
also functioning as braking operation detection means, brake master
pressure detection means 32 for detecting the fluid pressure of the
output fluid pressure line 7 which is the output pressure of the
master cylinder 1, wheel brake pressure detection means 33 and 34
for detecting the brake pressures of the wheel brakes BF and BR,
yaw rate detection means 35 for detecting the yaw rate of the
vehicle, lateral acceleration detection means 36 for detecting the
lateral acceleration of the vehicle, steering operation amount
detection means 37 for detecting the amount of a steering operation
by the vehicle driver, and steering operation speed detection means
38 for detecting the speed of the steering operation by the vehicle
driver.
[0037] Referring also to FIG. 2, the brake control ECU 29 includes
turning movement target value determination means 39 for
determining a target value for the vehicle turning movement,
turning movement actual value detection means 40 for detecting an
actual value of the vehicle turning movement, turning movement
control means 41 for comparing the actual value with the target
value to control the braking forces of the wheel brakes BF and BR
based on the result of the comparison so that the actual value
approaches the target value, emergency avoidance steering operation
detection means 42 for detecting an emergency avoidance steering
operation by the vehicle driver, reference value changing means 43
for changing a reference value that is used as a criterion for a
sudden braking operation, sudden braking operation detection means
44 for detecting a sudden braking operation by the vehicle driver,
brake gain characteristics setting means 45 for setting the brake
gain characteristics, brake assist pressure determination means 46
for determining the brake assist pressure for the brake assist
means 28, actuator control means 47 for controlling the operation
of the brake actuator 25, which includes the brake assist, and
actuator drive means 48 for outputting a signal to operate the
brake actuator 25 according to the control mode determined by the
actuator control means 47.
[0038] The turning movement target value determination means 39
determines the target value for the turning movement based on the
vehicle speed obtained by the vehicle speed detection means 30 and
the amount of steering operation detected by the steering operation
amount detection means 37. The turning movement actual value
detection means 40 detects, as the actual value of the vehicle
turning movement, the yaw rate obtained by the yaw rate detection
means 35 or the lateral acceleration obtained by the lateral
acceleration detection means 36.
[0039] The emergency avoidance steering operation detection means
42 detects an emergency avoidance steering operation by the vehicle
driver based on the amount of steering operation detected by the
steering operation amount detection means 37 and the steering
operation speed detected by the steering operation speed detection
means 38. That is, an avoidance steering load level K1, which
depends on the amount of steering operation, is set as shown in
FIG. 3, and an avoidance steering load level K2, which depends on
the steering operation speed, is set as shown in FIG. 4. When the
avoidance steering load (K1.times.K2) which is the product of the
load levels K1 and K2, exceeds a threshold value, the emergency
avoidance steering operation detection means 42 determines that a
steering operation by the vehicle driver is an emergency avoidance
steering operation.
[0040] The reference value changing means 43 changes the reference
value corresponding to parameters related to the amount of braking
operation by the vehicle driver. For example, the amount of braking
operation and the braking operation speed are selected as the
parameters. In the reference value changing means 43, a reference
value during regular brake assist is therefore set as shown by the
broken line in FIG. 5, and a reference value during an emergency
avoidance steering operation is set as shown by the solid line in
FIG. 5. When the emergency avoidance steering operation detection
means 42 detects an emergency avoidance steering operation, the
reference value changing means 43 changes the reference value for
determining a sudden braking operation to the side on which a
sudden braking operation is easily detected.
[0041] The sudden braking operation detection means 44 detects a
sudden braking operation by the vehicle driver based on a value
detected by the braking operation amount detection means 31, and
judges that there is a sudden braking operation when it is
confirmed that the amount of braking operation and the braking
operation speed, which are parameters related to the amount of
braking operation by the vehicle driver, are in the sudden braking
operation region shown in FIG. 5.
[0042] The brake gain is set as shown in FIG. 6 by the brake gain
characteristics setting means 45 such that, when the avoidance
steering load (K1.times.K2) exceeds a threshold value, the brake
gain increases with the avoidance steering load (K1.times.K2) up to
a predetermined value.
