JP6388281B2 - Collision damage reduction system - Google Patents

Description

  The present invention relates to a collision damage reduction system that automatically controls the operation of a brake based on an output from an inter-vehicle distance sensor.

  Patent Document 1 includes an inter-vehicle distance sensor and a vehicle speed sensor that detect a relative distance and a relative speed in an advancing direction of the host vehicle between an obstacle ahead of the host vehicle and the host vehicle, and automatically based on these detection signals. There is disclosed a vehicle brake control device that determines whether it is necessary to perform braking and automatically controls a braking force in accordance with the determination result.

JP 2003-267200 A

  However, in the vehicular braking control apparatus described in Patent Document 1, for example, when an attempt is made to pass an ETC (registered trademark) lane of a toll gate while traveling on a highway, an opening / closing bar or the like at the exit of the ETC lane There was a risk that the braking device would automatically operate by recognizing an obstacle.

  For this reason, it is conceivable to provide a release device for the driver to release the control device so that the braking device does not automatically operate. However, when moving from a place as described above, the driver may forget the operation of automatically returning the control device to a state in which the braking device is activated.

  The present invention has been made in view of the above problems, and when the control device is released so that the brake device does not automatically operate, the control device is automatically returned to a state in which the brake device is operated. It is an object of the present invention to provide a collision damage mitigation system that prevents the vehicle from continuing to travel in a state where the vehicle is not running.

  In the vehicle collision damage reduction system, the present invention provides a brake control unit that automatically activates a brake of the vehicle when it is determined that the vehicle may collide with an obstacle in the traveling direction, and the brake A system release unit that switches between an operation state in which the control unit automatically activates the brake and a release state in which the brake control unit automatically stops the brake, and the brake control unit is switched to the release state. A system return determination unit that determines whether or not the vehicle has traveled for a predetermined time continuously at a predetermined speed or higher, and the system release unit determines whether the vehicle is When it is determined that the vehicle has traveled for a predetermined time continuously at a predetermined speed or higher, the brake control unit is automatically moved from the released state to the activated state. Characterized thereby to return.

  In the present invention, after the control device is released so that the braking device does not automatically operate, even if the driver forgets the operation of automatically returning the control device to the state in which the braking device is operated, the vehicle is kept at a predetermined speed. As described above, the vehicle automatically returns after traveling for a predetermined time. Accordingly, it is possible to prevent the control device from continuing traveling in a state where the control device is not automatically returned to the state in which the braking device operates.

1 is a block diagram of a collision damage alleviating system according to a first embodiment of the present invention. It is a flowchart explaining the switching operation | movement of the operating state of a brake control part, and the cancellation | release state in the collision damage reduction system which concerns on 1st Embodiment of this invention. It is a block diagram of the collision damage reduction system which concerns on 2nd Embodiment of this invention. It is a block diagram of the collision damage reduction system which concerns on 3rd Embodiment of this invention. It is a block diagram of the collision damage reduction system which concerns on 4th Embodiment of this invention.

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

<First Embodiment>
With reference to FIGS. 1 and 2, a collision damage alleviating system 100 according to a first embodiment of the present invention will be described. FIG. 1 is a block diagram of the collision damage mitigation system 100, and FIG. 2 is a flowchart for explaining the switching operation between the operating state and the release state of the brake control unit 10 in the collision damage mitigation system 100.

  The collision damage reducing system 100 is controlled by a control unit 1 mounted on a vehicle (not shown).

  The collision damage reduction system 100 includes an inter-vehicle distance sensor 41 that measures a relative distance between a vehicle and an obstacle existing in front of the vehicle. The inter-vehicle distance sensor 41 detects an obstacle such as another preceding vehicle. The inter-vehicle distance sensor 41 is, for example, a radio wave radar that receives that the emitted radio wave is reflected by an obstacle and returns and measures the relative distance between the vehicle and the obstacle. The vehicle also includes a vehicle speed sensor 42 that detects the traveling speed of the vehicle.

  The control unit 1 includes a brake control unit 10 that executes control for reducing damage caused by a collision, an operation state in which the brake control unit 10 automatically operates the brake 12, and a release in which automatic operation of the brake 12 is stopped. A system release unit 20 that switches between states, and a system return determination unit 30 that determines whether or not to return the brake control unit 10 from the release state to the operating state.

