JPH0684096A - Stopping preventing device in stopping prohibited area for vehicle - Google Patents

Abstract

PURPOSE:To effectively, practically and previously prevent a present vehicle from being stopped due to congestion in stopping prohibited areas such as a railroad crossing or the like. CONSTITUTION:This device is provided with a marker sensor 45 for recognizing that the present vehicle approaches the stopping prohibited area such as the railroad crossing or the like by the detection of a marker and a detection means 64 for detecting that no entering space of the present vehicle is present at a side exceeding the stopping prohibited area when the present vehicle approaches the stopping prohibited area. The detection means 64 is provided with a reflector erected at the terminal point of the stopping prohibited area, a rader equipment 36 for detecting distance between the present vehicle and the reflector and the distance between the present vehicle and the vehicle in front and a discrimination part 63 for discriminating whether or not the entering space of the present vehicle is present at the side exceeding the stopping prohibited area based on the detected result of the rader equipment 36. Then, when it is detected that no entering space is present, control measures such as automatic brakes or the like are performed to the traveling of the present vehicle.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention, as one measure for ensuring the traveling safety of a vehicle, prevents the vehicle from stopping due to congestion in a stop-prohibited area such as a railroad crossing. The present invention relates to a vehicle stop prevention device in a vehicle stop prohibition area.

[0002]

2. Description of the Related Art Conventionally, various devices for ensuring vehicle running safety have been proposed and are well known, and one of them is an automatic braking device. This automatic braking device continuously detects the distance and relative speed between the host vehicle and the vehicle in front using a radar device as disclosed in, for example, Japanese Patent Application Laid-Open No. 54-33444, and detects the distance. It is determined whether there is a possibility of contact based on the distance and relative speed between the own vehicle and the preceding vehicle, and when there is a possibility of contact, the actuator is operated to apply a braking force to each wheel. It has become. Further, in Japanese Patent Laid-Open No. 62-55799, there is installed a device near a road intersection, which detects a vehicle approaching the intersection and transmits the detected information to other vehicles. It is disclosed.

[0003]

By the way, when a vehicle crosses a railroad railroad crossing, especially a railroad crossing without a breaker, the train stops once in front of the railroad crossing and a railroad train approaches by a railroad crossing alarm or the like. It is necessary to cross the railroad crossing after confirming that the road is not congested on the other side of the railroad crossing and that there is at least an entry space for your vehicle. However, it is not uncommon to cross a railroad crossing without fully checking that there is an entry space for the vehicle on the other side.

Therefore, in order to prevent such inadvertent crossing of the level crossing, the above-mentioned conventionally known technical matters are combined to detect that there is no entry space on the front side of the level crossing on the side opposite to the level crossing. While installing a device that transmits that information to the vehicle on the front side of the railroad crossing, equip the vehicle with an automatic braking device and activate the automatic braking device when braking information is obtained from the device on the railroad crossing side to brake. It may be possible to control the crossing of the railroad crossing by taking steps. However, in this case, a device having a detection function and a transmission function must be installed on the road side, which is expensive and costly.
There are many problems in terms of maintenance, and implementation is not easy.

The present invention has been made in view of the above points, and an object of the present invention is to stop an own vehicle due to a traffic jam in a stop-prohibited area such as the above-mentioned railroad crossing only by a device equipped on the vehicle side. It is an object of the present invention to provide a vehicle stop prevention device in a vehicle stop prohibition area that can effectively prevent such a situation from occurring in practice.

[0006]

In order to achieve the above object, the invention according to claim 1 is a vehicle stop prevention device in a vehicle stop prohibition region, which is for recognizing that a host vehicle approaches the vehicle stop prohibition region. Means for detecting that there is no entry space for the own vehicle on the side beyond the stop prohibited area when the own vehicle approaches the stop prohibited area, and the detection means. When it is detected that there is no entry space for the own vehicle on the side beyond the stop prohibition area, a regulation measure executing means for taking a regulation measure for the traveling of the own vehicle is provided.

