JPH0554297A - Automatic braking device for vehicle - Google Patents

Abstract

PURPOSE:To generate an alarm for this vehicle or other vehicle and prevent a collision when a vehicle breaks in between this vehicle and a precedent vehicle slantingly from before. CONSTITUTION:The distance and relative speed between this vehicle and an obstacle in front of the vehicle are detected and the possibility of a collision is judged from the detection result to automatically brake the vehicle. Then a detecting means 51 detects another vehicle approaching the automatic braking operation area of this vehicle slantingly from before and a warning device 52 which receives a signal from the detecting means 51 generates an alarm before the approaching vehicle enters the automatic braking operation area of this vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention detects a distance and a relative speed between a vehicle and an obstacle, judges the possibility of contact from the detection result, and automatically brakes each wheel. The present invention relates to the automatic braking device.

[0002]

2. Description of the Related Art Conventionally, as automatic braking devices for vehicles of this type, for example, Japanese Patent Publication No. 39-2565 and Japanese Patent Publication No.
As disclosed in Japanese Laid-Open Patent Publication No. 9-5668, the distance and relative speed between the own vehicle and an obstacle in front of the vehicle are continuously detected by using an optical method or ultrasonic waves, and the detected distance is detected. Judging whether there is a possibility of contact or not based on the distance and relative speed between the vehicle and the obstacle in front of it, and if it is determined that there is a possibility of contact, activate the actuator to automatically brake each wheel. It is known that a contact is prevented from being applied to the target. In addition, prior to braking or separately from braking, an alarm may be issued to call the driver's attention.
No. 200).

[0003]

By the way, the above-mentioned conventional automatic braking device is effective in preventing the inter-vehicle distance between the own vehicle and the preceding vehicle from becoming too short, but the vehicle diagonally ahead of the own vehicle is effective. When the vehicle breaks in between the own vehicle and the preceding vehicle, not only may the own vehicle come into contact with the interrupting vehicle, but also automatic braking may be suddenly applied and the following vehicle may come into contact with the own vehicle. On the contrary, when the host vehicle approaches the vehicle diagonally ahead and cuts in between the vehicle and the following vehicle, there is a risk of contact.

The present invention has been made in view of the above points, and an object of the present invention is to notify a contact by issuing an alarm when a vehicle ahead diagonally cuts in between the own vehicle and a vehicle ahead. It is intended to provide an automatic braking device for a vehicle that can be prevented.

[0005]

In order to achieve the above object, the solution means of the present invention detects the distance and relative speed between the vehicle and an obstacle, and judges the possibility of contact from the detection result. In the automatic braking device for a vehicle that applies automatic braking, detecting means for detecting that another vehicle diagonally ahead is relatively close to the automatic braking operation area of the own vehicle, and a signal from the detecting means is received. , And an alarm device for issuing an alarm before another vehicle enters the automatic braking operation area of the own vehicle.

[0006]

With the above-described structure, in the present invention, another vehicle diagonally ahead approaches the automatic braking operation area of the own vehicle relatively like when the other vehicle cuts in between the own vehicle and the forward vehicle. When it comes, the detection means detects it early and an alarm device issues an alarm to the own vehicle or another vehicle.

[0007]

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

1 to 3 show an automatic braking device for a vehicle according to a first embodiment of the present invention, FIGS. 1 and 2 show a hydraulic circuit configuration of the automatic braking device, and FIG. 3 is a block of the automatic braking device. The configuration is shown.

In FIGS. 1 and 2, reference numeral 1 is a master back for increasing the depression force of the brake pedal 2 by the driver,
Reference numeral 3 is a master cylinder that generates a braking pressure according to the stepping force increased by the master back 1. The braking pressure generated by the master cylinder 3 is first supplied to the automatic braking valve unit 4, and then, , ABS (anti-skid brake device) is supplied to the brake device 6 of each wheel through the valve unit 5.

