JP6926634B2 - Vehicle brake lamp control method and control device - Google Patents

Description

The present disclosure relates to a control method and a control device for a vehicle brake lamp that can automatically control the traveling speed of the own vehicle and controls the on / off timing of the brake lamp of the own vehicle according to the deceleration of the own vehicle.

Conventionally, a brake lamp control device for determining whether or not to turn on the brake lamp during deceleration by engine braking has been known for the purpose of achieving both avoidance of lamp lighting by slight deceleration and quick lamp lighting (for example, Patent Documents). 1). This conventional device targets a vehicle powered by an engine, and determines whether or not to turn on the brake lamp when decelerating with engine braking based on information on gear gear ratio, engine negative pressure, and wheel speed. ..

Japanese Unexamined Patent Publication No. 2012-201204

However, in the conventional device, only the current running state such as the gear ratio, the engine negative pressure, and the wheel speed is used as control information, and whether or not the brake lamp can be turned on is determined. For this reason, when considering application to a system such as an automatic driving system in which the speed target value changes from moment to moment according to the road shape and the external environment such as surrounding vehicles, the lighting timing is delayed depending on the deceleration scene. Sometimes. That is, when applied to an automatic driving system, there is a possibility that the lighting / extinguishing timing of the brake lamp cannot be appropriately controlled depending on the deceleration scene.

This disclosure focuses on the above problems, and is a method for controlling a vehicle brake lamp that appropriately controls the lighting / extinguishing timing of a brake lamp in response to various deceleration scenes when applied to an automatic driving system. And to provide a control device.

In order to achieve the above object, the present disclosure enables automatic control of the traveling speed of the own vehicle, and controls the on / off timing of the brake lamp of the own vehicle according to the deceleration of the own vehicle.
In this vehicle brake lamp control method, a target speed profile from the present to a predetermined time future of the own vehicle is generated.
Detects the current driving condition of the own vehicle.
When the current traveling state of the own vehicle is in the deceleration state, it is determined whether the brake lamp is in the off state or in the on state. When the brake lamp is off, the target speed profile determines the lighting timing of the brake lamp when the existence of the profile in the deceleration direction is confirmed in the future for a predetermined time. When the brake lamp is in the lit state, if the target speed profile confirms that the profile in the deceleration direction is released within a predetermined time in the future, the timing for turning off the brake lamp is determined. When the lighting timing is determined or the extinguishing timing is determined, a control command is output based on the determined lighting / extinguishing timing .

In this way, when the current driving state of the own vehicle is in the deceleration state, it is determined whether the brake lamp is in the off state or in the on state, and the target speed profile is added to the judgment information to turn on / off the brake lamp. By controlling the timing, it is possible to appropriately control the lighting / extinguishing timing of the brake lamp according to various deceleration scenes when applied to the automatic driving system.

FIG. 5 is an overall configuration diagram showing an automatic driving system configuration of an automatic driving vehicle to which a control method and a control device for a vehicle brake lamp of the first embodiment are applied. It is a lighting / extinguishing schedule diagram which shows an example of the lighting / extinguishing schedule by the magnitude of motor regeneration deceleration used when controlling the lighting / extinguishing timing of a brake lamp. It is a flowchart which shows the flow of the on / off control process of a brake lamp executed by the recognition determination processor for automatic operation and the control controller for automatic operation of Example 1. It is a time chart which shows an example of the generation method of the target speed profile in the lighting / extinguishing control of a brake lamp of Example 1. FIG. 6 is a time chart showing an example of changing the lighting timing in the lighting / extinguishing control of the brake lamp of the first embodiment. It is a time chart which shows each characteristic of the brake lamp lighting / extinguishing operation, the command vehicle speed and the actual vehicle speed when the comparative example and the first embodiment are compared in the basic driving scene which shifts from a start → a cruise → a stop. It is a time chart which shows each characteristic of a brake lamp lighting / extinguishing operation, a command vehicle speed, and an actual vehicle speed when the control of Example 1 is performed in the scene of descending a gentle slope at a constant speed. It is a time chart which shows each characteristic of lighting / extinguishing operation of a brake lamp, command vehicle speed, and actual vehicle speed when the control of Example 1 is performed in the scene of turning a corner in a state where a following vehicle is approaching. It is a time chart which shows each characteristic of a brake lamp lighting / extinguishing operation, a command vehicle speed, and an actual vehicle speed when the control of Example 1 is performed in a lane change scene.

Hereinafter, the best embodiment for realizing the control method and the control device for the vehicle brake lamp according to the present disclosure will be described with reference to the first embodiment shown in the drawings.

First, the configuration will be described.
The vehicle brake lamp control method and control device in the first embodiment are based on an electric vehicle driven by a motor, and are applied to an autonomous driving vehicle capable of externally controlling steering / driving / braking. Hereinafter, the configuration of the first embodiment will be described separately for the “automatic driving system configuration” and the “brake lamp lighting / extinguishing control processing configuration”.