[0043] The brake assist pressure determination means 46 determines
the brake assist pressure according to the brake gain set by the
brake gain characteristics setting means 45. The actuator control
means 47 gives to the actuator drive means 48 a signal to control
operation of the brake actuator 25, which includes the brake assist
means 28, so that the brake assist pressure determined by the brake
assist pressure determination means 46 can be obtained, by starting
the brake assist when a braking operation is confirmed by a
detection signal from the braking operation amount detection means
31 during a determination period in which the emergency avoidance
steering operation detection means 42 is detecting an emergency
avoidance steering operation or during a determination period from
the detection of the emergency avoidance steering operation by the
emergency avoidance steering operation detection means 42 to the
time when a predetermined period of time has elapsed after the
detection has ended.
[0044] The control procedure of the brake control ECU 29 will be
explained by reference to FIG. 7. In Step S1 it is determined
whether control by the turning movement control means 41 is being
carried out. When the turning movement is being controlled, in Step
S2 the brake assist is disabled. When the turning movement is not
being controlled, in Step S3 the steering operation amount
detection means 37 and the steering operation speed detection means
38 detect the amount of steering operation and the steering
operation speed.
[0045] In the following Step S4, based on the detected amount of
steering operation and the detected steering operation speed, an
avoidance steering load (K1.times.K2) is calculated, and it is
determined whether the steering operation is an emergency avoidance
steering operation according to whether the avoidance steering load
(K1.times.K2) exceeds the threshold value. When it is determined
that the steering operation is an emergency avoidance steering
operation, in Step S5 brake gain characteristics corresponding to
the avoidance steering load (K1.times.K2) are determined.
[0046] In Step S6 it is determined whether the vehicle driver has
carried out a braking operation. In Step S7 it is determined
whether the braking operation has been carried out within a
determination period. That is, it is determined in Step S7 whether
the braking operation has been confirmed during the determination
period in which the emergency avoidance steering operation
detection means 42 is detecting the emergency avoidance steering
operation or during the determination period from the detection of
the emergency avoidance steering operation by the emergency
avoidance steering operation detection means 42 to the time when a
predetermined period of time has elapsed after the detection has
ended. When a braking operation is confirmed within the
determination periods, the procedure moves to Step S8 and brake
assist control is carried out.
[0047] The brake assist control in Step S8 is carried out in
accordance with the procedure shown in FIG. 8. In Step S11 of FIG.
8, the reference value, which is used for determining a sudden
braking operation, is changed to the side shown by the solid line
in FIG. 5. That is, the reference value is changed to the side
where it is more easily determined to be a sudden braking
operation.
[0048] In Step S12 the amount of braking operation and the braking
operation speed are detected. In Step S13 it is determined whether
the braking operation is a sudden braking operation according to
whether it falls within the sudden braking operation region shown
in FIG. 5. When it is not a sudden braking operation, in Step S14
brake assist control with the brake gain shown in FIG. 6 is carried
out. When it is determined that it is a sudden braking operation,
in step S15 emergency brake assist control is carried out by
applying full braking.
[0049] That is, when an emergency avoidance steering operation by
the vehicle driver is detected, the actuator control means 47
controls the operation of the brake actuator 25 so as to carry out
brake assist in response to a braking operation being detected
while an emergency avoidance steering operation is being detected
or during a period from the detection of the emergency avoidance
steering operation by the emergency avoidance steering operation
detection means 42 to the time when a predetermined period of time
has elapsed after the detection has ended. Furthermore, when an
emergency avoidance steering operation by the vehicle driver is
detected, the reference value, which is used for detecting a sudden
braking operation, is changed to the side where it is more easily
detected as a sudden braking operation while an emergency avoidance
steering operation is being detected or during a period from the
detection of the emergency avoidance steering operation by the
emergency avoidance steering operation detection means 42 to the
time when a predetermined period of time has elapsed after the
detection has ended. Therefore, the braking operation that is
carried out while an emergency avoidance steering operation is
being detected or during a period from the detection of the
emergency avoidance steering operation by the emergency avoidance
steering operation detection means 42 to the time when a
predetermined period of time has elapsed after the detection has
ended, can be easily determined to be a sudden braking operation,
and emergency brake assist control is carried out in response to
the detection of the sudden braking operation. Moreover, when
control by the turning movement control means 41 is being carried
out before the vehicle driver carries out a braking operation,
brake assist by the brake actuator 25 is disabled regardless of the
steering operation and the braking operation.
