JPS61207226A - Prevention against rear-end collision in vehicles - Google Patents

Abstract

PURPOSE:To prevent the occurrence of a rear-end collision in a no brake state with a preceding car due to the inattentive driving of a driver, by installing a decelerating signal generating device which outputs a signal to a brake driving device at a time when judging that deceleration should be done by an optimum position calculating device. CONSTITUTION:A wheel cylinder 38 is connected to a brake shoe operating a brake on a car. This wheel cylinder 38 is designed to be operated with a first master cylinder 40 and a second master cylinder 43 interlocked with each other. This cylinder 40 is operated by a rod 39 while this rod 39 is connected to a brake pedal. Likewise, the cylinder 43 is operated by a rod 42 being connected to a brake actuator 41 while this actuator 41 is driven by a signal out of a control unit 31. And, a microcomputer of this control unit 31 calculates a relative distance-and-speed between both preceding and succeeding cars by the help of each input of various sensors and outputs the result to a driving control circuit 48 and a brake control circuit 49, guiding them to a place of safety.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a device for preventing rear-end collisions when a vehicle is running and when the vehicle is stopped.

(Prior art) Conventionally, a device that controls the speed of a vehicle at a constant speed and a sensor that detects the distance between the vehicle and an obstacle are installed at the rear of the vehicle to detect when there is an obstacle in the backward direction when the vehicle is reversing. A device has been devised to alert the occupants. (Nissan Motor Co., Ltd. Service Bulletin No. 517 (L-23)
(See B-148 to B-153 and E-33 to E-38)
.

However, as in the present invention, ultrasonic sensors are provided at the front and rear of the vehicle, and the optimal position of the vehicle is calculated while measuring the distance between the front and rear of the vehicle and the approaching speed, and the optimum position of the vehicle is calculated based on the calculated values. No device has been devised to control the acceleration/deceleration of the vehicle.

(Problems to be Solved by the Invention) As mentioned above, conventionally, no device has been devised that controls the acceleration and deceleration of a vehicle while measuring the distance between the front and rear vehicles and the approaching speed. Rear-end collisions with vehicles in front when the driver is not braking; vehicle crashes due to passenger error in high-place parking lots; rear-end collisions due to delays in braking due to the passenger's lack of sense of speed on high-speed corridors; Accidents frequently occurred when vehicles were inoperable due to sudden illness or other reasons. In addition, rear-end collisions from vehicles behind the vehicle occur in situations where the vehicle could have avoided it, and accidents such as those resulting in occupants suffering from whiplash continue to occur.

The present invention was made in view of these problems, and measures the distance of obstacles in front and behind the vehicle and their approaching speed, calculates the optimal position of the vehicle, and moves the vehicle according to the calculated value. An object of the present invention is to provide a device that prevents rear-end collisions of vehicles by controlling acceleration and deceleration.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a vehicle speed sensor that detects the vehicle speed of a vehicle, a front sensor that detects the distance between the vehicle and an obstacle in front of the vehicle. , a rear sensor that detects a distance between the vehicle and an obstacle behind the vehicle, and a vehicle speed sensor.

a storage means for storing signals from the front sensor and the rear sensor; an approach direction detection means for detecting the approach direction of obstacles in front and behind the vehicle based on data in the storage means; the approach direction detection means and the vehicle. a release signal generation determining means for determining whether to release the control based on a signal from an operation detecting means for detecting the operation status of the object; and an approaching means for calculating the approaching speed of the obstacle based on the data in the storage means. a speed calculation means, an optimum position calculation means for calculating the optimum position of the vehicle based on the signals from the storage means and the approach speed calculation means, and an accelerator driving means when it is determined by the optimum position calculation means that acceleration is to be performed. an acceleration signal generating means for outputting a signal to the acceleration signal generating means; an accelerator driving means for operating a negative pressure actuator that adjusts the opening degree of the throttle valve based on the signal from the acceleration signal generating means; an accelerator sensor detecting the opening degree of the throttle valve; , a deceleration signal generating means that outputs a signal to the brake driving means when it is determined by the optimum position calculating means that deceleration should be performed, and a brake that drives a brake actuator that operates a brake piston based on the signal from the deceleration signal generating means. A rear-end collision prevention device for a vehicle, comprising a drive means and a brake sensor that detects the amount of movement of the brake piston.