[Automated driving system configuration]
FIG. 1 shows the control method of the vehicle brake lamp of the first embodiment and the automatic driving system configuration of the automatic driving vehicle to which the control device is applied, and FIG. 2 shows the lighting / extinguishing schedule of the brake lamp according to the magnitude of deceleration. Is shown. Hereinafter, the overall configuration of the automatic driving system will be described with reference to FIGS. 1 and 2.

As shown in FIG. 1, the automatic driving system includes a recognition sensor 1, GPS 2, a recognition judgment processor 3 for automatic driving, map data 4, a control controller 5 for automatic driving, an electric power steering 6, and drive / /. It includes a regenerative motor 7, a hydraulic brake 8, a brake lamp 9, and a vehicle speed sensor 10. That is, the automatic driving recognition determination processor 3 and the automatic driving control controller 5 that calculates each control command value and transmits it to each actuator ECU are mounted on the vehicle as a processing system. The description of each actuator ECU is omitted.

The recognition sensor 1 is a sensor provided for recognizing the external environment around the vehicle such as the front of the vehicle and the rear of the vehicle. Typically, it refers to an in-vehicle camera, a laser radar, etc. mounted on the front part of the vehicle and the rear part of the vehicle, respectively.

GPS2 is a position detecting means that is mounted on the own vehicle and detects the traveling position (latitude / longitude) of the own vehicle while the vehicle is traveling. In addition, "GPS" is an abbreviation for Global Positioning System.

The recognition determination processor 3 for automatic driving integrates and processes map data 4, GPS 2, and recognition sensor 1 information, and calculates each profile such as a target speed profile (= target vehicle speed profile). That is, the vehicle-mounted recognition sensor 1 calculates the basic route and vehicle speed to the destination specified by the occupant based on the map data 4 stored in the vehicle-mounted memory, and follows the basic route and vehicle speed based on the position information by GPS2. Based on the sensing result around the vehicle, the target route and the target vehicle speed in the vicinity are sequentially corrected as a profile.

The map data 4 is map data stored in an in-vehicle memory and in which road information such as a gradient and a speed limit is written. When the traveling position of the own vehicle in motion is detected by GPS 2, the map data 4 reads out the map information centered on the traveling position of the own vehicle from the automatic driving recognition determination processor 3.

The automatic driving control controller 5 determines each command value of the steering amount, the driving amount, and the braking amount based on the profile information from the automatic driving recognition determination processor 3. Steering control shall be performed by the electric power steering 6 which is a steering actuator. Drive control shall be performed by the drive / regenerative motor 7, which is a drive source actuator. Braking control shall be performed by distributing the amount of regeneration by the drive / regenerative motor 7 and the amount of mechanical brake by the hydraulic brake 8. Steering control, drive control, and braking control are performed by each ECU provided for each actuator.

The electric power steering 6 is a steering actuator that automatically steers according to a control command value from the automatic driving control controller 5.

The drive / regenerative motor 7 is a drive source actuator that performs constant speed traveling by driving, acceleration traveling, or deceleration traveling by regeneration according to a control command value from the automatic operation control controller 5.

The hydraulic brake 8 is a brake actuator that operates hydraulic braking according to a control command value from the automatic operation control controller 5.

The brake lamp 9 is provided at the rear end position of the own vehicle, and the timing control of turning on / off is performed according to the control command value from the control controller 5 for automatic driving. Is a lamp that informs that the vehicle is in a decelerated driving state. In the lighting / extinguishing timing control of the brake lamp 9, as shown in FIG. 2, the first regeneration deceleration threshold Th1 that does not light during motor regeneration and the second regeneration deceleration threshold Th2 that should be lit are set, respectively. Has been done. Then, in the case of regenerative deceleration between the first regenerative deceleration threshold value Th1 and the second regenerative deceleration threshold value Th2, the off-> lighting timing and the on-> off timing are arbitrary.

[Brake lamp on / off control processing configuration]
FIG. 3 shows the flow of the on / off control process of the brake lamp 9 executed by the automatic driving recognition determination processor 3 and the automatic driving control controller 5. Hereinafter, each step of the flowchart shown in FIG. 3 showing the lighting / extinguishing control processing configuration of the brake lamp 9 will be described. The lighting / extinguishing control process of the brake lamp 9 shown in FIG. 3 is repeatedly executed in a predetermined control cycle.

In step S1, it is determined whether or not the regenerative deceleration of the own vehicle is less than the first regenerative deceleration threshold Th1. If YES (regenerative deceleration <Th1), the process proceeds to step S2, and if NO (regenerative deceleration ≥ Th1), the process proceeds to step S3.
Here, the regenerative deceleration of the own vehicle is calculated by the vehicle speed difference per unit time from the vehicle speed sensor 10 read for each control cycle when the regenerative control is performed by the drive / regenerative motor 7.

In step S2, following the determination that the regenerative deceleration <Th1 in step S1, a command to turn off the brake lamp 9 is output, and the process proceeds to the end.