The invention according to claim 2 is dependent on the invention according to claim 1, and in addition to its constituent features, is provided with an automatic braking device for automatically applying a braking force to each wheel under a predetermined condition.
Then, in the restricting measure executing means, the automatic braking device is operated to apply automatic braking as a restricting measure for the traveling of the host vehicle.

The invention according to claim 3 is dependent on the invention according to claim 1, and shows one specific example of the detecting means which is one of the components. That is, the above-mentioned detection means is a radar that is installed at the end of the stop-prohibited area, and is mounted on the host vehicle to detect the distance between the host vehicle and the reflector and the inter-vehicle distance between the host vehicle and the preceding vehicle. And a determination unit that determines whether or not there is an entry space for the host vehicle on the side beyond the vehicle stop prohibition region based on the detection result of the radar device.

[0009]

With the above construction, in the invention according to claim 1,
When the host vehicle approaches a stop-prohibited area such as a railroad crossing, the recognition means recognizes it and the detection means for receiving a signal from the recognizer has an entry space for the host vehicle on the side beyond the stop-prohibited area. Or not. Then, when there is no space for the own vehicle to enter, the restrictive measure execution means takes restrictive measures against the traveling of the own vehicle,
This prevents the driver from carelessly entering the stop-prohibited area or stopping the vehicle due to traffic congestion in the area. In particular, when automatic braking is applied as a restricting measure for the traveling of the own vehicle as described in claim 2, entry into the stop prohibited area is reliably prevented.

[0010]

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

FIG. 1 shows a case where there is a railroad track D as a no-stop area on a motorway R having two lanes R1 and R2 in opposite directions, and no railroad gate is provided at this railroad crossing. A is a first vehicle traveling on one of the lanes R1 toward the railroad crossing, B is traveling in front of the same lane R1 as the first vehicle A, or a stop line s on the front side (entrance side) of the railroad crossing.
It is the second vehicle that stops at. Also, m is each lane R1,
A predetermined distance L4 from the stop line s in front of the railroad crossing at R2
A marker provided at a distant position, r is a reflector erected at the exit of the railroad crossing (the end point of the stop-prohibited area), and reflects a pulse laser beam of a radar device 36 (see FIG. 3) described later. Is.

One embodiment of the present invention is applied to the first vehicle A in order to prevent the vehicle from being stopped due to traffic congestion at the crossing when crossing the crossing.
Shows a case in which the vehicle stop prevention device according to the present invention is installed in this vehicle A together with an automatic braking device. FIG. 2 is a hydraulic circuit diagram of the automatic braking device, and FIG. 3 is a block configuration diagram of the automatic braking device and the vehicle stop prevention device.

In FIG. 2, reference numeral 1 is a master back for increasing the stepping force of the brake pedal 2 by the driver, and 3 is a master cylinder for generating a brake pressure according to the stepping force increased by the master back 1. The brake pressure generated in the master cylinder 3 is first sent to the hydraulic actuator unit 4 of the automatic braking device, and then the hydraulic actuator unit 5 of the antiskid brake device (ABS).
Is supplied to each brake device 6 of four wheels (only one wheel is shown in the figure).

The hydraulic actuator section 4 of the automatic braking device has a shutter valve 11, a pressure increasing valve 12 and a pressure reducing valve 13 for cutting off the communication between the master cylinder 3 and the brake device 6 side. One valve 1
All of 1 to 13 are electromagnetic 2-port 2-position switching valves. Between the pressure increasing valve 12 and the master cylinder 3, a motor-driven oil pump 14 and the oil pump 1 are provided.
And an accumulator 15 for storing the pressure oil discharged from No. 4 and keeping it at a constant pressure. When the shutter valve 11 is in the open position, the brake device 6 for each wheel is driven according to the depression force of the brake pedal 2.
Brakes on. On the other hand, when the shutter valve 11 is in the closed position, the pressure increasing valve 12 is in the open position and the pressure reducing valve 1 is in the open position.
When 3 is switched to the closed position, the pressure oil from the accumulator 15 is supplied to the brake device 6 of each wheel to increase the brake pressure, and the pressure increasing valve 12 is closed and the pressure reducing valve 13 is opened. When they are switched, the pressure oil is returned from the brake device 6 to reduce the brake pressure.