The automatic braking valve unit 4 includes a shutter valve 11, a pressure increasing valve 12 and a pressure reducing valve 1 which shut off the communication between the master cylinder 3 and the brake device 6.
3 and each of these three valves 11 to 13 is an electromagnetic 2-port 2-position switching valve. A motor-driven oil pump 14 and an accumulator 15 for storing the pressure oil discharged from the oil pump 14 and maintaining it at a constant pressure are interposed between the pressure increasing valve 12 and the master cylinder 3. It is set up. When the shutter valve 11 is in the open position, the brake pedal 2
Braking is applied by the brake device 6 of each wheel in accordance with the pedaling force of. On the other hand, when the shutter valve 11 is in the closed position,
When the pressure increasing valve 12 is switched to the open position and the pressure reducing valve 13 is switched to the closed position, the pressure oil from the accumulator 15 is supplied to the brake device 6 of each wheel for braking, and the pressure increasing valve 12 is moved to the closed position. When the pressure reducing valve 13 is switched to the open position, pressure oil is returned from the brake device 6 to weaken the braking. The switching of the three valves 11 to 13 is performed by an actuator 16 including a voltage source or the like for applying a voltage to each of them, and the actuator 16 is controlled by receiving a signal from a control box 17.

The ABS valve unit 5 has a 3-port 2-position switching valve 21 provided for each wheel, and the braking pressure applied to each braking device 6 by switching the valve 21 during braking. Is controlled so that each wheel does not lock. Although the structure of the ABS is not described in detail, a motor-driven oil pump 22 and accumulators 23 and 24 are provided in addition to the switching valve 21.
The brake device 6 for each wheel includes a disk 26 that rotates integrally with the wheel, and a caliper 27 that receives the braking pressure from the master cylinder 3 side and clamps the disk 26.

On the other hand, in FIG. 3, reference numeral 31 is an ultrasonic radar unit provided in the front portion of the vehicle body. The ultrasonic radar unit 31 is not shown in detail in the drawing, but as is well known, the ultrasonic wave is emitted from the transmitting portion. It is configured such that it transmits to an obstacle such as a vehicle in front of its own vehicle and receives a reflected wave reflected by hitting the front obstacle at a receiving unit, and a calculation for receiving a signal from this radar unit 31. The unit 32 is adapted to calculate the distance and relative speed between the host vehicle and the obstacle ahead by the delay time (Doppler shift) from the time when the radar received wave is transmitted. 33 and 3
Reference numeral 4 denotes a pair of radar head units provided on the left and right of the front portion of the vehicle body.
Reference numeral 34 denotes a configuration in which the pulsed laser light is transmitted from the transmission unit toward an obstacle in front of the own vehicle, and the reflected light reflected by the front obstacle is received by the reception unit. Reference numeral 32 denotes a signal processing unit 35 for processing signals from the radar head units 33 and 34.
The distance between the vehicle and the front obstacle and the relative speed are calculated according to the delay time from the transmission point of the laser reception light. And the arithmetic unit 32
Is configured to give priority to the calculation result of the distance and the relative speed by the system of the radar head units 33 and 34, and use the calculation result of the distance and the relative speed by the system of the ultrasonic radar unit 31 as an auxiliary. The above constitutes a distance / relative speed detecting means 36 for detecting the distance and relative speed between the vehicle and the obstacle ahead.

The transmitting / receiving direction of the pulsed laser light by the radar head units 33 and 34 is provided so as to be horizontally changeable by a motor 37, and the operation of the motor 37 is controlled by the arithmetic unit 32. 38
Is an angle sensor for detecting the transmission / reception direction of the pulsed laser light from the rotation angle of the motor 37.
Detection signal of the radar head units 33, 34 in the arithmetic unit 32.
The position direction of the front obstacle is obtained by adding the transmission / reception direction of the pulsed laser light to the calculation of the distance and the relative speed by the system.

Reference numeral 41 denotes a rudder angle sensor for detecting the rudder angle,
42 is a vehicle speed sensor that detects the vehicle speed, 43 is a longitudinal G sensor that detects the longitudinal acceleration (longitudinal G) of the vehicle, 44 is a road surface μ sensor that detects the friction coefficient (μ) of the road surface, and these various sensors 41 to 44 The detection signal is input to the control unit 45 that controls the actuator 16. The control unit 45 also receives signals of the distance between the vehicle and the front obstacle, the relative speed, and the position and direction of the front obstacle (including an obstacle ahead of the diagonal), which are obtained by the arithmetic unit 32. Both units 45 and 32 are housed in the control box 17 (see FIG. 2). Reference numeral 46 denotes an alarm display unit provided on the instrument panel in the vehicle compartment.
Is provided with an alarm buzzer 47 and a distance display section 48 which receive signals from the control unit 45.