In step S3, following the determination that the regenerative deceleration ≥ Th1 in step S1, it is determined whether or not the regenerative deceleration of the own vehicle exceeds the second regenerative deceleration threshold Th2. If YES (regenerative deceleration> Th2), the process proceeds to step S4, and if NO (regenerative deceleration ≤ Th2), the process proceeds to step S5.

In step S4, following the determination that the regenerative deceleration> Th2 in step S3, a command to turn on the brake lamp 9 is output, and the process proceeds to the end.

In step S5, following the determination in step S4 that Th1 ≤ regenerative deceleration ≤ Th2, a route profile and a target speed profile are generated, and the process proceeds to step S6.

Here, the "route profile" generates a basic route to the destination at the navigation level as a "long-term planned route profile". Then, using the road boundary information and lane information of the map data 4 and the three-dimensional object information including the moving body existing around the own vehicle acquired by the recognition sensor 1, the route in the vicinity where the vehicle should travel is set as the "short-term planned route". Generate as "profile".

The "target speed profile" is the stop line information embedded in the map data 4, the calculated curvature information of the route, and the recognition sensor 1 with the speed limit on each road embedded in the map data 4 as the maximum value. The target speed of the own vehicle is determined based on the acquired surrounding three-dimensional object information. At this time, the target speed determination method of the own vehicle is, for example, as shown in FIG. A three-dimensional object speed limit profile V3 and the like are independently generated. ^{Then, the final target velocity profile V *} is generated by sequentially integrating the independently generated velocity profiles V1, V2, and V3. The method of integration is arbitrary, but in the first embodiment, each speed profile V1, V2, V3 is selected as a select row in consideration of safety. ^{When the target speed profile V *} is generated, a tag is attached to which speed profile is selected for each route region among the speed profiles V1, V2, and V3, and the target speed profile V * is also recorded.

In step S6, following the generation of the profile in step S5, the following vehicle existing in the same lane is determined, and if the following vehicle exists, the relative speed and relative distance between the own vehicle and the following vehicle (target solid object) are determined. Record it and proceed to step S7. At this time, TTC (Time to Collision) and THW (Time Head Way) are calculated from the relative speed and relative distance information, and the degree of approach is quantified.

Here, as the determination of the following vehicle, for example, the absolute position information of the own vehicle from GPS2 and the relative distance information between the own vehicle and the rear three-dimensional object from the recognition sensor 1 are superimposed on the map data 4. .. Then, it is determined whether or not the rear three-dimensional object is a vehicle in the same lane, the rear lane is detected to determine whether or not the rear three-dimensional object is a vehicle in the same lane, and the vehicle is rearward from the traveling locus of the own vehicle. A method of determining whether or not the three-dimensional object is a vehicle in the same lane can be considered.

In step S7, following the acquisition of relative information with the following vehicle in step S6, it is determined whether or not the brake lamp 9 is currently lit. If YES (lighting state), the process proceeds to step S10, and if NO (non-lighting, extinguished), the process proceeds to step S8.
Here, it is determined whether or not the brake lamp 9 is in the lit state based on the command signal of the automatic operation control controller 5.

In step S8, following the determination that the light is not lit in step S7, ^{it is confirmed by the target speed profile V *} generated in step S5 whether or not there is a profile in the deceleration direction within a predetermined time in the future. Then, the process proceeds to step S9. The state of the own vehicle when the process shifts to step S8 is one of cruising, acceleration, and deceleration within a range in which the brake lamp 9 does not light.

Here, when it is confirmed that a profile in the deceleration direction exists in the future for a predetermined time, the deceleration factors such as whether it is due to the stop line stop or the curve approach are also confirmed from the tag record at that time. do.

In step S9, following the deceleration confirmation of the target speed profile V ^* in step S8, the lighting timing of the brake lamp 9 is determined, and the process proceeds to step S12.

Here, the lighting timing of the brake lamp 9 is determined based on the TTC and THW calculated from the relative distance to the following vehicle and the relative vehicle speed in step S6 after the profile of the deceleration direction is confirmed within a predetermined time in the future. When it is determined that a car is approaching, a decision is made to advance the lighting timing.
For example, as shown in the upper part of FIG. 5, when the original lighting timing is L1, it is conceivable to simply advance the lighting timing to L2 by a predetermined time. As another method, in order to link the regenerative braking force and the lighting timing, as shown in the lower part of FIG. 5, the target speed profile itself is changed (broken line → solid line), and only the lighting timing is advanced to L3. , Etc. are conceivable.

In step S10, following the determination that the lighting is in step S7, ^{it is confirmed by the target speed profile V *} generated in step S5 whether or not the deceleration direction profile is released within a predetermined time in the future. Then, the process proceeds to step S11. When the process shifts to step S10, the deceleration state is in the range in which the brake lamp 9 is lit.

Here, if it is confirmed that the profile in the deceleration direction is released within a predetermined time in the future, from the tag record at that time, whether it is due to the release of the stop line stop, the approach from the curve to the straight road, etc. Also check the factors that release the deceleration.

