JPH0636198A - Contact evasion method and contact evasion device of vehicle - Google Patents

Abstract

PURPOSE:To effectively evade the contact between vehicles each other in a place where a visuality is bad, such as a T character road, etc., reducing in cost and facilitating maintenance. CONSTITUTION:A radar device 56 detecting an obstacle which exists forward by transmitting an electromagnetic wave forward, is loaded on a first vehicle A. The detection is performed by changing the electromagnetic wave transmitted from the radar device 56 to the direction of the road which can not be seen from the first vehicle A by a reflector 11 installed on the road end forward the first vehicle A in a place where a visuality is bad such as a T character road, etc. When the possibility of the contact with a second vehicle B exists by the detection, a contact evasion measurement such as the alarm ringing by the first vehicle A is taken. In the first vehicle A, the fact that its own vehicle approaches the place where the visuality is bad, is detected by a marker 12 provided on a road surface and the judgment logic of a contact possibility is changed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle contact avoidance method and a contact avoidance device for avoiding contact between vehicles in a place with poor visibility such as a T-shaped road.

[0002]

2. Description of the Related Art Conventionally, an automatic braking device has been known as a device for avoiding contact between vehicles. This automatic braking device continuously detects the distance and relative speed between a host vehicle and an obstacle ahead by using a radar device as disclosed in, for example, Japanese Patent Laid-Open No. 54-33444. From the detected distance and relative speed between the host vehicle and the front obstacle, it is determined whether there is a possibility of contact, and when there is a possibility of contact, the actuator is operated to apply braking force to each wheel. It is configured to be granted. Also,
In addition to the automatic braking, there is also known a system which issues an alarm to alert the driver when there is a possibility of contact.

By the way, the above-mentioned radar device normally transmits an electromagnetic wave (light wave or radio wave) from the transmitting section toward the front of the host vehicle, and receives the reflected wave reflected by the electromagnetic wave hitting an obstacle ahead. It is configured to be received by a section and measure the distance between the own vehicle and an obstacle in front of the vehicle (Japanese Patent Laid-Open No. 62-62160).
(See Japanese Patent No. 19781), the detection range is a field of view in front of the host vehicle. Therefore, at an intersection or a T-shaped intersection where roads intersect, the radar device cannot detect another vehicle, and cannot take measures such as an alarm or automatic braking in order to avoid contact with another vehicle. There is a problem.

In order to solve such a problem, for example, as disclosed in Japanese Unexamined Patent Publication (Kokai) No. 62-55799, a vehicle approaching an intersection near the intersection is detected and It has been proposed to install a device that sends the detected information to other vehicles.

[0005]

However, the above-mentioned proposal has the drawbacks that a roadside device having a detection function and a transmission function is relatively expensive in cost and its maintenance is troublesome. .

The present invention has been made in view of the above points, and a first object of the present invention is to reduce the cost and facilitate the maintenance while at the same time providing a vehicle in a poor visibility such as a T-shaped road. A contact avoidance method and a contact avoidance device for a vehicle capable of effectively avoiding mutual contact.

A second object of the present invention is to provide a contact avoidance device which is suitable only for carrying out the above-mentioned vehicle contact avoidance method or contact avoidance device and is equipped only on the vehicle side.

[0008]

In order to achieve the first object, the invention according to claim 1 provides contact between a first vehicle and a second vehicle traveling on a road invisible to the vehicle. As a contact avoidance method for avoiding, in the first vehicle,
A radar device that emits an electromagnetic wave forward and detects an obstacle existing in the front is mounted, and the electromagnetic wave emitted from the radar device is reflected by a reflector installed at the road edge in front of the first vehicle. The detection is performed by changing the direction of the road invisible to the first vehicle, and the contact avoidance measure is taken by the first vehicle when there is a possibility of contact due to the detection.