FIG. 4 shows a control flow of automatic braking for preventing contact by the control unit 45. In this control flow, first, after starting, various signals are read in step S1 and various threshold values L0 are read in step S2.
, L2, L3 are calculated. The threshold value L0 is the distance between the vehicle and the front obstacle at which there is a possibility of contact between the vehicle and the front obstacle, and automatic braking is started to prevent 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 vehicle and an obstacle ahead of the vehicle, which issues an alarm prior to the start of automatic braking. The threshold value L2 for generating the alarm is the threshold value L0 for the possibility of contact. Is set by a predetermined amount larger than that. 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 the automatic braking is released. It is set to be larger than the threshold value L0 of the possibility of contact by a predetermined amount.

The threshold map shown in FIG. 5 will now be described. In this map, the threshold line A is
When the vehicle ahead comes into contact with the obstacle ahead of the vehicle and stops, it indicates the inter-vehicle distance necessary to prevent contact with this vehicle, and the obstacle ahead always stops regardless of the magnitude of the relative speed V1. in a case ones (that is, when the relative speed V1 is equal to the vehicle speed v0) the same value as the (numeric expression v0 ^2/2 [mu] g)
Take The threshold line B indicates the inter-vehicle distance (numerical expression V1. (2v0-V1) / 2 .mu.g) required to prevent contact with this vehicle when the vehicle in front is fully braked, and the threshold line C Indicates the inter-vehicle distance required to prevent contact with the preceding vehicle when the preceding vehicle is subjected to slow braking of deceleration μ / 2g, and the threshold line D indicates this vehicle when the preceding vehicle maintains a constant vehicle speed. shows the inter-vehicle distance (numeric expression V1 ^2/2 [mu] g) required to prevent contact with. Further, the threshold line E indicates the inter-vehicle distance that can prevent the contact with the vehicle in front even if the own vehicle is automatically braked, but can reduce the impact force at the time of contact. In the case of this embodiment, the threshold line B is selected, and the threshold line B is used to determine the threshold value L0 corresponding to the current relative speed V1.

After the calculation of the various threshold values L0, L2, L3, in step S3, the front direction of the vehicle is shown from the front of the vehicle, which indicates the direction of the obstacle ahead of the vehicle, particularly the direction of the obstacle diagonally ahead. It is determined whether or not the absolute value of the direction angle θ of the obstacle is smaller than the predetermined value K1 for setting the dead zone. If the determination is YES, the relative speed V1 between the vehicle and the front obstacle is zero in step S4. Above, that is, it is determined whether or not both are approaching. If this determination is YES, it is further determined in step S5 whether or not the distance L1 between the vehicle and the front obstacle (hereinafter referred to as the inter-vehicle distance) is smaller than the threshold L2 for alarm generation. If the determination is YES, the alarm buzzer 47 is sounded in step S6. Subsequently, in 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 16 is operated to apply automatic braking by sudden braking in step S8. And then return. If the determination in step S5 or S7 is NO, the process immediately returns.

On the other hand, 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 automatic braking release threshold value L3 in step S9. Determine if it is small. When the determination is YES, the process returns with the automatic braking applied in step S10, while when the determination is NO, the automatic braking is released in step S11 and the process returns.

Further, when the determination in step S3 is NO, that is, when the direction angle θ (in detail, the absolute value) of the diagonally forward obstacle is larger than the predetermined value K1 for setting the dead zone, the diagonal in step S12. It is determined whether or not the absolute value of the lateral moving speed Vy of the obstacle ahead is greater than a predetermined value K2, and whether or not the vehicle ahead diagonally enters the traveling path of the own vehicle after T seconds in step S13. The interrupt judgment is performed.

Here, the lateral moving speed V of the obstacle ahead diagonally
Specifically, y is calculated by the following formula.

Vy = d (L1 sin θ) / dt = (dL1 / dt) sin θ + L1 cos θ (dθ / dt) Further, the interrupt determination is specifically made by whether or not the following magnitude relational expression is satisfied.

| L1 sin .theta. + Vy.multidot.T | <K3 where T is a predetermined time and K3 is a predetermined value for setting the dead zone.