In step S11, following the confirmation of deceleration release of the target speed profile V ^* in step S10, the timing of turning off the brake lamp 9 is determined, and the process proceeds to step S12.

Here, the extinguishing timing is determined in the same way as in step S9, and when the TTC or THW determines from the TTC or THW that the following vehicle secures a sufficient safety margin for the own vehicle, the extinguishing timing is determined. Make an early decision. On the contrary, when it is determined that the margin is not secured, it is determined to delay the turn-off timing. The determination of the extinguishing timing is the same as the idea shown in FIG. 5, and the method of simply adjusting only the extinguishing timing for a predetermined time or the profile itself is modified and adjusted in order to link the braking amount and the extinguishing timing. There is a way to do it.

In step S12, following the determination of the lighting timing in step S9 or the determination of the extinguishing timing in step S10, the means / distribution for controlling the vehicle speed is determined based on the generated / modified target speed profile, and the step is taken. Proceed to S13.

Here, when accelerating, only acceleration is performed by using the drive / regenerative motor 7 as the drive motor. On the other hand, at the time of deceleration, it is necessary to combine each deceleration means (regenerative brake by the drive / regenerative motor 7 and the hydraulic brake 8) so as to achieve the required deceleration and in consideration of the lighting timing of the brake lamp 9. Further, the delicate braking amount adjustment for shifting the lighting timing is performed by utilizing the non-lighting area and the arbitrary lighting area in FIG. 2 and combining them.

In step S13, following the determination of the vehicle speed control means in step S12, a control command is output based on the control amount and lighting / extinguishing timing determined in steps S9, S11, S12, and vehicle speed control and lighting / extinguishing control are performed. Do and proceed to the end.

Next, the action will be described.
The actions of the first embodiment are "brake lamp on / off control processing action", "brake lamp on / off control contrast action", "brake lamp on / off control action in each scene", and "brake lamp on / off control action". The explanation will be divided into "Characteristics of lighting / extinguishing control".

[Brake lamp on / off control processing action]
Hereinafter, the lighting / extinguishing control processing operation of the brake lamp 9 will be described based on the flowchart of FIG.

When the regenerative deceleration of the own vehicle is less than the first regenerative deceleration threshold Th1, the process proceeds from step S1 → step S2 → end in the flowchart of FIG. In step S2, a command to turn off the brake lamp 9 is output.

When the regenerative deceleration of the own vehicle exceeds the second regenerative deceleration threshold Th2, the process proceeds from step S1 → step S3 → step S4 → end in the flowchart of FIG. In step S4, a command to turn on the brake lamp 9 is output.

When the regenerative deceleration of the own vehicle is Th1 ≤ regenerative deceleration ≤ Th2, the process proceeds from step S1 → step S3 → step S5 → step S6 → step S7 in the flowchart of FIG. In step S5, the route profile and the target velocity profile V ^* are generated. In step S6, if there is a following vehicle, the relative speed and relative distance between the own vehicle and the following vehicle (target solid object) are recorded, and TTC (Time to Collision) and THW (TTC (Time to Collision)) and THW ( Time Head Way) is calculated, and the relative information with the following vehicle is acquired by quantifying the degree of approach.

In step S7, it is determined whether or not the brake lamp 9 is currently lit, and if it is not lit (off state), the process proceeds from step S7 to step S8 → step S9. In step S8, the target speed profile V ^* generated in step S5 confirms whether or not there is a profile in the deceleration direction within a predetermined time in the future. In the next step S9, the lighting timing of the brake lamp 9 is determined. In determining the lighting timing, the profile of the deceleration direction is confirmed in the future for a predetermined time, and the following vehicle is approaching from the TTC and THW calculated from the relative distance to the following vehicle and the relative vehicle speed in step S6. When it is determined that the lighting timing is advanced, the determination is made.

In step S7, it is determined whether or not the brake lamp 9 is currently lit, and if it is lit, the process proceeds from step S7 to step S10 → step S11. In step S10, the target speed profile V ^* generated in step S5 confirms whether or not the deceleration direction profile is released within a predetermined time in the future. In the next step S11, the timing of turning off the brake lamp 9 is determined. The determination of the extinguishing timing is based on the same idea as in step S9, and when the TTC or THW determines that the following vehicle has a sufficient safety margin for the own vehicle, the determination to advance the extinguishing timing is made. Is done. On the contrary, when it is determined that the margin is not secured, a determination is made to delay the turn-off timing.

When the lighting timing is determined in step S9, or the extinguishing timing is determined in step S10, the process proceeds from step S9 or step S11 to step S12 → step S13 → end. In step S12, the means / allocation for controlling the vehicle speed is determined based on the generated / modified target speed profile V ^*. At this time, acceleration is performed only by accelerating by using the drive / regenerative motor 7 as the drive motor. On the other hand, at the time of deceleration, each deceleration means (regenerative brake by the drive / regenerative motor 7 and the hydraulic brake 8) is set to the required deceleration, and is combined in consideration of the lighting timing of the brake lamp 9. In step S13, a control command is output based on the control amount and the lighting / extinguishing timing determined in steps S9, S11, and S12.