In order to achieve the first object, the invention according to claim 2 avoids contact between the first vehicle and the second vehicle traveling on a road invisible to the vehicle. As a device, a radar device that is mounted on the first vehicle and that emits an electromagnetic wave toward the front of the vehicle to detect an obstacle existing in front, and the possibility of contact with a front obstacle from the detection result. Contact avoidance action executing means for determining contact and avoiding contact when there is a possibility of contact, and an electromagnetic wave emitted from the radar device, which is installed at a road edge in front of the first vehicle, from the first vehicle. The reflector is provided to change the direction of the invisible road.

On the other hand, in order to achieve the second object, the invention according to claim 3 is a contact avoidance device for avoiding contact with an obstacle on the road which cannot be seen from the own vehicle, and is located in front of the own vehicle. Radar device that emits an electromagnetic wave toward the front to detect an obstacle in front of it, and determines the possibility of contact with the obstacle ahead from the detection result and takes contact avoidance measures when there is a possibility of contact. Contact avoidance measure execution means, detection means for detecting that the vehicle is approaching a location on a road that is not visible to the vehicle, and when the detection means detects that the vehicle is approaching the location, Logic changing means for changing the logic for determining the possibility of contact in the contact avoidance measure executing means.

The invention according to claim 4 is dependent on the invention according to claim 3, and more specifically shows the detecting means which is one component thereof. That is, the detection means is
A marker provided on the road surface on the near side of a predetermined distance of a place where a road cannot be seen from the own vehicle detects that the own vehicle is approaching the place.

The invention according to claim 5 is dependent on the invention according to claim 2 or 3, and shows a specific content of the contact avoidance treatment by the contact avoidance treatment executing means which is one of the components. That is, the contact avoidance measure execution means is configured to have an alarm as a contact avoidance measure and automatic braking for automatically applying a braking force to each wheel.

[0013]

With the above construction, in the invention according to claim 1 or 2, when the first vehicle enters a place with poor visibility such as a T-shaped road, an electromagnetic wave is emitted from the radar device mounted on the vehicle in front of the vehicle. When transmitted to a reflector installed at the end of the road, electromagnetic waves are changed by the reflector to the direction of the road that cannot be seen by the vehicle for detection. Then, based on this detection, the first vehicle and the second vehicle on the road invisible to the vehicle
When there is a possibility of contact with other vehicles, contact avoidance measures such as issuing an alarm in the first vehicle are taken, whereby contact between vehicles is avoided. In this case, the reflector installed on the road side is inexpensive in cost and requires almost no maintenance.

According to the third aspect of the present invention, when the host vehicle enters a place with poor visibility such as a T-shaped road, the detecting means detects the fact in advance, and the logic changing means causes the contact avoidance measure executing means to perform the operation. The logic for determining the possibility of contact is changed from when driving on a straight road with good visibility. As a result, contact avoidance measures can be taken appropriately depending on the location with poor visibility.

[0015]

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

FIG. 1 shows a so-called T-junction in which one branch road R2 joins the main road R1 at a substantially right angle, and A stops at the front side of the stop line d on the branch road R2 at the T-junction. The first vehicle B is a second vehicle traveling on the main road R1 from the right side to the left side when viewed from the branch road R2. The second vehicle B is Located in an invisible position.

One embodiment of the present invention is applied in order to avoid contact between the first vehicle A and the second vehicle B on this T-shaped road. An automatic braking device including a radar device 56 described later and the like is equipped. Further, in FIG. 1, reference numeral 11 denotes a reflecting plate made up of a mirror or the like installed at the road end on the extension of the branch road R2 at the T-junction (that is, the road end in front of the first vehicle A). The plate 11 is a radar device 5 mounted on the first vehicle A.
Electromagnetic waves transmitted from 6 toward the area S1 in front of the vehicle are diverted to the branch road R of the main road R1 on which the second vehicle B travels.
It is provided so as to be changed to the area S2 on the right side when viewed from 2. Reference numeral 12 is a marker provided on the road surface on the front side for a predetermined distance from the stop line d on the branch road R2.

2 and 3 show an automatic braking device mounted on the first vehicle A, FIG. 2 is a hydraulic circuit diagram of the automatic braking device, and FIG. 3 is a block diagram of the automatic braking device. Is.