  Detection signals from the inter-vehicle distance sensor 41 and the vehicle speed sensor 42 are input to the control unit 1. The control unit 1 determines whether the vehicle may collide with an obstacle in the traveling direction based on detection signals from the inter-vehicle distance sensor 41 and the vehicle speed sensor 42. When it is determined that the vehicle may collide with an obstacle, the brake control unit 10 outputs a signal for automatically operating the brake 12 to the brake ECU 11.

  Thus, when there is a possibility that the vehicle collides with an obstacle, the brake 12 is automatically operated even if the driver does not operate the brake 12. Accordingly, it is possible to reduce the damage caused by the collision by decelerating the vehicle and suppressing the collision energy when the vehicle collides with an obstacle.

  In the collision damage reduction system 100, by changing various threshold values used for control, it is possible to stop the vehicle before the vehicle collides with the obstacle and prevent the collision between the vehicle and the obstacle. is there.

  The collision damage reduction system 100 includes an alarm indicator 31 that is provided in the vehicle and displays an alarm message toward the driver, and an alarm buzzer 32 that is provided in the vehicle and emits an alarm sound toward the driver. . The alarm indicator 31 and the alarm buzzer 32 notify the driver that the brake 12 is automatically operating.

  The warning indicator 31 displays a warning message for the driver of the vehicle when the brake 12 is automatically activated. The alarm message is, for example, display of characters “EMERGENCY”, lighting of an alarm indicator, or the like.

  The alarm buzzer 32 sounds an alarm sound toward the driver of the vehicle when the brake 12 is automatically operated or immediately before the operation. The warning sound is, for example, a sound “Emergency brake is activated” or an electronic sound.

  The collision damage reduction system 100 stops the automatic operation of the brake 12 and the operation state in which the brake control unit 10 automatically operates the brake 12 based on the input of the automatic release mode selection switch 51 or the manual release switch 52. A system release unit 20 that switches between the release states to be performed is provided.

  The manual release switch 52 is operated by the driver, and a switching signal from the manual release switch 52 is input to the system release unit 20. Based on the switching signal from the manual release switch 52, the system release unit 20 has an operation state in which the brake control unit 10 automatically operates the brake 12, and a release state in which the brake 12 is automatically stopped. Switch.

  For example, when the driver approaches the ETC gate while traveling on a highway, the driver switches the manual release switch 52 to a release state in which the automatic operation of the brake 12 is stopped. Accordingly, the collision damage reduction system 100 can recognize that the open / close bar and the like at the exit of the ETC lane are recognized as obstacles and the brake 12 is not operated unnecessarily.

  Moreover, in construction sites, iron plates may be laid on the road surface. When traveling in such a place, the radio wave of the inter-vehicle distance sensor 41 may be reflected at the edge of the iron plate. As a result, the control unit 1 may recognize the iron plate as an obstacle and unnecessarily activate the brake 12. Even in such a case, the driver may unnecessarily operate the brake 12 by switching the brake control unit 10 to the release state in which the automatic operation of the brake 12 is stopped by the manual release switch 52. Can be prevented.

  The manual release switch 52 is an alternate push button switch. Each time the manual release switch 52 is pressed, the system release unit 20 is switched from the operation state to the release state and from the release state to the operation state. The manual release switch 52 is not limited to an alternate push button switch, and may be of any type. The manual release switch 52 may also be used as a button switch for other functions. In this case, for example, the switching operation as the manual release switch 52 can be executed by pressing a button switch of another function for a predetermined time or longer.

  The automatic release mode selection switch 51 is a push button switch that selects the automatic release mode. The automatic release mode is a mode in which the brake control unit 10 is automatically released when a predetermined condition is satisfied. Specifically, for example, while traveling on an expressway, the system release unit 20 determines the vehicle position and the toll gate based on the vehicle position information acquired by GPS or the like and the road map information stored in the navigation system. The distance to the ETC gate is calculated. The brake control unit 10 is automatically switched to the release state when the system release unit 20 determines that the vehicle has approached a predetermined distance from the toll gate ETC gate. This prevents the collision damage reduction system 100 from recognizing the open / close bar at the exit of the ETC lane as an obstacle and automatically operating the brake 12 to prevent the vehicle from being decelerated unnecessarily. The

  In addition to this, as the predetermined condition, for example, a condition such as whether or not the in-vehicle ETC communication device is communicating with the ETC system on the toll gate side may be used. In addition, not only the distance between the vehicle and the toll booth while driving on the expressway, but also specify in advance conditions such as when approaching a specific point or facility or when approaching the destination in the navigation system Thus, the brake control unit 10 can be automatically released in any situation.