Both the determinations in steps S12 and S13 are Y.
In the case of ES, the alarm buzzer 47 is sounded in step S14 and then the process returns, while when either one of the judgments is NO, the process directly returns. Both steps S12,
S13 and distance / relative speed detection means 36 used for the determination
The radar head units 33, 34, etc., constitute interrupt detecting means 51 for detecting that another vehicle diagonally ahead is relatively close to the automatic braking operation area of the own vehicle. With the alarm buzzer 47,
An alarm device 52 is provided which receives a signal from the interrupt detection means 51 and issues an alarm to the own vehicle before another vehicle enters the automatic braking operation area of the own vehicle. Incidentally, step S14
The sound when sounding the alarm buzzer 47 is different from the sound when sounding the alarm buzzer 47 in step S6.

Next, the operation of the first embodiment, particularly the control of automatic braking for preventing contact by the control unit 45 in the control box 17, will be explained. When the value becomes smaller than the threshold value L0 for starting the automatic braking, the control unit 45 operates the actuator 16 and switches the opening and closing of the valve in the automatic braking valve unit 4 through the voltage generated by the actuator 16 to perform the automatic braking. (Step S8). That is, the shutter valve 11 is closed, the pressure increasing valve 12 is set to the open position, and the pressure reducing valve 13 is opened.
To the closed position. As a result, the pressure oil from the accumulator 15 is supplied to the brake device 6 (caliper 27) of each wheel, and the brake device 6 operates to exert a full braking force on each wheel. It is possible to prevent contact with.

Further, when another vehicle located diagonally ahead of the own vehicle comes in between the own vehicle and the vehicle ahead,
The interruption detecting means 51 judges the possibility of interruption from the lateral movement speed Vy of the other vehicle relative to the own vehicle, and based on the judgment, an alarm buzzer 47 sounds and the driver of the own vehicle is alerted. It For this reason, it is possible to prevent contact with the interrupting vehicle and contact with the following vehicle due to sudden braking (automatic braking) of the own vehicle, and it is possible to improve safety.

In the first embodiment, the threshold line B in FIG. 5 is used to obtain the threshold value L0 for starting automatic braking.
Was uniquely selected, and the threshold value L0 corresponding to the current relative speed V1 was obtained from this threshold line B. The present invention, in accordance with the vehicle speed v0 or the road condition, One threshold line is selectively selected from a plurality of threshold lines A to E, and a threshold value L0 corresponding to the current relative speed is selected from the selected threshold lines. You may.

Further, in the first embodiment, as an alarm device 52 for issuing an alarm before another vehicle enters the automatic braking operation area of the own vehicle, an alarm buzzer 47 is sounded to alert the driver of the own vehicle. However, the driver of the interrupt vehicle may be alerted by sounding a horn or passing.

FIG. 6 shows a control flow of automatic braking for contact prevention according to the second embodiment of the present invention. The block configuration of the automatic braking device in the second embodiment is the same as that of the first embodiment shown in FIG. 3, and the member numbers shown in FIG. 3 are used in the following description.

In this control flow, first, after starting, various signals are read in step S21, and in step S22, the traveling line L predicted to travel as shown in FIG. 7 from the vehicle speed and steering angle. And calculate
A traveling lane area A and an alarm area B having a predetermined width on the left and right with the line L as a center line are calculated. In addition, in FIG.
The area C is a detection area of the radar head units 33 and 34 and has a substantially fan shape.

Subsequently, in step S23, it is determined whether or not the object is within the traveling lane area A, and the determination is YES.
If so, at step S24, various threshold values L0, L2
, L3 is calculated. Then, in step S25, it is determined whether or not the relative speed V1 of the own vehicle and the obstacle ahead of the vehicle is zero or more, that is, the two are approaching each other. If this determination is YES, it is further determined in step S26 whether or not the inter-vehicle distance L1 between the vehicle and the front obstacle is smaller than the warning threshold L2. If this determination is YES, step S27 The alarm buzzer 47 is sounded. Succeedingly, in a step S28, it is determined whether or not the inter-vehicle distance L1 is smaller than a threshold value L0 for starting the automatic braking. When the determination is YES, a step S29 is performed.
The actuator 16 is actuated so as to apply the automatic braking by the sudden braking, and then the process returns. If the determination in step S26 or S28 is NO, the process immediately returns.