In FIG. 2, reference numeral 21 is a master back for increasing the depression force of the brake pedal 22 by the driver, and 23 is a master back.
Is a master cylinder that generates a brake pressure according to the stepping force increased by the master back 21, and the brake pressure generated by the master cylinder 23 is first sent to the hydraulic actuator unit 24 of the automatic braking device, After that, it is supplied to each brake device 26 of four wheels (only one wheel is shown in the figure) through the hydraulic actuator portion 25 of the anti-skid brake device (ABS).

The hydraulic actuator section 24 of the automatic braking device has a shutter valve 31, a pressure increasing valve 32, and a pressure reducing valve 33 for cutting off the communication between the master cylinder 23 and the brake device 26 side. Each of the valves 31 to 33 is an electromagnetic 2-port 2-position switching valve. Between the pressure increasing valve 32 and the master cylinder 23, a motor-driven oil pump 34 and an accumulator 35 for storing the pressure oil discharged from the oil pump 34 and maintaining it at a constant pressure are interposed. It is set up. When the shutter valve 31 is in the open position, braking is applied by the brake device 26 of each wheel according to the depression force of the brake pedal 22. On the other hand, when the shutter valve 31 is in the closed position, the pressure increasing valve 32 is in the open position,
When the pressure reducing valve 33 is switched to the closed position, the pressure oil from the accumulator 35 causes the brake device 2 of each wheel to be released.
6, the brake pressure is increased, and the pressure increasing valve 32
Is switched to the closed position and the pressure reducing valve 33 is switched to the open position, the pressure oil is returned from the brake device 26 and the brake pressure is reduced.

Further, the ABS hydraulic actuator section 25 has a 3-port 2-position switching valve 41 provided for each wheel, and is applied to each brake device 26 by switching the valve 41 during ABS operation. The brake pressure is controlled to prevent each wheel from locking.
Although the structure of the hydraulic actuator section 25 is not described in detail, in addition to the switching valve 41, a motor-driven oil pump 42 and accumulators 43 and 44 are provided. The brake device 26 of each wheel is a disc 4 that rotates integrally with the wheel.
6 and a caliper 47 that receives the brake pressure from the master cylinder 23 side and clamps the disk 46.

On the other hand, in FIG. 3, reference numeral 51 denotes an ultrasonic radar unit provided in the front portion of the vehicle body. The ultrasonic radar unit 51 is not shown in detail in the drawing, but as is well known, the ultrasonic wave is emitted from the transmitting portion. While transmitting to an obstacle such as a vehicle in front of the own vehicle, the receiving section receives the reflected wave reflected by hitting the front obstacle,
Operation unit 52 for receiving signals from this radar unit 51
Is configured to calculate the distance and relative speed between the host vehicle and an obstacle ahead of the vehicle based on the delay time from the time when the radar received wave is transmitted. Reference numerals 53 and 54 denote a pair of radar head units respectively provided on the left and right of the front portion of the vehicle body. The radar head units 53 and 54 transmit pulsed laser light from an emission unit toward an obstacle in front of the vehicle. In addition, the reception unit receives the reflected light reflected by the front obstacle, and the calculation unit 52
Receives signals from these radar head units 53 and 54 through a signal processing unit 55, and calculates a distance and a relative speed between the host vehicle and a front obstacle according to a delay time from a transmission point of the laser reception light. It has become. Then, the calculation unit 52 uses the radar head units 53, 5
Priority is given to the calculation results of distance and relative speed by the system of 4,
The calculation result of the distance and the relative speed by the system of the ultrasonic radar unit 51 is used as an auxiliary, and the distance between the host vehicle and the obstacle ahead and the relative speed for detecting the relative speed are detected. A radar device 56 is configured as a relative speed detecting means.

The transmission / reception direction of the pulsed laser light by both the radar head units 53, 54 is provided by a motor 57 so that it can be changed in the horizontal direction.
The operation of is controlled by the arithmetic unit 52. Reference numeral 58 is an angle sensor for detecting the transmission / reception direction of the pulsed laser light from the rotation angle of the motor 57, and the detection signal of the angle sensor 58 is input to the calculation unit 52, and the radar head unit 53 in the calculation unit 52, The transmission / reception direction of the pulsed laser light is added to the calculation of the distance and the relative speed by the system of 54.