[Contrast action of brake lamp lighting / extinguishing control]
FIG. 6 is a comparative explanatory diagram showing the lighting / extinguishing operation of the brake lamp and the characteristics of the command vehicle speed and the actual vehicle speed in the scene of transition from start to cruise to stop. Hereinafter, the contrasting action of the brake lamp lighting / extinguishing control will be described with reference to FIG.

First, it has one regenerative deceleration threshold and avoids lighting of the brake lamp during deceleration operation to converge the overshoot amount at P2 when increasing the speed in a ramp shape from the stopped state P1 to the set vehicle speed. As a comparative example, the threshold value is set so as to be performed.

In this comparative example, when the speed is increased in a ramp shape from the stopped state P1 to the set vehicle speed, the lighting of the brake lamp during the deceleration operation for converging the overshoot portion at P2 is avoided. However, considering the time when the speed is reduced in a ramp shape from the cruising state P3 to the stopped state P4 depending on the set vehicle speed, the state at the start of deceleration of P3 is relatively to converge the overshoot amount at P2. The conditions are the same as during deceleration operation. Therefore, in the state at the start of deceleration of P3, the lighting timing may be delayed, which increases the risk of a rear-end collision with a following vehicle. In addition, the timing of turning off the lights is the same, and turning on the brake lamp for an unnecessarily long time promotes unnecessary deceleration of the following vehicle and also hinders the traffic flow.

On the other hand, in the first embodiment, when the speed is increased in a ramp shape from the stopped state P1 to the set vehicle speed, the target speed profile V ^{* is performed in step S8 during the deceleration operation for converging the overshoot portion in P2.} Since deceleration is not confirmed within, the speed is adjusted by deceleration by motor regeneration without trying to turn on the brake lamp 9.

Then, considering the case where the speed is reduced in a ramp shape from the cruising state P3 to the stopped state P4, the deceleration is confirmed in the ^{target speed profile V * in step S8 in the state before the start of deceleration of P3.} Therefore, in the state at the start of deceleration of P3, the brake lamp 9 is turned on without delaying the timing, and the lighting / non-lighting of the brake lamp 9 is appropriately controlled in both scenes.

[Brake lamp lighting / extinguishing control action in each scene]
(Scene down a gentle slope at a constant speed)
First, as shown in FIG. 7, considering a scene in which the vehicle descends a gentle slope at a constant speed, the target speed profile V ^{* in} step S8 is a constant speed, but if nothing is done, the speed gradually increases. It will go, so deceleration is required. Even at this time, the deceleration is performed by the regenerative brake within the range in which the brake lamp 9 is not turned on, and the troublesomeness given to the following vehicle can be reduced.

(Scene of turning a corner when the following vehicle is approaching)
Next, as shown in FIG. 8, when the following vehicle tries to turn a corner while the following vehicle is approaching, the target speed profile V ^* for decelerating before the corner is confirmed, and the following vehicle is approaching, so the brake is applied. The lighting timing of the lamp 9 can be advanced. As a result, it is possible to notify the following vehicle of the intention to decelerate the own vehicle at an early stage and to promote the securing of a safety margin.

Then, when the deceleration operation is about to end at the corner entrance, the target speed profile V ^* after a predetermined time is released from deceleration. The timing of turning off the brake lamp 9 is advanced. Further, when it is determined that the following vehicle is still approaching, the timing of turning off the brake lamp 9 can be delayed. Therefore, it is possible to achieve both smooth traffic flow and reduction of the risk of rear-end collision.

(Lane change scene)
Next, as shown in FIG. 9, regarding deceleration for temporarily accelerating to change lanes and widening the distance between the front and rear vehicles after changing lanes, it can be seen that the following vehicle is trying to leave a space from the relative vehicle speed and TTC. If this is the case, it is not necessary to turn on the brake lamp 9, but the deceleration profile is obtained.

At that time, refer to the tag of the target speed profile V ^* , judge that the vehicle is decelerating from temporary acceleration due to lane change, delay the lighting timing, or if a margin with the following vehicle can be secured, decelerate within the range that does not light. It will perform the operation.

It is also possible to acquire the curvature and gradient of the traveling path of the own vehicle from the map data 4 and the route profile and reflect them in the determination of the lighting / extinguishing timing in steps S9 and S11 and the determination of the control amount in step S12. can.

For example, when a corner turning R is obtained, the estimated running resistance / estimated deceleration when driving without restraint is made into a table, and after taking that deceleration into consideration, profile correction and braking amount distribution are performed. conduct.

[Characteristic action of lighting / extinguishing control of brake lamp]
In the first embodiment, ^{it is determined whether or not the deceleration scene is accompanied by the lighting of the brake lamp 9 based on the target speed profile V *} and the running state, and the lighting / extinguishing timing of the brake lamp 9 is controlled based on the determination result of the deceleration scene. ..
That is, the lighting timing is determined based not only on the current vehicle condition but also on the future driving plan (target speed profile V ^*). Therefore, for example, when the own vehicle is currently in the same deceleration scene ^{, if the future speed according to the target speed profile V *} is constant, the lamp lighting is delayed, and if the future speed according ^{to the target speed profile V * is decelerated.} The lamp lights up earlier. Therefore, when applied to an automatic driving system, the lighting / extinguishing timing of the brake lamp 9 is appropriately controlled in accordance with various deceleration scenes.