(Function) The rear-end collision prevention device of the present invention functions as follows by means of the above-mentioned means.

Signals from a vehicle speed sensor 1 that detects the speed of the vehicle, a front sensor 2 that detects the distance to an obstacle in front of the vehicle, and a rear sensor 3 that detects the distance to the obstacle in the rear of the vehicle are temporarily stored in the storage means 4. be remembered.

Next, the data is retrieved from the storage means 4, and the approaching direction detecting means 5 determines whether the approaching direction of the obstacle is the direction toward the vehicle.

If the determination is YES, a release signal is output from the release signal generation determination means 7 to the optimum position calculation means 9.

Then, the approaching speed of the obstacle is calculated by the approaching speed calculating means 8 based on the data in the storing means 4, and the signals from the approaching speed calculating means 8 and the storing means 4 are sent to the optimum position calculating means 9.

Next, the optimum position calculating means 9 calculates a safe inter-vehicle distance in front of and behind the vehicle in relation to the current vehicle speed.

The signal from the optimal position calculation means 9 is sent to the cancellation signal generation determination means 7, and it is determined whether the signal should be canceled.

Next, when the release signal generation determining means 7 determines that the signal should not be released and the optimum position @ calculating means 4 determines that acceleration should be performed, the opening degree of the throttle valve 21 is adjusted. A signal is output from the acceleration signal generating means 10 to the accelerator driving means 11.

Then, a signal from the accelerator sensor 12 that detects the opening degree of the throttle valve 21 is fed back to the optimal position calculation means 9, and the vehicle moves to the optimal position.

Contrary to the case described above, when the optimal position calculating means 9 determines that deceleration is necessary, a signal is output from the deceleration signal generating means 13 to the brake driving means 14 that drives the brake piston 45. A signal from the brake sensor 15 that detects the amount of movement of the brake piston 45 is fed back to the optimal position calculation means 9, and the vehicle is moved to the optimal position.

Roughly speaking, the accelerator switch 51 detects that the occupant has stepped on the accelerator, the brake switch 52 detects that the occupant has stepped on the brake, and the main switch is turned off or the transmission range is D (drive range) or 1 ( The release signal generation determining means 7 responds to the signal from the operation detection means 6 which detects whether the gears are in 1st gear), 2nd gear (2nd gear), R (rearrange), etc. and the signal from the optimum position calculating means 9. When it is determined that the control by the rear-end collision prevention device of the present invention should be performed, the release signal generation determination means 7 outputs a release signal to release the control by the rear-end collision prevention device of the present invention, and while the release signal is output, the mode is switched to the normal manual mode. It will be done.

(Example) Hereinafter, the present invention will be explained in detail based on the drawings.

FIG. 2 is a detailed sectional view of the reception ultrasonic sensor 17 attached to the front and rear portions of the vehicle. The receiving ultrasonic sensor 17 is composed of a horn section 19 that collects sound waves 18 in a specific direction and a detection section 20 that detects the sound waves 18.
The receiving ultrasonic sensor 17 has a directional characteristic determined by the shape of the horn section 19, so that the detection section 20 can only detect sound waves 18 from within a certain angle.

FIG. 3 is a diagram showing how the receiving ultrasonic sensor 17 and the transmitting ultrasonic sensor shown in FIG. 2 are installed in a vehicle.

In this figure, 2a, 2c, 3a, and 3C are oscillating ultrasonic sensors, and 2b, 2d, 3b, and 3d are receiving ultrasonic sensors.

These ultrasonic sensors are provided on part of the bumper at the front and rear of the vehicle, and measure the distance between the vehicle and obstacles in front and behind the vehicle.

FIG. 4 is a schematic diagram of a throttle valve control mechanism according to the present invention.