Reference numeral 61 is a rudder angle sensor for detecting the rudder angle,
62 is a vehicle speed sensor that detects the vehicle speed, 63 is a longitudinal G sensor that detects the longitudinal acceleration (longitudinal G) of the vehicle, 64 is a road surface μ sensor that detects the friction coefficient (μ) of the road surface, and 65 is a marker 12 ( (See FIG. 1) to detect that the vehicle A is approaching a T-shaped road by detecting a marker sensor 66, and 66 is a winker switch that is turned off when the vehicle turns left or right. The signals of the switches 61 to 66 and the signals of the distance and the relative speed between the host vehicle and the front obstacle obtained by the calculation unit 52 are all input to the control unit 71. Reference numeral 72 denotes an alarm display unit provided on the instrument panel in the vehicle compartment. The alarm display unit 72 is provided with an alarm buzzer 73 and a distance display unit 74 which receive signals from the control unit 71, respectively. The control unit 71 includes the calculation unit 5
The possibility of contact between the host vehicle and the front obstacle is determined based on the distance and the relative speed between the host vehicle and the front obstacle obtained in step 2. When it is determined that there is a possibility, a signal is output from the control unit 71 to the alarm buzzer 73 to issue an alarm, or is output to the hydraulic actuator unit 24 of the automatic braking device to automatically apply the braking force to each wheel. Is added. Therefore, the control unit 71, the alarm buzzer 73, and the actuator unit 24 determine the possibility of contact between the host vehicle and the front obstacle, and when there is a possibility of contact, an alarm or automatic braking that is a contact avoidance measure. The contact avoidance measure executing means 75 is configured.

Next, the logic for determining the possibility of contact by the controller 71 will be described with reference to the flow charts shown in FIGS.

In this flowchart, after the start, first, in step S1, the marker sensor 65 is
It is determined whether or not the vehicle has passed over the marker 12 on the road surface based on the signal of. If this judgment is NO, the possibility of contact is judged according to the first judgment logic consisting of steps S2 to S10, and if the judgment is YES, the possibility of contact is judged according to the second judgment logic consisting of steps S11 to S28. to decide. Therefore, in step S1, when the host vehicle passes over the road surface marker 12 and approaches the T-shaped road, the contact possibility determination logic 75 (control unit 71) determines the possibility of contact. A logic changing unit 76 for changing is configured.

In the first judgment logic, first, in step S2, signals such as the distance L1 between the host vehicle and the front obstacle, the relative speed V1 and the host vehicle speed v0 are read, and then various kinds of signals are read in step S3. Thresholds L0, L2, L3 are calculated. The threshold value L0 is the distance between the host vehicle and the front obstacle, at which there is a possibility of contact between the host vehicle and the front obstacle, and automatic braking is started to avoid the contact. The threshold value L0 is calculated using a threshold value map as shown in FIG. The threshold value L2 is a distance between the host vehicle and an obstacle ahead of the vehicle, which gives an alarm prior to the start of automatic braking. The threshold value L2 for starting the alarm is greater than the threshold value L0 for starting the automatic braking. Is also set to a value larger by a predetermined amount. Further, the threshold value L3 is a distance between the vehicle and the front obstacle that releases the possibility of contact after the start of automatic braking and cancels automatic braking.
3 is set to a value larger by a predetermined amount than the threshold value L0 for starting automatic braking, and in some cases, a value smaller by a predetermined amount.