On the other hand, when the determination in step S25 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 automatic braking release threshold value L3 in step S30. Determine if it is small. If the determination is YES, the process returns in step S31 while the automatic braking is applied. If the determination is NO, the automatic braking is released in step S32, and then the process returns.

When the determination in step S23 is NO, that is, when the object is not in the traveling lane area A,
In step S33, it is determined whether or not the target object is within the warning area B adjacent to the traveling lane area A. If the determination is YES, then in step S34, the target object moves from the position change state of the traveling lane. It is determined whether or not the area A is approaching. Then, if the determination is YES, the alarm buzzer 47 is sounded in step S35, and then the process returns. When the determination in step S33 or S34 is NO, the process directly returns without issuing an alarm. Step S above
22, S23, S33, S34 and the radar head units 33, 34, etc. of the distance / relative speed detection means 36 used for predictive calculation of the travel line L, etc., cause other vehicles diagonally ahead to relatively automatically brake their own vehicle. Interrupt detection means 56 for detecting that the vehicle is approaching the operating area (same as the traveling lane area A)
When the signal from the interrupt detecting means 56 is received by the step S35 and the alarm buzzer 47, and another vehicle enters the alarm area B before entering the automatic braking operation area A of the own vehicle. In addition, an alarm device 57 is configured to sound an alarm buzzer 47 to issue an alarm to the driver of the vehicle. The sound when the alarm buzzer 47 sounds in step S35 is different from the sound when the alarm buzzer 47 sounds in step S27.

Therefore, in the second embodiment,
This is not limited to the case where another vehicle diagonally ahead comes between the own vehicle and the vehicle in front as in the first embodiment, but the own vehicle approaches the vehicle diagonally ahead and interrupts between the vehicle and its succeeding vehicle. Including the time, when another vehicle generally approaches the automatic braking operation area A of the own vehicle, the interruption detecting means 56 detects that and the other vehicle enters the automatic braking operation area A of the own vehicle. Warning buzzer 4 when entering warning area B before entering
Since 7 is sounded to give a warning to the driver of the own vehicle, contact accidents caused by interruption can be widely prevented, and safety can be further improved.

FIG. 8 shows a block configuration of an automatic braking device according to a third embodiment of the present invention. In the case of this third embodiment,
In the case of the first embodiment, the ultrasonic radar unit 31 for detecting the distance and the relative speed between the own vehicle and the obstacle ahead.
Instead of (see FIG. 3), a projection device 61 and an image processing unit 62 are provided. The image processing unit 62 is
The distance and relative speed between the own vehicle and the front vehicle and the turn-on of the turn signal of the front vehicle are detected from the image of the front of the own vehicle captured by the projection device 61. The signal of the image processing unit 62 is detected. Is input to the control unit 45 through the arithmetic unit 32. The other construction is the same as that of the first embodiment, and the same members are designated by the same reference numerals and the description thereof is omitted.

FIG. 9 shows a control flow of automatic braking for preventing contact by the control unit 45. In this control flow, first, after starting, various signals are read in step S41, and various threshold values L0 are read in step S42.
, L2, L3 are calculated. Thereafter, in step S43, it is determined whether the relative speed V1 between the vehicle and the front obstacle is zero or more, that is, the two are approaching each other. This judgment is YE
If S, further in step S44, it is determined whether or not the absolute value of the direction angle θ of the obstacle ahead from the front of the vehicle is smaller than the predetermined value K1 for setting the dead zone, and the determination is YE.
In the case of S, it is determined in step S45 whether the inter-vehicle distance L1 between the own vehicle and the preceding vehicle is smaller than the threshold value L2 for alarm generation. If the determination is YES, the alarm buzzer 47 is activated in step S46. Ring. Succeedingly, in a step S47, it is determined whether or not the inter-vehicle distance L1 is smaller than a threshold value L0 for starting the automatic braking. When the determination is YES, the step S47 is performed.
At 48, the actuator 16 is actuated so as to apply automatic braking by sudden braking, and then returns. Step S
If the determination at 45 or S47 is NO, the process immediately returns.