  A plurality of automatic release modes with different conditions are stored in the system release unit 20 in advance. Every time the automatic release mode selection switch 51 is pressed, the system release unit 20 is switched to either the automatic release mode or the mode for turning the automatic release mode to the OFF state.

  Note that the number of automatic release modes is not necessarily plural, and may be only one mode.

  Next, the system return determination unit 30 will be described.

  The vehicle speed detected by the vehicle speed sensor 42 is input to the system return determination unit 30.

  When the brake control unit 10 is switched to the release state, the system return determination unit 30 determines whether or not the vehicle has traveled for a predetermined period of time at a predetermined speed or higher. When it is determined by the system return determination unit 30 that the vehicle has traveled at a predetermined speed or higher for a predetermined time, the system release unit 20 automatically returns the brake control unit 10 from the released state to the activated state. For example, if the vehicle is traveling on a highway, the threshold is set so that the brake controller 10 is automatically returned to the operating state if the vehicle travels at a speed of 70 km / h or higher for 5 minutes or longer. Not limited to this, the speed threshold is set to a road speed limit of -5 km / h (a speed obtained by subtracting 5 km / h from the road speed limit), and the time threshold is set to 1 minute as appropriate. Can be set.

  In addition, road speed limit information is appropriately received from the navigation system or the in-vehicle camera, and even if the speed limit changes during traveling, the system return determination unit 30 sets the speed threshold to the road speed limit −5 km / h. It can also be set as the structure changed suitably as (speed reduced by 5 km / h from the speed limit of a road).

  Next, with reference to FIG. 2, the switching operation between the operating state and the releasing state of the brake control unit 10 in the collision damage alleviating system 100 will be described.

  First, a flow related to switching from the operating state to the released state will be described.

  When an ignition switch (not shown) of the vehicle is turned on, the control shown in FIG. 2 is executed.

  In step S1, it is determined whether or not the brake control unit 10 is in an operating state. If the brake control unit 10 is in the operating state, the process proceeds to step S2, and if the brake control unit 10 is in the released state, the process proceeds to step S7. In an initial state where an ignition switch (not shown) is turned from OFF to ON, the brake control unit 10 is in an operating state.

  In step S2, the automatic release mode selection switch 51 acquires information about what automatic release mode is selected from among a plurality of automatic release modes.

  In step S3, it is determined whether or not the automatic release mode is ON. If the automatic release mode is ON, the process proceeds to step S4. If the automatic release mode is OFF, the process proceeds to step S5.

  In step S4, based on the condition of the mode selected by the automatic release mode selection switch 51, the system release unit 20 determines whether to switch the brake control unit 10 to the release state. If it is determined that the condition of the selected mode is not satisfied, the process proceeds to step S5. If it is determined that the condition of the selected mode is satisfied, the process proceeds to step S6.

  For example, a case will be described in which the automatic release mode for switching the brake control unit 10 to the release state is selected when the vehicle approaches the ETC gate to a predetermined distance.

  The system release unit 20 calculates the distance between the host vehicle position and the toll gate ETC gate based on the vehicle position information acquired by GPS or the like and the road map information of the navigation system. When the system release unit 20 determines that the vehicle has approached the ETC gate at the toll gate to a predetermined distance (“YES” in step S4), the brake control unit 10 is automatically switched to the release state (step S6). ).

  In step S5, it is determined whether or not there is a release operation by the manual release switch 52. If there is a release operation, the process proceeds to step S6, and if there is no release operation of the manual release switch 52, the operation state in which the brake 12 is automatically operated is continued, the process is started again, and this flow is repeated.

  In step S6, the system release unit 20 switches the brake control unit 10 to the release state. Thereby, the automatic operation of the brake 12 is stopped. As described above, when the condition of the mode selected by the automatic release mode selection switch 51 is satisfied, or when the release state is selected by the manual release switch 52, the system release unit 20 operates the brake control unit 10 in the operating state. Switch from to the released state.

  In addition, although the collision damage reduction system 100 is configured to be able to switch from the operating state to the released state automatically and manually, it may be configured to switch only either automatically or manually.

  Next, a flow for returning the brake control unit 10 from the released state to the activated state will be described.

  When the brake control unit 10 is in the released state, “NO” is determined in Step S1, and the process proceeds to Step S7.

  In step S <b> 7, it is determined by the manual release switch 52 whether there is a return operation for returning the brake control unit 10 from the released state to the activated state. If there is a return operation, the process proceeds to step S8, and the system release unit 20 returns the brake control unit 10 to the operating state. If there is no return operation by the manual cancellation | release switch 52, it will transfer to step S9.