The vehicle speed of a car is proportional to the engine speed when the transmission gear is constant. This engine speed can be changed by adjusting the opening degree θ of a throttle valve 21 provided inside an intake pipe 22 that guides a mixture of gasoline and air, which is engine fuel, to the engine.

The throttle valve 21 is connected to an accelerator wire 23 that is connected to and interlocks with an accelerator pedal (not shown) provided in the vehicle interior, a connecting mechanism 24 that is connected to the accelerator wire 23, and an interlocking mechanism that is connected to the connecting mechanism 24. It is designed to be linked to the accelerator pedal via a throttle wire 25.

An accelerator switch 51 that detects the operation of the accelerator pedal is connected to the accelerator pedal, and the connecting mechanism 24 is connected to a connecting rod 28 fixed to a diaphragm 27 provided in a negative pressure actuator 26 that is the accelerator driving means 11. actuator wire 29
is connected.

The connecting rod 28 also has a rod 30 that is connected to and interlocks with the accelerator sensor 12 that detects the amount of movement of the connecting rod 28.
is connected.

The throttle valve control device having the above configuration operates as follows.

First, when an acceleration command is issued from the control device 31, the vacuum pulp 32 opens and the negative pressure in the intake pipe 22 is transferred to the negative pressure pipe 33.
The actuator wire 29 is guided through a diaphragm chamber 34 provided in the negative pressure actuator 26 and interlocks with the connecting rod 28 fixed to the diaphragm 27 by a microcomputer 16 provided in the controller 31. Since it is pulled in the direction B in the figure by the calculated amount, the opening degree θ of the throttle valve 21 increases via the connection mechanism 24 and the throttle wire 25,
The engine speed increases and the vehicle accelerates.

Further, when a deceleration command or a cancellation command is issued from the control device 31, the air pulp 35 is opened and the atmosphere flows into the diaphragm chamber 34 through the atmospheric pipe 36, so that the actuator wire 29 moves in six directions in the figure, causing the engine to The rotational speed drops and the vehicle enters a state where engine braking is applied.

Further, the release pulp 37 opens when the control device 31 fails, allowing the occupant to control the vehicle using the accelerator pedal.

FIG. 5 is a schematic diagram of a brake control mechanism according to the present invention.

A wheel cylinder 38 connected to a brake shoe (not shown) that applies brakes to the vehicle is connected to a first mask cylinder 40 operated by a rod 39 connected to a brake pedal by a brake tube 44 transmitting hydraulic pressure, and a signal from a control device 31. The second mask cylinder 43 is operated by a rod 42 connected to a brake actuator 41 driven by a brake actuator 41.

Inside the first mask cylinder 40 and the second mask cylinder 43, a first mask cylinder 40 and a second master cylinder 43 are connected to the rods 39 and 42.
A brake piston 45 is provided for sliding therein.

A brake switch 52 is provided on the rod 39 connected to the brake piston 45 of the first mask cylinder 40, and a brake sensor 15 for detecting the amount of movement is provided on the brake piston 45 of the second mask cylinder 43.

The brake control device having the above configuration operates as follows.

First, when a deceleration command is issued from the control device 31, the brake actuator 41 drives the brake piston 45 provided in the second mask cylinder 43 by an amount calculated by the microcomputer 16, and the vehicle is decelerated.

FIG. 6 is a schematic diagram of a control device according to the present invention.

Microcomputer 1 in control device 31 according to the present invention
6 includes a vehicle speed sensor 1 that detects the vehicle speed of the vehicle, an accelerator sensor 12 that detects the amount of movement of the rod 28 driven by the negative pressure actuator 26, and a brake piston of the second mask cylinder 43 that is driven by the brake actuator 41. Brake sensor 1 that detects the amount of movement of 45
5, an accelerator switch 51 that detects that the occupant has stepped on the accelerator, a brake switch 52 that detects that the occupant has stepped on the brake, a front sensor 2 that detects the distance of an obstacle in front of the vehicle, and a sensor 2 that detects the distance of an obstacle in front of the vehicle. A sensor amplifier 47 that amplifies the output of the rear sensor 3 that detects the distance to an obstacle is connected to various operation switches 46 arranged in the vehicle interior, and signals from these various sensors are input.