The ABS hydraulic actuator section 5 has a 3-port 2-position switching valve 21 provided for each wheel, and is applied to each braking device 6 by switching the valve 21 when the ABS is operated. The brake pressure is controlled to prevent each wheel from locking. Although the structure of the hydraulic actuator section 5 is not described in detail, in addition to the switching valve 21, a motor-driven oil pump 22 and accumulators 23 and 24 are provided. The brake device 6 for each wheel includes a disk 26 that rotates integrally with the wheel, and a caliper 27 that receives the brake 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 part 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. 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 32 for receiving signals from this radar unit 31
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 33 and 34 denote a pair of radar head units respectively provided on the left and right of the front part of the vehicle body, and each of the radar head units 33 and 34 transmits a pulse laser beam 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 32
Receives signals from these radar head units 33 and 34 through a signal processing unit 35, and calculates a distance and a relative speed between the host vehicle and a front obstacle according to a delay time from a transmission time point of the laser reception light. It has become. Then, the calculation unit 32 uses the radar head units 33, 3
Priority is given to the calculation results of distance and relative speed by the system of 4,
A radar device for detecting the distance and relative speed between the host vehicle and the front obstacle by using the calculation results of the distance and the relative speed by the system of the ultrasonic radar unit 31. 36 are configured.

The transmission / reception direction of the pulsed laser light by both the radar head units 33, 34 is provided so that it can be changed in the horizontal direction by a motor 37.
The operation of is controlled by the arithmetic unit 32. Reference numeral 38 denotes an angle sensor for detecting the transmission / reception direction of the pulsed laser light from the rotation angle of the motor 37. The detection signal of the angle sensor 38 is input to the arithmetic unit 32, and the radar head unit 33, 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 34.

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 45 is each of the lanes R1, These various sensors 41 to 45 are marker sensors as a recognition means for detecting the marker m on R2 (see FIG. 1) and recognizing that the host vehicle A is approaching the level crossing.
And the signals of the distance and the relative speed between the host vehicle and the front obstacle obtained by the calculation unit 32 are input to the control unit 51. Reference numeral 52 denotes an alarm display unit provided on an instrument panel in the vehicle compartment. The alarm display unit 52 includes an alarm buzzer 53 and a distance display unit 54 that receive signals from the control unit 51.
Is provided.

The control unit 51 may contact the own vehicle with the front obstacle on the basis of the distance and the relative speed between the own vehicle and the front obstacle obtained by the calculation unit 32 of the radar device 36. When the determination unit 61 determines that there is a possibility of contact,
An operation signal is output from the determination unit 61 to the hydraulic actuator unit 4 of the automatic braking device via the operation command unit 62, and a braking force is applied to each wheel so as to avoid contact.

Further, when the control unit 51 receives the marker detection signal from the marker sensor 45, that is, when the host vehicle A approaches the level crossing, the control unit 51 moves to the side beyond the level crossing based on the detection result of the radar device 36. The determination unit 63 determines whether or not there is an entry space. The presence / absence of the entry space is determined based on the reflector r (see FIG. 1) at the crossing exit portion (details of the determination method will be described later). Therefore, the determination unit 63, the radar device 36, and the reflector r constitute a detection unit 64 that detects that there is no entry space for the host vehicle on the side beyond the railroad crossing. When it is detected by the determination unit 63 of the detection means 64 that there is no space for the host vehicle to cross the railroad crossing, the determination unit 63
An operation signal is output from the above-mentioned operation command section 62 to the hydraulic actuator section 4 of the automatic braking device, and the vehicle A
A braking force is applied to each wheel so as to stop the vehicle, and the operation command section 62 serves as a regulation measure for the traveling of the own vehicle A when there is no entry space for the own vehicle on the side beyond the railroad crossing. It has a function as a regulation measure executing means for taking automatic braking.

Next, the control logic of the automatic braking by the control unit 51 will be described with reference to the flow charts shown in FIGS.