The threshold map shown in FIG. 7 will now be described. In this map, the threshold line A is
When a vehicle ahead comes into contact with the obstacle ahead of the vehicle and stops, it indicates the inter-vehicle distance required to avoid contact with this vehicle, and the obstacle ahead always appears regardless of the magnitude of the relative speed V1. The same value as when the vehicle is stationary (that is, when the relative speed V1 is the same as the vehicle speed v0) (numerical expression v0 ² / 2μ)
g) is taken. The threshold line B indicates the inter-vehicle distance (numerical expression V1. (2v0-V1) / 2 .mu.g) required to avoid contact with this vehicle when the front vehicle is fully braked,
Threshold line C indicates the inter-vehicle distance required to avoid contact with the front vehicle when the front vehicle is subjected to slow braking of deceleration μ / 2g, and threshold line D indicates that the front vehicle maintains a constant vehicle speed. when kept indicating the inter-vehicle distance (numeric expression V1 ^2/2 [mu] g) required to avoid contact between the vehicle. Further, the threshold line E indicates an inter-vehicle distance in which the contact with the preceding vehicle cannot be avoided even when the host vehicle applies automatic braking, but the impact force at the time of contact can be mitigated. In the case of the present embodiment, the threshold line B is selected, and the threshold line B is used to obtain the threshold value L0 corresponding to the current relative speed V1.

After the calculation of the various threshold values L0, L2, L3, the relative speed V between the host vehicle and the obstacle ahead is calculated in step S4.
It is determined whether 1 is 0 or more, that is, both are approaching. If this determination is YES, further step S5
Then, it is determined whether or not the distance L1 between the host vehicle and the obstacle ahead (hereinafter referred to as the inter-vehicle distance) is smaller than the threshold value L2 for starting the alarm. If this determination is YES, in step S6. Sound the alarm buzzer 47. Then, step S7
It is determined whether or not the inter-vehicle distance L1 is smaller than the threshold value L0 for starting automatic braking. If the determination is YES, the actuator 24 is operated to apply automatic braking with full braking in step S8. I will return later. If the determination in step S5 or S7 is NO, the process immediately returns.

Further, when the determination in step S4 is NO, that is, when the host vehicle and the front obstacle (front vehicle) are moving away from each other, the inter-vehicle distance L1 is greater than the threshold L3 for releasing the automatic braking in step S9. Determine if it is small. When the determination is YES, the process directly returns, while when the determination is NO, the automatic braking is released in step S10 and then the process returns.

On the other hand, in the second judgment logic, first, in step S11, the signals such as the inter-vehicle distance L1, the relative speed V1 and the own vehicle speed v0 with the preceding vehicle are read, and then in step S12, the T-shape is transmitted from the own vehicle. The distance L1 'to the road stop line d is calculated. The distance L1 'is calculated by subtracting the distance traveled from the time when the vehicle has passed over the marker 12 from the distance between the stop line d and the marker 12. Then, in step S13, various threshold values L0, L2, L0
′, L2 ′ is calculated. The threshold value L0 is an automatic braking start distance when avoiding contact with another vehicle between the host vehicle and the stop line d of the T-shaped road, and the threshold value L2 is also the same. It is an alarm start distance when avoiding contact with another vehicle. The calculation of both threshold values L1 and L2 is
The same method as in step S3 above is used. Also,
The threshold value L0 'is the automatic braking start distance when the vehicle stops at the stop line d of the T-shaped road, and is calculated as a function value of the vehicle speed v0. The threshold value L2 'is a warning start distance when the vehicle stops at the T-shaped stop line d, and is set to a value larger by a predetermined amount than the threshold value L0' for starting automatic braking.

Thereafter, in step S14, it is determined whether or not the vehicle speed v0 is equal to or greater than zero, that is, the vehicle is traveling. If this judgment is YES, the difference (L1-L2) between the distance L1 between the vehicle ahead and the warning start distance L2 for avoiding contact with the vehicle and the distance to the stop line d are determined in step S15. A magnitude comparison is performed with the difference (L1'-L2 ') between L1' and the alarm start distance L2 'for stopping at the stop line d. When the former is larger, it is determined in step S16 whether or not the distance L1 'to the stop line d is smaller than the alarm start distance L2' for stopping at the stop line d, and when the latter is larger. In step S17, it is determined whether or not the inter-vehicle distance L1 with the preceding vehicle is smaller than the warning start distance L2 for avoiding contact with the vehicle.