Furthermore, the microcomputer 16 includes an accelerator drive control circuit 48 that outputs a signal to the negative pressure actuator 26 that drives the throttle valve 21, a brake drive control circuit 49 that drives the brake actuator 41 that operates the brake, and the control device itself. An alarm device 50 is connected thereto, which issues an alarm when the microcomputer 16 outputs an alarm signal.

The microcomputer 16 calculates the relative positions and relative speeds of the front and rear vehicles and the vehicle concerned based on the inputs from the various sensors and operation switches described above, and outputs the results to the accelerator drive control circuit 48 and the brake drive control circuit 49 to calculate the relative position and speed of the vehicle concerned. It is designed to guide the vehicle to a safe location.

7 to 12 are flowcharts of programs in a microcomputer provided in a control device according to the present invention.

First, turn the ignition switch to O to start the engine.
A determination is made as to whether it is N (step 61).
).

If the determination in step 61 is YES, then it is determined whether the main switch of the rear-end collision prevention device according to the present invention has been turned on (step 62).

If the determination at step 62 is NO, a release signal is generated and the process returns to step 61 (step 64).

If the determination in step 62 is YES, an indicator is flashed to inform the occupant that the rear-end collision prevention device is in operation, and the occupant is instructed to set the maximum speed limit ■1 that the vehicle can achieve with this rear-end collision prevention device. instruct (step 63).

Next, it is determined whether the automatic transmission is set to R (reverse) range (step 65), and if it is not set to reverse range, the automatic transmission is set to D (drive).
, 1 (1st speed) or 2 (2nd speed) is determined (step 66).
.

Next, it is determined whether the automatic transmission is set to the N range (step 67).

And if the judgments in steps 66 and 67 are No,
A buzzer or the like is used to issue a warning to alert the occupants, and a release signal is generated, and the process returns to step 61 (step 6
8.64>.

Next, if the judgment in step 65 is No, or in step 67
If the judgment is YES, enter the current vehicle speed V and
A determination is made whether ≠0 (step 69.7
0).

If the determination in step 70 is NO, it is determined whether the accelerator is not depressed by the occupant (step 72).

If the determination at step 72 is No, the process returns to step 61 and the above-described main routine is executed again.

Next, if the determination in step 70 is YES, it is determined whether the current vehicle speed (2) is greater than Okm/h and less than or equal to (1) m/h (step 71).

If the determination in step 71 is No, steps 68 and 64 described above are executed, and the process returns to step 61.

Next, if the determination in step 71 is YES, the front sensors 2A, 2B and the rear sensor 3A provided on the vehicle
, 3B's four sensors.

The input value is stored in the individual RAM (step 73.74).

Roughly similar to what was done in steps 73 and 74 above is done in steps 75 and 76.

Steps 73 to 76 are programs necessary to not only calculate the distance between the vehicle and the obstacle, but also the direction and speed of approach of the obstacle to the vehicle.

In other words, with this program, the front sensor 2A,
Since the signals from the four sensors 2B and rear sensors 3A and 3B are stored in the RAM, the individual stored values are analyzed and processed by the microcomputer 16 to determine the distance between the vehicle and the obstacle and the distance to the vehicle. The approaching direction and approaching speed of an obstacle can be calculated.

Next, the approaching directions of obstacles in front and behind the vehicle are calculated based on the data stored in the RAM (step 77).

Then, it is determined whether the calculated value calculated in step 77 is within a preset specified value (step 78). The specified value mentioned above means that the approaching direction of the obstacle is within the contact range of the vehicle.

If the determination at step 78 is NO, the vehicle is outside the contact range, and the process returns to step 61, where the main routine is executed again.

Next, if the determination in step 78 is YES, the approaching speeds of obstacles in front and behind the vehicle are calculated based on the data stored in the RAM (step 7
9).