In this flow chart, after starting, first, in step S1, the marker sensor 45
It is determined whether or not the host vehicle A has passed over the marker m of the lane R1 or R2, that is, whether or not the vehicle has approached the railroad crossing based on the signal of. If this determination is NO, it is determined whether or not an alarm for avoiding contact between the host vehicle and a front obstacle and automatic braking are necessary according to the first control logic consisting of steps S2 to S10 shown in FIG. 5, and the determination is YES. If step S
According to the second control logic consisting of 11 or less flow, the crossing is crossed after confirming the safety.

In the first control logic, first, in step S2, after reading various signals such as the distance L1 between the vehicle and the front obstacle, the relative speed V1 and the vehicle speed v0,
In step S3, various threshold values 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 host vehicle and an obstacle ahead of the vehicle, at which the possibility of contact is eliminated after the start of automatic braking and the alarm is released. The threshold value L3 for releasing the alarm is
It is set to a value substantially the same as the threshold value L2 for starting the alarm.

The threshold map shown in FIG. 8 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 thresholds L0, L2, L3, the relative speed V between the host vehicle and the obstacle ahead of the vehicle 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 53. Then, step S7
It is determined whether the inter-vehicle distance L1 is smaller than the threshold value L0 for starting automatic braking. If this determination is YES, the actuator 4 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 alarm is released in step S10 and the process returns.

On the other hand, in the second control logic, as shown in FIG. 4, first, in step S11, the marker sensor 4
The information input to the marker m through 5, especially the distance L4 between the marker m and the stop line s on the front side of the railroad crossing, is read, and in step S12, the following distance L1 to the preceding vehicle, the relative speed V1, the own vehicle speed v0, etc. Read various signals of. Then, in step S13, the distance L1 'from the host vehicle A to the stop line s is calculated. Specifically, this distance L1 'is
First, the distance traveled by the host vehicle A after passing the marker is obtained from the host vehicle speed v0, and this distance is calculated by subtracting this distance from the distance L4 between the marker m and the stop line s on the front side of the railroad crossing. Further, in step S14, various threshold values L0, L2, L0
′, L2 ′ is calculated. The calculation of the thresholds L0 and L2 is
This is the same as that in the case of the first control logic (step S3). The threshold value L0 'is determined by the vehicle A and the stop line s at which automatic braking is started to stop the vehicle A at the stop line s.
The distance between, is calculated from the numeric expression (v0 ² / 2μg). The threshold value L2 'is a distance between the host vehicle A and the stop line s which gives an alarm prior to the start of automatic braking, and is set to a value larger by a predetermined amount than the threshold value L0' ( (See FIG. 1).

After the calculation of the various threshold values, step S15
Then, it is determined whether the host vehicle speed v0 is zero or more, that is, whether the host vehicle A is traveling forward. If this determination is YES, it is determined in step S16 whether the distance L1 'to the stop line s is greater than the inter-vehicle distance L1 between the own vehicle A and the front vehicle B, that is, the front vehicle B reaches the stop line s. Determine if there is. If there is no front vehicle B for which the determination is NO, the distance L from the host vehicle A to the stop line s is determined in step S17.
It is determined whether 1'is smaller than the threshold value L2 'for alarm start. If the determination is YES, the alarm buzzer 53 is sounded in step S18. Succeedingly, in a step S19, it is determined whether or not the distance L1 'is smaller than a threshold value L0' for starting automatic braking. If the determination is YES, a step S19 is performed.
At 20, the actuator 4 is operated to apply automatic braking with full braking, and then the process returns to step S12. If the determination in step S17 or S19 is NO, the process immediately returns to step S12.

When the determination in step S16 is YES,
That is, when the front vehicle B is between the host vehicle A and the stop line s, the process proceeds to steps S21 to S28 shown in FIG. In step S21, the inter-vehicle distance L between the own vehicle A and the forward vehicle B
Warning start distance L2 for avoiding contact between 1 and the preceding vehicle B
And the difference (L1 -L2) between the distance L1 'to the stop line s and the alarm start distance L2' for stopping at the stop line s (L1'-L2 ') are compared. When the former is larger, the distance L1 'to the stop line s at step S22 is the alarm start distance L for stopping at the stop line s.
If it is smaller than 2 ', if the latter is larger, the inter-vehicle distance L1 between the host vehicle A and the front vehicle B is larger than the alarm start distance L2 for avoiding contact with the front vehicle B in step S23. Is also small.