In the first embodiment, the region where the regenerative deceleration of the own vehicle is equal to or higher than the first regenerative deceleration threshold Th1 and equal to or lower than the second regenerative deceleration threshold Th2 in the lighting / extinguishing schedule is determined based on the ^{target speed profile V * and the running state.} , The area for arbitrarily controlling the lighting / extinguishing timing of the brake lamp 9.
Therefore, when the regenerative deceleration of the own vehicle is Th1 ≤ regenerative deceleration ≤ Th2, the lighting → extinguishing timing and the extinguishing → lighting timing of the brake lamp 9 are arbitrarily controlled based on the ^{target speed profile V * and the running state.} NS.

In the first embodiment, the preceding vehicle / the following vehicle of the own vehicle is detected, and the lighting / extinguishing of the brake lamp 9 is determined based on the relative positional relationship with the own vehicle.
Therefore, it is possible to control the lighting / extinguishing of the brake lamp 9 according to the degree of urgency depending on the relative positional relationship between the own vehicle and the preceding vehicle or the own vehicle and the following vehicle.

In the first embodiment, if it is determined that the deceleration scene does not involve lighting of the brake lamp 9, adjustment by the running resistance of the own vehicle, or regeneration that can be controlled by braking independently of the control of the brake lamp 9, or regeneration. And hydraulic pressure are used together to decelerate.
For example, if it is determined that the deceleration scene does not involve the lighting of the brake lamp 9, the deceleration can be adjusted so that the brake lamp 9 remains off. Therefore, by controlling the deceleration independently of the lighting / extinguishing control of the brake lamp 9, it is possible to prevent the frequency of lighting / extinguishing of the brake lamp 9 from increasing.

In the first embodiment, the target speed profile V ^* is created based on the long-term travel plan information which is a travel plan to the destination created based on the recorded map data, or the detected surrounding environment of the own vehicle. It is generated by using at least one of the short-term travel plan information which is the travel plan of the own vehicle for a predetermined time to the future.
That is, when generating the target speed profile V ^* , the map data and the travel plan information based on the surrounding environment are used. ^{Therefore, a target speed profile V *} that accurately determines the current deceleration scene of the own vehicle is generated.

In the first embodiment, the road information based on the road gradient and the road curvature of the road on which the own vehicle travels is acquired.
The traveling resistance is estimated from the road information, and the lighting / extinguishing of the brake lamp 9 is determined based on the estimation result of the traveling resistance.
That is, the judgment of turning on / off the brake lamp 9 is made based on the traveling resistance estimated based on the road shape. Therefore, when determining whether the brake lamp 9 is turned on or off, how much acceleration / deceleration is performed when the vehicle travels without control driving is taken into consideration.

In the first embodiment, a tag for distinguishing the deceleration factors when the own vehicle decelerates is attached, and whether or not the deceleration scene is accompanied by the lighting of the brake lamp 9 is determined based on the tag record.
That is, it is possible to determine whether or not the deceleration scene involves the lighting of the brake lamp 9 based on the distinction between the deceleration factors in the speed plan. Therefore, when determining whether or not the deceleration scene involves lighting of the brake lamp 9, the timing of turning on / off the brake lamp 9 is adjusted according to various scenes such as stop line stop, curve deceleration, and speed adjustment after changing lanes. Is changed.

Next, the effect will be described.
In the vehicle brake lamp control method and control device according to the first embodiment, the effects listed below can be obtained.

(1) The running speed of the own vehicle can be automatically controlled, and the lighting / extinguishing timing of the brake lamp 9 of the own vehicle is controlled according to the deceleration of the own vehicle.
In this vehicle brake lamp control method, a target speed profile V ^* from the present of the own vehicle to the predetermined time future is generated.
Detects the current driving condition of the own vehicle.
Based on the target speed profile V ^* and the running state, it is determined whether or not the deceleration scene is accompanied by the lighting of the brake lamp 9, and the lighting / extinguishing timing of the brake lamp 9 is controlled based on the determination result of the deceleration scene (FIG. 3).
Therefore, when applied to an automatic driving system, it is possible to provide a control method for a vehicle brake lamp that appropriately controls the lighting / extinguishing timing of the brake lamp 9 in response to various deceleration scenes.