[0050] The operation of this first embodiment will be now
explained. When the vehicle driver carries out a braking operation
to avoid a secondary collision while carrying out an emergency
avoidance steering operation, or immediately after carrying out an
emergency avoidance steering operation, brake assist by the brake
actuator 25 is carried out even if the braking operation is not a
sudden braking operation. That is, it is difficult for the vehicle
driver to carry out a sudden braking operation as he has to
concentrate on the emergency avoidance steering operation, brake
assist can be carried out in response to the braking operation,
thereby avoiding a collision with a secondary obstacle or
moderating the energy of a collision with the secondary
obstacle.
[0051] When the vehicle driver carries out a braking operation to
avoid a secondary collision while carrying out an emergency
avoidance steering operation or immediately after carrying out an
emergency avoidance steering operation, the braking operation is
easily determined to be a sudden braking operation even if it is
not a sudden braking operation, so that brake assist by the brake
actuator 25 can easily be carried out. Therefore, it is difficult
for the vehicle driver to carry out a sudden braking operation as
he has to concentrate on the emergency avoidance steering
operation, brake assist can be carried out in response to the
braking operation, thereby avoiding a collision with a secondary
obstacle or moderating the energy of a collision with the secondary
obstacle.
[0052] Conventionally, when control by the turning movement control
means 41 is being carried out prior to a braking operation, a
steering operation by the vehicle driver is aided by the turning
movement control means 41, and in this condition if brake assist by
the brake actuator 25 is carried out, the vehicle behavior
disadvantageously becomes unstable or the turning movement control
and the brake assist control disadvantageously interfere with each
other. However, in the present embodiment, since it is arranged
that brake assist is not carried out when control by the turning
movement control means 41 is being carried out prior to a braking
operation, the vehicle behavior can be prevented from becoming
unstable and the turning movement control and the brake assist
control can be prevented from interfering with each other.
[0053] In the above-mentioned first embodiment, the emergency
avoidance steering operation detection means 42 detects an
emergency avoidance steering operation by the vehicle driver based
on the amount of steering operation detected by the steering
operation amount detection means 37 and the steering operation
speed detected by the steering operation speed detection means 38.
However, in the case of a vehicle with power steering, an emergency
avoidance steering operation may be detected based on a load level
that depends on the rotational speed of a power steering assist
motor and a load level that depends on the torque of the assist
motor.
[0054] It is also possible to determine whether a steering
operation is an emergency avoidance steering operation by defining
in advance an emergency avoidance steering operation region based
on the amount of steering operation and the steering operation
speed as in a second embodiment shown in FIG. 9, or defining in
advance an emergency avoidance steering operation region based on
the torque and the rotational speed of a power steering assist
motor as in a third embodiment shown in FIG. 10, and checking
whether the steering operation is in the emergency avoidance
steering operation region. Furthermore, as in a fourth embodiment
shown in FIG. 11, a reference value for determining a sudden
braking operation may be determined based on a brake master
pressure and a rate of increase of the brake master pressure so
that changing the reference value from the broken line to the solid
line of FIG. 11 during an emergency avoidance steering operation
causes the braking operation to be easily determined to be a sudden
braking operation.
[0055] Moreover, when control by the turning movement control means
41 is being carried out prior to a braking operation by the vehicle
driver, changing of the reference value by the reference value
changing means 43 may be disabled, thus reducing the possibility of
determining that the braking operation is a sudden braking
operation, so that brake assist during turning movement control can
be avoided as much as possible, thereby preventing the vehicle
behavior from becoming unstable and the turning movement control
and the brake assist control from interfering with each other.
[0056] Although embodiments of the present invention are explained
in detail above, the present invention is not limited to these
embodiments, and the present invention can be modified in a variety
of ways without departing from the subject matter of the present
invention.
* * * * *