The determination in step S16 or S17 is YES.
If so, the alarm buzzer 73 is sounded in step S18.
Then, in step S19, the difference (L1-L0) between the inter-vehicle distance L1 with the preceding vehicle and the automatic braking start distance L0 for avoiding contact with the vehicle, the distance L1 'to the stop line d and the stop line d. The difference from the automatic braking start distance L0 'for stopping at
1'-L0 ') is compared. When the former is larger, the distance L1 'to the stop line d in step S20 is the automatic braking start distance L for stopping at the stop line d.
If it is smaller than 0 ', if the latter is larger, it is determined in step S21 whether the inter-vehicle distance L1 with the preceding vehicle is smaller than the automatic braking start distance L0 for avoiding contact with the vehicle. To judge. When the determination in step S20 or S21 is YES, the actuator 24 is operated to apply automatic braking with full braking in step S22, and then the process returns to step S11. Step S1 above
When the determination at 6, S17, S20 or S21 is NO, the process returns to step S11.

When the determination in step S14 is NO, that is, when the host vehicle A is stopped at the stop line d of the T-shaped road as shown in FIG. 1, the reflector in front of the host vehicle is determined in step S23. An electromagnetic wave (specifically, a pulsed laser beam from the radar head units 53 and 54) is emitted toward the radar unit 11 toward the beam 11, and the electromagnetic wave is reflected by the reflector 11 on the right side area S2 of the main road R1 from the branch road R2. Instead, another vehicle B traveling in the area S2 is detected, and the relative speed V1 between the vehicle B and the host vehicle A is calculated. Subsequently, in step S24, it is determined whether the relative speed V1 is zero or a positive value, that is, whether another vehicle B is approaching the host vehicle A, and in step S25, the relative speed V1 and the host vehicle speed v0 are determined. It is not equal, that is, it is determined whether or not another vehicle B is stopped. And both steps S
When the determinations at 24 and S25 are both YES, that is, another vehicle B
When the vehicle is traveling in the direction approaching the host vehicle A, the alarm buzzer 73 is sounded in step S26. Then, in step S27, the turn signal is turned off, and after waiting for the own vehicle A to end the right turn or the left turn at the T-shaped road, the alarm is released in step S28 and the process returns. On the other hand, both steps S2
When either one of S4 and S25 is NO, the turn signal is turned off in step S27 and the vehicle A waits for the turning right or the turning left at the T-junction to end, and then returns.

When the automatic braking device is controlled according to the above flow chart, when the host vehicle A travels on the branch road R2 toward a specific T-shaped road with poor visibility and other roads. The time when the vehicle is traveling is identified by the marker sensor 65, and the control is performed based on the contact possibility determination logic corresponding to each, so that the control can be optimized. In particular, when the host vehicle A travels on the branch road R2 toward a specific T-shaped road with poor visibility, the distance L1 'to the stop line d of the T-shaped road is calculated, and the host vehicle A is stopped by the stop line d. The safety of the vehicle can be enhanced because the alarm or the automatic braking is activated to stop at.

When the host vehicle A stops at the stop line d of the T-shaped road, the radar device 56 of the host vehicle A emits an electromagnetic wave toward the front of the host vehicle A. Electromagnetic waves are converted by the reflector 11 into a region S2 on the right side of the branch road R2 of the main road R1 which cannot be seen from the own vehicle A, and another vehicle B is detected in the region S2, and the vehicle B is detected by T. When the vehicle is traveling in the direction of the road, that is, in the direction approaching the host vehicle A, the alarm buzzer 73 sounds and an alarm is issued. As a result, it is possible to avoid contact between vehicles on a T-shaped road with poor visibility.

Moreover, since the reflector 11 is structurally simple and is composed of a mirror or the like that reflects electromagnetic waves, the facility cost is low and the maintenance is simple.
It is very advantageous for implementation.

The present invention is not limited to the above embodiment, but includes various other modifications.
For example, in the above embodiment, the present invention is applied to avoid contact between vehicles at a T-shaped road where one branch road R2 joins the main road R1 at a substantially right angle, but other than the T-shaped road. The same can be applied when avoiding contact between vehicles in a place where visibility is poor.