(2) The area where the deceleration (regenerative deceleration) of the own vehicle is less than the first deceleration threshold (first regenerative deceleration threshold Th1) is set as the extinguishing area of the brake lamp 9, and the deceleration of the own vehicle is the first deceleration. A lighting / extinguishing schedule is set in which a region exceeding the second deceleration threshold (second regeneration deceleration threshold Th2) higher than the threshold value (first regeneration deceleration threshold Th1) is set as the lighting region of the brake lamp 9.
Area where the deceleration (regenerative deceleration) of the own vehicle is equal to or higher than the first deceleration threshold (1st regenerative deceleration threshold Th1) and equal to or lower than the 2nd deceleration threshold (2nd regenerative deceleration threshold Th2) in the lighting / extinguishing schedule. Is an area in which the lighting / extinguishing timing of the brake lamp 9 is arbitrarily controlled based on the target speed profile V ^{* and the traveling state (FIG. 2).}
Therefore, in addition to the effect of (1), when the deceleration (regenerative deceleration) of the own vehicle is Th1 ≤ deceleration (regenerative deceleration) ≤ Th2, the brake lamp 9 is turned on → off timing and off → lighting timing. Can be arbitrarily controlled based on the target speed profile V ^{* and the running condition.}

(3) Detects vehicles traveling ahead or behind the vehicle.
The lighting / extinguishing of the brake lamp 9 is determined based on the distance between the preceding vehicle / following vehicle and the own vehicle and the relative speed (FIG. 3).
Therefore, in addition to the effects of (1) or (2), when determining whether to turn on / off the brake lamp 9, it is possible to consider how much acceleration / deceleration is performed when the vehicle travels without control drive.

(4) If it is determined that the deceleration scene does not involve the lighting of the brake lamp 9, the braking control means (regeneration, regeneration) that can be adjusted by the running resistance of the own vehicle or the braking can be controlled independently of the control of the brake lamp 9. And hydraulic pressure are used together) to decelerate (Fig. 3).
Therefore, in addition to the effects of (1) to (3), it is possible to prevent an increase in the frequency of turning on / off the brake lamp 9 by performing deceleration control independently of the on / off control of the brake lamp 9.

(5) The target speed profile V ^* was created based on the long-term travel plan information, which is a travel plan to the destination created based on the recorded map data, or the detected surrounding environment of the own vehicle. It is generated using at least one of the short-term travel plan information, which is the travel plan of the own vehicle for a predetermined time to the future (Fig. 3).
Therefore, in addition to the effects of (1) to (4), it is possible to generate a ^{target speed profile V * in which the current deceleration scene of the own vehicle is accurately determined.}

(6) Obtain road information based on the road gradient and road curvature of the road on which the vehicle travels.
The running resistance is estimated from the road information, and the lighting / extinguishing of the brake lamp 9 is determined based on the estimated running resistance result (FIG. 3).
Therefore, in addition to the effects of (1) to (5), when determining whether the brake lamp 9 is turned on or off, it is possible to consider how much acceleration / deceleration is performed when the vehicle travels without control drive.

(7) Distinguish (tag) the deceleration factors when the vehicle decelerates.
Judgment as to whether or not the deceleration scene is accompanied by the lighting of the brake lamp 9 is performed based on the corresponding deceleration factor (tag recording) (FIG. 4).
Therefore, in addition to the effects of (1) to (6), when determining whether or not the deceleration scene involves lighting of the brake lamp 9, various measures such as stop line stop, curve deceleration, and speed adjustment after changing lanes are performed. The lighting / extinguishing timing of the brake lamp 9 can be changed according to the scene.

(8) Brake lamp control means (autonomous driving recognition determination processor 3, which can automatically control the traveling speed of the own vehicle and controls the on / off timing of the brake lamp 9 of the own vehicle according to the deceleration of the own vehicle. It is equipped with a control controller 5) for automatic operation.
^{In this vehicle brake lamp control device, a target speed profile generating means for generating a target speed profile V *} from the present to a predetermined time in the future of the own vehicle, and a running state detecting means for detecting the current running state of the own vehicle. , Equipped with.
The brake lamp control means (autonomous driving recognition determination processor 3, automatic driving control controller 5) determines whether or not the vehicle is in a deceleration scene accompanied by lighting of the brake lamp 9 based on ^{the target speed profile V * and the running state.} The lighting / extinguishing timing of the brake lamp 9 is controlled according to the determination result of the deceleration scene (FIG. 3).
Therefore, it is possible to provide a vehicle brake lamp control device that appropriately controls the lighting / extinguishing timing of the brake lamp 9 in response to various deceleration scenes when applied to an automatic driving system.

The control method and control device for the vehicle brake lamp of the present disclosure have been described above based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are permitted as long as the gist of the invention according to each claim is not deviated from the claims.

In the first embodiment, as shown in FIG. 2, an example is shown in which the lighting / extinguishing schedule is set by regenerative deceleration by targeting an electric vehicle. However, as the lighting / extinguishing schedule, when targeting an engine vehicle, an example may be set in which the engine brake decelerates instead of the motor regeneration. Further, when targeting a hybrid vehicle, it may be set as an example of setting by a combined deceleration of motor regeneration and engine braking.