The determination in step S22 or S23 is YES.
If so, the alarm buzzer 53 is sounded in step S24.
Then, in step S25, the difference between the inter-vehicle distance L1 between the host vehicle A and the front vehicle B and the automatic braking start distance L0 for avoiding contact with the front vehicle B (L1-L0), and the distance to the stop line s. The magnitude comparison is performed with the difference (L1'-L0 ') between L1' and the automatic braking start distance L0 'for stopping at the stop line s.
When the former is larger, it is determined in step S26 whether or not the distance L1 'to the stop line s is smaller than the automatic braking start distance L0' for stopping at the stop line s, and the latter is larger. At step S27, it is determined whether or not the inter-vehicle distance L1 between the host vehicle A and the front vehicle B is smaller than the automatic braking start distance L0 for avoiding contact with the front vehicle B. When the determination in step S26 or S27 is YES, the actuator unit 4 is operated to apply automatic braking with full braking in step S28, and then the process returns to step S12. Step S22, S23, S26 or S
When the determination at 27 is NO, the process returns to step S12.

Of the above-mentioned second control logic, steps S21 to S28 are carried out, and the stop line s on the front side of the own vehicle A and the railroad crossing s.
When there is a forward vehicle B between the vehicle A and the vehicle B, the vehicle A comes to stop at a position approaching the vehicle B or at the stop line s.
Further, in steps S17 to S20, when there is no preceding vehicle between the host vehicle A and the stop line s, the host vehicle A is stopped at the stop line s.
Is supposed to stop. Therefore, the host vehicle A always stops once at the stop line s on the front side of the railroad crossing.

When the host vehicle A is stopped at the stop line s (position of the vehicle B in FIG. 1), that is, step S
If the determination in step 15 is NO, step S31-
The process moves to S36. In step S31, the distance L5 between the host vehicle A and the reflector r erected at the exit of the railroad crossing by the radar device 36 and the inter-vehicle distance L1 between the host vehicle A and the front vehicle B'crossing the railroad crossing are set. It is detected (see FIG. 1).
Then, in step S32, it is determined whether or not the inter-vehicle distance L1 is smaller than a value obtained by adding the front-rear length α of the host vehicle A to the distance L5 between the host vehicle A and the reflector r at the railroad crossing exit, that is, the level crossing. It is determined whether there is no entry space for the own vehicle A on the side of the exit that has passed. The determination of this step S32 is performed by the determination unit 63 of the control unit 51. When the determination result is YES and there is no entry space, the alarm buzzer 53 is sounded and automatic braking is applied so that the host vehicle A does not cross the stop lane s and enter the railroad crossing, and thereafter the process returns to step S31.

On the other hand, when there is an entry space for which the determination in step S32 is NO, the warning is canceled in step S34, and then the distance L6 traveled by the host vehicle A from the stop line s on the front side of the railroad crossing is calculated in step S35. In step S36, the traveling distance L6 becomes larger than the above distance L5, and the own vehicle A
After waiting for crossing the railroad crossing, return.

When the control is performed according to the above-described flowchart, the vehicle A is automatically stopped at the stop line s on the front side of the railroad crossing by the operation of the automatic braking device, and the stop line s is also set. When crossing a railroad crossing from a state stopped at, the radar device 36 confirms that there is an entry space for the own vehicle A on the side beyond the railroad crossing. When there is no entry space, automatic braking is applied and entry into the railroad crossing is prohibited. Therefore, it is possible to prevent accidents at the railroad crossing due to the driver's carelessness, and it is possible to ensure safety.

Moreover, it is determined by the radar device 36 whether or not there is an entry space for the host vehicle A on the side beyond the railroad crossing, the distance L5 between the host vehicle A and the reflector r standing upright on the exit side of the railroad crossing. Since the inter-vehicle distance L1 between the host vehicle A and the front vehicle B'is detected and the magnitude of the two is compared, the determination can be made accurately and the reliability of operation can be improved.