  In step S9, the timer of the system return determination unit 30 is activated. Next, in step S <b> 10, the system return determination unit 30 acquires the vehicle speed detected by the vehicle speed sensor 42.

  In step S11, the system return determination unit 30 determines whether or not the vehicle speed acquired in step S10 is equal to or higher than a predetermined speed. If the vehicle speed is equal to or higher than the predetermined speed, the process proceeds to step S12. If the speed of the vehicle is not equal to or higher than the predetermined speed, the process proceeds to step S13.

  In step S12, the system return determination unit 30 determines whether or not a predetermined time has elapsed since the timer operated in step S9 was activated. If the predetermined time or more has elapsed, the process proceeds to step S8, and if the predetermined time or more has not elapsed, the process returns to step S10 again to acquire the vehicle speed.

  In step S13, the timer is reset, and the process returns to step S1 again to determine whether or not the brake control unit 10 is in an operating state.

  As described above, the system return determination unit 30 performs the processes of steps S9 to S12 so that the vehicle travels at a predetermined speed or more for a predetermined time when the brake control unit 10 is switched to the release state. Determine whether or not. The system release unit 20 automatically returns the brake control unit 10 from the release state to the operating state when the system return determination unit 30 determines that the vehicle has traveled at a predetermined speed or higher for a predetermined time.

  According to the above 1st Embodiment, there exist the following effects.

  After the brake control unit 10 is released so that the brake 12 is not automatically operated, even if the driver forgets to return the brake control unit 10 to the state in which the brake 12 is automatically operated, As described above, when the vehicle travels for a predetermined time, it automatically returns to the operating state. Therefore, it is possible to prevent the vehicle from continuing traveling in a state where the brake control unit 10 is not automatically returned to the state in which the brake 12 is operated.

  Further, if the vehicle travels for a predetermined time at a predetermined speed or higher, the brake control unit 10 returns to the operating state, so that the brake 12 is automatically activated even in a situation where there is a possibility of colliding with an obstacle ahead. The vehicle is decelerated and the vehicle is decelerated to suppress the collision energy when the vehicle collides with an obstacle, thereby reducing the damage caused by the collision.

  Further, by setting the condition for returning from the release state of the brake control unit 10 to a predetermined time during which the vehicle has continuously traveled at a predetermined speed or higher, the vehicle travels at a predetermined speed or higher when the brake control unit 10 is in the released state. Even if a predetermined time or more elapses, the brake control unit 10 does not automatically return unless the vehicle travels for a predetermined time at a predetermined speed or higher. As a result, when the brake control unit 10 is in the released state, for example, when traveling on a construction site where a steel plate is laid on the road surface, the speed is temporarily increased to a predetermined speed or longer. Even if this is the case, the inter-vehicle distance sensor 41 can recognize that the iron plate is an obstacle and prevent the brake 12 from being operated unnecessarily.

  In addition, since the automatic release mode selection switch 51 is provided, the driver automatically switches to the release state when the driver approaches the ETC gate without switching the brake control unit 10 to the release state. Thus, even if the driver forgets the switching operation, the brake 12 is automatically switched to the release state when approaching the ETC gate, so that the brake 12 can be prevented from being operated unnecessarily. Further, by providing the manual release switch 52, the brake control unit 10 can be released when the driver is arbitrary, for example, when working at a construction site where a steel plate is laid on the road surface. . Thereby, it can prevent that the control unit 1 recognizes an iron plate as an obstruction and operates the brake 12 unnecessarily.

Second Embodiment
Hereinafter, with reference to FIG. 3, a collision damage reduction system 200 according to a second embodiment of the present invention will be described. FIG. 3 is a block diagram of the collision damage reduction system 200.

  In the second embodiment, as a condition for automatically returning the brake control unit 10 from the released state to the activated state, the system return determination unit 30 in the first embodiment travels for a predetermined time when the vehicle continues at a predetermined speed or higher. In addition to determining whether or not the vehicle has reached a predetermined return point in the road map information 61 from the road map information 61 and the vehicle position information 62. It is different.

  The vehicle includes a navigation system 60. The navigation system 60 includes a storage medium for storing road map information 61, and a GPS antenna 63 as position information acquisition means for acquiring vehicle position information 62 by GPS (Global Positioning System). The system return determination unit 30 determines whether a predetermined return point stored in advance in the system return determination unit 30 has been reached based on the road map information 61 and the vehicle position information 62 of the navigation system 60. The return point is, for example, a point away from the ETC gate of the toll gate by a predetermined distance in the traveling direction.