In the first embodiment, an example in which the vehicle brake lamp control method and the control device of the present disclosure are applied to an autonomous driving vehicle capable of externally controlling steering / driving / braking based on a motor-driven electric vehicle. Indicated. However, the vehicle brake lamp control method and control device of the present disclosure can also be applied to a hybrid vehicle or an engine vehicle. Further, it can be applied to a vehicle capable of externally controlling at least driving / braking.

1 Recognition sensor 2 GPS
3 Recognition and judgment processor for automatic driving (brake lamp control means)
4 Map data 5 Control controller for automatic driving (brake lamp control means)
6 Electric power steering 7 Drive / regenerative motor 8 Hydraulic brake 9 Brake lamp 10 Vehicle speed sensor

Claims (8)

In the method of controlling the brake lamp for a vehicle, which can automatically control the traveling speed of the own vehicle and controls the on / off timing of the brake lamp of the own vehicle according to the deceleration of the own vehicle.
Generate a target speed profile from the present of your vehicle to the specified time in the future,
Detects the current driving condition of your vehicle and
When the current traveling state of the own vehicle is in the deceleration state, it is determined whether the brake lamp is in the off state or in the on state.
When the brake lamp is in the extinguished state, if the target speed profile confirms the existence of the profile in the deceleration direction within a predetermined time in the future, the lighting timing of the brake lamp is determined.
When the brake lamp is in the lit state and the target speed profile confirms that the profile in the deceleration direction is released within a predetermined time in the future, the timing for turning off the brake lamp is determined.
A method for controlling a vehicle brake lamp, which comprises outputting a control command based on the determined lighting / extinguishing timing when the lighting timing is determined or the extinguishing timing is determined. In the method for controlling a vehicle brake lamp according to claim 1,
The region where the deceleration of the own vehicle is less than the first deceleration threshold is defined as the extinguishing region of the brake lamp, and the region where the deceleration of the own vehicle exceeds the second deceleration threshold higher than the first deceleration threshold is the area of the brake lamp. Set the lighting / extinguishing schedule for the lighting area,
In the lighting / extinguishing schedule, the area where the deceleration of the own vehicle is equal to or greater than the first deceleration threshold value and equal to or less than the second deceleration threshold value is the timing of turning on / off the brake lamp based on the target speed profile and the traveling state. A method of controlling a vehicle brake lamp, which comprises setting the area to be arbitrarily controlled. In the method for controlling a vehicle brake lamp according to claim 1 or 2.
Detects vehicles traveling ahead or behind your vehicle,
A method for controlling a vehicle brake lamp, which comprises determining whether the brake lamp is on or off based on the distance between the preceding vehicle / the following vehicle and the own vehicle and the relative speed. In the method for controlling a vehicle brake lamp according to any one of claims 1 to 3,
If it is determined that the deceleration scene does not involve the lighting of the brake lamp, the vehicle is decelerated by adjusting the running resistance of the own vehicle or by a braking control means capable of braking control independently of the control of the brake lamp. How to control the brake lights for vehicles. In the method for controlling a vehicle brake lamp according to any one of claims 1 to 4.
The target speed profile is set as long-term travel plan information, which is a travel plan to a destination created based on the recorded map data, or a predetermined value of the own vehicle created based on the detected surrounding environment of the own vehicle. Time A method for controlling a brake lamp for a vehicle, which is generated by using at least one of the short-term driving plan information which is a driving plan for the future. In the method for controlling a vehicle brake lamp according to any one of claims 1 to 5,
Obtains road information based on the road gradient and road curvature of the road on which the vehicle travels,
A method for controlling a vehicle brake lamp, which comprises estimating running resistance from the road information and determining whether to turn on / off the brake lamp based on the estimation result of the running resistance. In the method for controlling a vehicle brake lamp according to any one of claims 1 to 6.
Distinguish the deceleration factors when the vehicle decelerates
A method for controlling a vehicle brake lamp, which comprises determining whether or not a deceleration scene involves lighting of the brake lamp based on the corresponding deceleration factor. In a vehicle brake lamp control device provided with a brake lamp control means that can automatically control the traveling speed of the own vehicle and controls the on / off timing of the brake lamp of the own vehicle according to the deceleration of the own vehicle.
A target speed profile generation means for generating a target speed profile from the present to a predetermined time in the future of the own vehicle, and
It is equipped with a running state detecting means for detecting the current running state of the own vehicle.
The brake lamp control means includes a lamp state determining unit that determines whether the brake lamp is off or on when the current traveling state of the own vehicle is in a deceleration state.
When the brake lamp is in the off state, if the target speed profile confirms the existence of a profile in the deceleration direction within a predetermined time in the future, a lighting timing determining unit that determines the lighting timing of the brake lamp, and a lighting timing determining unit.
When the brake lamp is in the lit state, if the target speed profile confirms that the profile in the deceleration direction is released within a predetermined time in the future, the extinguishing timing determining unit that determines the extinguishing timing of the brake lamp, and the extinguishing timing determining unit.
A vehicle brake having a lighting / extinguishing control unit that outputs a control command based on the determined lighting / extinguishing timing when the lighting timing is determined or the extinguishing timing is determined. Lamp control device.

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