Furthermore, since the marker m and the reflector r, which are hardly required to be inspected, are provided on the road side, the maintenance becomes easy, which is 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 vehicle stop prevention device according to the present invention is mounted on the host vehicle A together with an automatic braking device that applies a braking force to each wheel to avoid contact between the host vehicle and a front obstacle. When there is no entry space for the vehicle A on the crossing side, the automatic braking device is operated to automatically brake the vehicle so as to forcibly prevent the vehicle from entering the railroad crossing. In vehicles that do not have a braking system installed, an alarm is issued when there is no entry space for the vehicle on the side beyond the railroad crossing to alert the driver to indirectly control the entry of the vehicle into the railroad crossing. May be.

[0038]

As described above, according to the vehicle stop prevention device of the present invention, when the vehicle approaches a stop-prohibited area such as a railroad crossing, the entry space of the own vehicle is provided on the side beyond the stop-prohibited area. It detects whether or not there is an entry space, and if there is no entry space, restrictions will be imposed on the traveling of the own vehicle.
It is possible to prevent the vehicle from entering the stop-prohibited area due to the driver's carelessness or to stop the vehicle due to congestion in the area, and to ensure safety. Moreover, since it is not necessary to provide main constituent elements on the road side, maintenance and the like are facilitated, which is advantageous in terms of implementation.

In particular, according to the second aspect of the invention, since automatic braking is applied as a restricting measure for the traveling of the own vehicle, it is possible to reliably prevent the driver from inadvertently entering the stop-prohibited area.

According to the third aspect of the present invention, the distance between the host vehicle and the end point of the vehicle stop prohibition region and the distance between the host vehicle and the front side are set by the reflector installed at the end point of the vehicle stop prohibition region and the radar device mounted on the vehicle. The inter-vehicle distance to the vehicle can be accurately detected, and the reliability of the device can be improved.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a case where a railroad crossing exists on a motorway.

FIG. 2 is a hydraulic circuit diagram of an automatic braking device for a vehicle according to an embodiment of the present invention.

FIG. 3 is a block configuration diagram of the automatic braking device and the vehicle stop prevention device.

FIG. 4 is a flowchart showing a control logic of a control unit.

FIG. 5 is a flowchart of the same.

FIG. 6 is a flowchart of the same.

FIG. 7 is a flowchart of the same.

FIG. 8 is a diagram showing a map for calculating a contact avoidance threshold value.

[Explanation of symbols]

 4 Hydraulic Actuator Unit of Automatic Braking Device 36 Radar Device 45 Marker Sensor (Recognizing Means) 51 Control Unit of Automatic Braking Device 62 Operation Command Unit (Regulatory Measure Executing Means) 63 Judgment Unit 64 Detecting Means m Marker r Reflector

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naoji Masuda 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Mazda Motor Corporation

Claims (3)

[Claims] 1. A stop prevention device for a vehicle stop prohibition area for preventing a vehicle from stopping due to traffic congestion in a stop prohibition area such as a railroad crossing, wherein the own vehicle approaches the stop prohibition area. Recognizing means for recognizing, and a detecting means for receiving a signal from the recognizing means and detecting that there is no entry space for the own vehicle on the side beyond the stop prohibited area when the own vehicle approaches the stop prohibited area, A vehicle provided with a regulation measure executing means for taking a regulation measure for the traveling of the own vehicle when the detection means detects that there is no entry space for the own vehicle on the side beyond the stop prohibited area. Stop prevention device in the vehicle stop prohibition area. 2. An automatic braking device for automatically applying a braking force to each wheel under a predetermined condition is provided, and the regulation measure executing means actuates the automatic braking device as a regulation measure for the traveling of the own vehicle. The vehicle stop prevention device in the vehicle stop prohibition region according to claim 1, wherein the vehicle stop prevention device is provided so as to apply automatic braking. 3. The detecting means is mounted on a host vehicle and a reflector erected at an end point of a stop-prohibited area, and detects a distance between the host vehicle and the reflector and a distance between the host vehicle and a front vehicle. 2. The vehicle according to claim 1, further comprising: a radar device for detecting; and a determination unit for determining whether or not there is an entry space for the host vehicle on a side beyond the stop prohibition area based on a detection result of the radar device. Stop prevention device in the vehicle stop prohibition area.