  In the system return determination unit 30, for example, a point 1 km away from the ETC gate in the traveling direction is stored in advance as a return point. When the vehicle is traveling, the system return determination unit 30 recognizes the position information of the ETC gate and the vehicle position information 62 from the navigation system 60 and determines that the vehicle has reached the return point after passing through the ETC gate. In this case, the system release unit 20 automatically returns the brake control unit 10 from the released state to the activated state.

  It should be noted that it is possible to appropriately select whether to register the return point as a place away from what kind of facility. Moreover, although the navigation system 60 was illustrated as a storage medium in which the road map information 61 is stored and the position information acquisition means for acquiring the vehicle position information 62, the present invention is not limited to this, and a storage medium in which the road map information 61 is stored Any device may be used as long as the vehicle includes position information acquisition means for acquiring the vehicle position information 62.

  According to said 2nd Embodiment, in addition to the effect of 1st Embodiment, there exist the following effects.

  From the road map information 61 and the vehicle position information 62, the brake control unit 10 is automatically returned from the released state to the activated state based on whether or not the vehicle has reached a return point registered in the road map information 61 in advance. be able to. Thereby, if it leaves | separates the place which needs to make the brake control part 10 into a cancellation | release state, the brake control part 10 will be automatically reset from a cancellation | release state to an operation state. Therefore, even if the vehicle has not traveled at a predetermined speed or higher for a predetermined time, when the return point is reached, the brake control unit 10 automatically returns from the released state to the activated state. It is possible to further prevent the vehicle from continuing running in a state where the brake 10 is not automatically returned to the state in which the brake 12 is activated.

<Third Embodiment>
Hereinafter, a collision damage reduction system 300 according to a third embodiment of the present invention will be described with reference to FIG. FIG. 4 is a block diagram of the collision damage reduction system 300.

  In the third embodiment, as a condition for automatically returning the brake control unit 10 from the released state to the activated state, the system return determination unit 30 in the first embodiment travels for a predetermined time that the vehicle has continued at a predetermined speed or higher. In addition to determining whether or not the vehicle has reached a predetermined return point in the road map information 161 from the road map information 161, the vehicle position information 162, and the road information 164, it is determined in parallel. Is different.

  The vehicle includes a navigation system 160. The navigation system 160 includes a storage medium in which road map information 161 is stored, a GPS antenna 163 as position information acquisition means for acquiring vehicle position information 162 by GPS, and a VICS (registered trademark) antenna 165 as road information acquisition means. And comprising. The VICS antenna 165 is a device that acquires VICS information. The VICS information includes road information 164 such as traffic congestion information, construction information, and lane regulation information.

  When the road information 164 acquired by the road information acquisition unit includes information on a traffic jam location, a construction location, or a lane regulation location, the system return determination unit 30 is located at a predetermined distance before these locations. Is stored as a return point.

  When the brake control unit 10 is switched to the release state, the system return determination unit 30 determines whether the vehicle has reached the return point based on the road map information 161, the vehicle position information 162, and the road information 164. Determine.

  When the system return determination unit 30 determines that the vehicle has reached the return point, the system release unit 20 automatically returns the brake control unit 10 from the release state to the operating state.

  According to said 3rd Embodiment, in addition to the effect of 1st Embodiment, there exist the following effects.

  The brake control unit 10 can also be automatically returned from the released state to the activated state by the road information 164 that changes with time. Therefore, even if the vehicle has not traveled at a predetermined speed or higher for a predetermined time, when the return point is reached, the brake control unit 10 automatically returns from the released state to the activated state. It is possible to further prevent the vehicle from continuing running in a state where the brake 10 is not automatically returned to the state in which the brake 12 is activated.

<Fourth embodiment>
Hereinafter, a collision damage reduction system 400 according to a fourth embodiment of the present invention will be described with reference to FIG. FIG. 5 is a block diagram of the collision damage reduction system 400.

  In the fourth embodiment, as a condition for automatically returning the brake control unit 10 from the released state to the activated state, the system return determination unit 30 in the first embodiment travels for a predetermined time that the vehicle has continued at a predetermined speed or higher. In addition to determining whether or not the vehicle is in a deviating state where the vehicle has deviated from the lane, the difference is that it is determined in parallel.