Further, in the above-mentioned embodiment, the case where the automatic braking device for automatically braking together with the alarm is provided as the contact avoidance measure when there is a possibility of contact has been described.
It is not always necessary to provide an automatic braking device, and only a device that issues an alarm as a contact avoidance measure when there is a possibility of contact may be provided.

[0040]

As described above, according to the first or second aspect of the invention, in a place with poor visibility such as a T-shaped road, electromagnetic waves are directed from the radar device of the vehicle to the reflector installed at the road edge in front of the vehicle. Since the road side that cannot be seen from the vehicle can be detected by transmitting the signal, it is possible to avoid contact between the vehicles. Moreover, since only the reflector is installed on the road side, the cost is low and the maintenance is easy, which is very advantageous for implementation.

According to the third aspect of the present invention, when the vehicle approaches a place with poor visibility such as a T-shaped road, the contact possibility determination logic is changed from that when the vehicle is traveling on a straight road with good visibility. As a result, contact avoidance measures can be taken appropriately depending on the location with poor visibility.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a positional relationship between a reflector and a vehicle in a T-shaped road.

FIG. 2 is a hydraulic circuit diagram of an automatic braking device.

FIG. 3 is a block diagram of an automatic braking device.

FIG. 4 is a flowchart showing a contact possibility determination logic.

FIG. 5 is a flowchart of the same.

FIG. 6 is a flowchart of the same.

FIG. 7 is a diagram showing a map for calculating a contact avoidance threshold value.

[Explanation of symbols]

 A 1st vehicle (own vehicle) B 2nd vehicle (other vehicle) 11 Reflector plate 12 Marker 56 Radar device 65 Marker sensor (detection means) 71 Control part 75 Contact avoidance treatment execution means 76 Logic changing means

 ─────────────────────────────────────────────────── ─── Continuation of front page (72) Ayumu Doi, 3-1, Shinchi Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Co., Ltd. (72) Kenichi Okuda, 3-1-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Corporation Within

Claims (5)

[Claims] 1. A contact avoidance method for avoiding contact between a first vehicle and a second vehicle traveling on a road invisible to the vehicle, wherein the first vehicle is directed forward. A radar device for transmitting an electromagnetic wave to detect an obstacle existing in the front is mounted, and the electromagnetic wave emitted from the radar device is emitted from the first vehicle by a reflector installed at a road edge in front of the first vehicle. A vehicle contact avoidance method, characterized in that detection is performed by changing to a direction of an invisible road, and when there is a possibility of contact due to the detection, the first vehicle takes contact avoidance measures. 2. A contact avoidance device for avoiding contact between a first vehicle and a second vehicle traveling on a road invisible to the vehicle, the contact avoiding apparatus being mounted on the first vehicle. A radar device that emits electromagnetic waves toward the front to detect obstacles in front of it, and determines the possibility of contact with the obstacle in front from the detection results and takes contact avoidance measures when there is a possibility of contact. A contact avoiding measure executing means for taking the contact avoidance measure; and a reflector installed at a road edge in front of the first vehicle for changing electromagnetic waves emitted from the radar device to a direction of the road invisible to the first vehicle. A vehicle contact avoidance device. 3. A contact avoidance device for avoiding contact with another vehicle on a road which cannot be seen from the own vehicle, wherein an obstacle existing in front of the own vehicle is transmitted by transmitting an electromagnetic wave toward the front of the own vehicle. There is a radar device to detect, contact avoidance action execution means that determines the possibility of contact with a front obstacle from the detection result and takes contact avoidance action when there is a possibility of contact, and there is a road invisible to the own vehicle Detecting means for detecting that the own vehicle is approaching a place, and changing the contact possibility determining logic in the contact avoidance measure executing means when the detecting means detects that the own vehicle is approaching the place And a logic changing means for controlling the vehicle contact avoidance device. 4. The detection means detects that the own vehicle is approaching the place by a marker provided on a road surface on a front side of a predetermined distance of a place where the road cannot be seen from the own vehicle. 3. The vehicle contact avoidance device according to 3. 5. The contact avoidance device for a vehicle according to claim 2, wherein the contact avoidance measure executing means has an alarm and automatic braking for automatically applying a braking force to each wheel as a contact avoidance measure. .