On the other hand, when the determination in step S44 is NO, it is determined in step S49 whether the winker signal of the vehicle ahead is input from the image processing unit 62. Here, the presence or absence of a winker signal of the front vehicle is determined by checking whether or not the front vehicle, in particular, the vehicle ahead diagonally is trying to interrupt between the own vehicle and the front vehicle on the same lane. Therefore, the interrupt detection means 63 for detecting that the other vehicle diagonally ahead is relatively close to the automatic braking operation area of the own vehicle by the step S49 and the image processing unit 62 or the like used for the determination. Is configured. However, the determination of the presence or absence of the winker signal of the vehicle ahead in step S49 will be described in detail. In the case of the vehicle diagonally forward to the right, the presence or absence of the blinker signal on the left side is detected. The presence or absence of each is determined.

Then, the determination in step S49 is YES.
In case of, the alarm buzzer 47 is sounded in step S50 and the process returns, while in case of NO, the process returns as it is. Therefore, the step S50 and the alarm buzzer 47 constitute an alarm device 64 which receives a signal from the interrupt detecting means 63 and issues an alarm to the own vehicle before another vehicle enters the automatic braking operation area of the own vehicle. ing.
The sound when the alarm buzzer 47 sounds in step S50 is
It is different from the sound when the alarm buzzer 47 is sounded in step S46.

Further, when the determination in step S43 is NO, that is, when the host vehicle and the preceding vehicle are moving away from each other, it is determined in step S51 whether the inter-vehicle distance L1 is smaller than the threshold L3 for releasing the automatic braking. judge. If the determination is YES, the process returns with the automatic braking applied in step S52, while if the determination is NO, step S53.
After releasing the automatic braking with, return.

Therefore, also in the third embodiment,
As in the case of the first embodiment, when another vehicle diagonally ahead of the vehicle intrudes between the own vehicle and the vehicle in front, the interruption detecting means 63 judges the possibility of interruption from the image processing, and based on the judgment. The alarm buzzer 47 sounds and the driver of the vehicle is alerted, so contact due to an interruption can be prevented.

[0040]

As described above, according to the automatic braking apparatus for a vehicle of the present invention, the other vehicle is relatively self-controlled, such as when another vehicle diagonally ahead of the vehicle cuts in between the own vehicle and the vehicle ahead. When approaching the automatic braking operation area of a vehicle, it is detected early and an alarm is issued to the vehicle or other vehicles, so contact accidents due to interruptions can be prevented and safety is improved. Can be planned.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of an automatic braking device for a vehicle according to a first embodiment of the present invention.

FIG. 2 is a layout view of components of a hydraulic circuit of the automatic braking device.

FIG. 3 is a block configuration diagram of the automatic braking device.

FIG. 4 is a flowchart showing a control flow of automatic braking for preventing contact by a control unit.

FIG. 5 is a diagram showing a map for calculating a threshold value for starting automatic braking.

FIG. 6 is a view, corresponding to FIG. 4, showing a second embodiment of the present invention.

FIG. 7 is a schematic diagram showing a predicted travel line of a vehicle and the like.

FIG. 8 is a view corresponding to FIG. 3 showing a third embodiment of the present invention.

FIG. 9 is a view equivalent to FIG.

[Explanation of symbols]

 6 Brake device 16 Actuator 36 Distance / relative speed detecting means 47 Alarm buzzer 51, 56, 63 Interrupt detecting means 52, 57, 64 Alarm device

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification number Reference number within the agency FI Technical display location G08B 21/00 J 7319-5G (72) Inventor Ken Kawamura 3-3 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture No. Mazda Co., Ltd. (72) Inventor Akinori Utsunomiya 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Mazda Co., Ltd.

Claims (1)

[Claims] 1. An automatic braking device for a vehicle, which detects a distance between a host vehicle and an obstacle and a relative speed, judges the possibility of contact from the detection result, and automatically brakes the vehicle. Detecting means for detecting that the vehicle is relatively close to the automatic braking operation area of the own vehicle, and receiving a signal from the detecting means, issuing an alarm before another vehicle enters the automatic braking operation area of the own vehicle. An automatic braking device for a vehicle, comprising: an alarm device for emitting the alarm.