  The vehicle includes a vehicle-mounted camera 71 and a vehicle-mounted departure warning ECU 72 as a vehicle-mounted departure warning device. The in-vehicle camera 71 is attached at a predetermined position in front of or behind the vehicle, and takes an image of the front or rear of the vehicle. The in-vehicle departure warning ECU 72 performs image processing on an image taken by the in-vehicle camera 71 to detect a lane boundary line. The in-vehicle departure warning ECU 72 monitors whether or not the vehicle has deviated from the traveling lane, and if the vehicle has deviated from the lane for a predetermined time or more than a predetermined frequency, the vehicle Is determined to be in a deviating state, and a signal is transmitted to the system release unit 20. When the system release unit 20 receives the signal indicating that the vehicle is in the departure state from the in-vehicle departure warning ECU 72 when the brake control unit 10 is in the release state, the system release unit 20 returns the brake control unit 10 from the release state to the operating state. .

  The on-vehicle departure warning ECU 72 also transmits a signal to the warning indicator 31 and the warning buzzer 32 when the vehicle is in a departure state. As a result, an alarm message is displayed on the alarm indicator 31 toward the driver, and an alarm sound is emitted from the alarm buzzer 32 toward the driver.

  According to said 4th Embodiment, in addition to the effect of 1st Embodiment, there exist the following effects.

  When the vehicle deviates from the lane, the brake control unit 10 can be automatically returned from the released state to the activated state. Therefore, the brake control unit 10 automatically returns from the released state to the activated state when the vehicle is running off the lane due to the driver's falling asleep, or when the vehicle is running staggered. Therefore, it is possible to prevent the vehicle from continuing traveling in a state where the brake control unit 10 is not automatically returned to the state in which the brake 12 is operated.

  The embodiment of the present invention has been described above. However, the above embodiment only shows a part of application examples of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. Absent. Moreover, the said embodiment can also be combined suitably.

100, 200, 300, 400 Collision damage reduction system 1 Control unit 10 Brake control unit 11 Brake ECU
DESCRIPTION OF SYMBOLS 12 Brake 20 System cancellation | release part 30 System return determination part 41 Inter-vehicle distance sensor 42 Vehicle speed sensor 51 Automatic cancellation | release mode selection switch 52 Manual cancellation | release switch 60,160 Navigation system 61,161 Road map information 62,162 Vehicle position information 72 In-vehicle deviation warning ECU
164 Road information

Claims (4)

In the vehicle collision damage reduction system,
A brake control unit that automatically activates a brake of the vehicle when it is determined that the vehicle may collide with an obstacle in the traveling direction;
A system release unit that switches between an operation state in which the brake control unit automatically activates the brake and a release state in which the brake control unit stops the automatic operation of the brake;
A system return determination unit that determines whether or not the vehicle has traveled for a predetermined time continuously at a predetermined speed or higher when the brake control unit is switched to the release state;
The system release unit automatically changes the brake control unit from the release state to the operation state when the system return determination unit determines that the vehicle has traveled at a predetermined speed or higher for a predetermined time. Collision damage reduction system characterized by returning. The vehicle has a storage medium in which road map information is stored, and position information acquisition means for acquiring vehicle position information of the vehicle,
When the brake control unit is switched to the release state, the system return determination unit determines whether the vehicle is a predetermined return point in the road map information from the road map information and the vehicle position information. Determine if it has reached,
The system release unit is configured to automatically return the brake control unit from the release state to the operation state when the system return determination unit determines that the vehicle has reached the return point. The collision damage reducing system according to claim 1. The vehicle includes a storage medium in which road map information is stored, position information acquisition means for acquiring vehicle position information of the vehicle, and road information acquisition means for acquiring road information.
The system return determination unit determines the vehicle in advance in the road map information from the road map information, the vehicle position information, and the road information when the brake control unit is switched to the release state. Determine whether the return point has been reached,
The system release unit is configured to automatically return the brake control unit from the release state to the operation state when the system return determination unit determines that the vehicle has reached the return point. The collision damage reduction system according to claim 1. The vehicle has a lane departure warning device that issues a warning based on vehicle position information in a road lane obtained from an in-vehicle camera,
The lane departure warning device determines that the vehicle is in a deviating state when the vehicle deviates from the lane for a predetermined time or when deviating from the lane for a predetermined frequency,
The system release unit automatically returns the brake control unit from the release state to the operation state when the lane departure warning device determines that the vehicle is in a departure state. Item 4. The collision damage reducing system according to any one of Items 1 to 3.

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