Then, it is determined whether the approach speed calculated in step 79 is equal to or higher than a preset specified value (step 80). In other words, the fact that the approach speed is equal to or higher than the specified value means that it is predicted that there is a possibility that the vehicle will collide with the obstacle.

If the determination at step 80 is NO, there is no risk of the vehicle colliding with an obstacle, so the process returns to step 61 and the main routine is executed again.

Then, it is determined whether the automatic transmission is not in the R range (step 81).

If the judgment is YES, it is determined whether the approaching speed of the obstacles in front and behind the vehicle exceeds a specified value, calculated based on the data stored in the RAM, whether it is in front or behind the vehicle. A determination is made (step 82).

If the approaching speed exceeds the specified value in front of the vehicle, it is determined whether the accelerator is not pressed or the foot brake is pressed (steps 83 and 84). If it is beyond the rear of the vehicle, it is determined whether the foot brake is not depressed or the accelerator is depressed (steps 85 and 86).

If the judgment from step 83 to step 86 is NO, an alarm is generated to alert the occupants (
Step 87).

If the determination in step 81 is No, as shown in FIG. It is determined whether the distance exceeds the front or rear of the vehicle (step 100).

If the approaching speed exceeds the specified value in front of the vehicle, it is determined whether the accelerator is depressed or the foot brake is not depressed (steps 101 and 1).
02). Furthermore, if the approaching speed exceeds the specified value at the rear of the vehicle, it is determined whether the foot brake is depressed or the accelerator is not depressed (step 103).
, 104).

If the determination from step 101 to step 104 is No, an alarm is generated to call attention to the occupant (step 105).

Next, the data of the optimum inter-vehicle distance between the front and rear of the vehicle for the vehicle speed and approach speed stored in the ROM in the microcomputer 16, and the data of the throttle valve opening degree and brake actuator movement amount for the approach speed are read (step 88).

Then, based on the data stored in steps 73 to 76 and the data read in step 88, the optimum position of the vehicle is calculated.

(Step 89).

Next, an optimal position movement warning is issued to notify the occupants that the vehicle will start moving to the optimal position by the rear-end collision prevention system, and it is determined whether or not the area in front exceeds a predetermined value (step 90). 91).

Exceeding the specified value in step 91 means that the R
This means that the data on the inter-vehicle distance and the approaching speed with respect to the vehicle speed, which are stored in advance in the OM, are small compared to the current data on the inter-vehicle distance and the approaching speed with respect to the vehicle speed.

If the determination in step 91 is No, as shown in FIG. 10, it is determined whether the automatic transmission is in the R range (step 110). The required opening degree and required movement speed of the negative pressure actuator 26 that drives the throttle valve 21 are calculated by the microcomputer 16 (steps 111, 112>).

Then, a signal based on the data values calculated in steps 111 and 112 is output from the microcombi 1-16 to the accelerator drive control circuit 48, and the negative pressure actuator 2
6 is driven and returns to step 61 (step 113)
.

Next, when the determination in step 91 is YES, it is determined whether the automatic transmission is not in the R range (step 92), and if it is not in the R range, the brake piston 4 is
The necessary movement amount and movement speed of the brake actuator 41 that drives the brake actuator 5 are calculated by the microcomputer 16 (steps 93 and 94).

Then, a signal based on the data value calculated in step 93.94 is output from the microcomputer 16 to the brake drive control circuit 49, and the brake actuator 4
1 is driven, and the process returns to step 61 (step 95).

Then, if the determination in step 92 is No, steps 111 to 113 are executed as described above, and if the determination in step 110 is No, step 93 is executed.
Step 95 is then executed.

Next, when the accelerator is not depressed by the occupant in step 72 described above, the same processing as explained in steps 73 to 80 is performed in steps 121 to 128, and the judgments in steps 126 and 128 are performed. If the answer is NO, the process returns to step 93.

Next, similarly to step 92, it is determined whether the automatic transmission is in the R range (step 129).

Next, if the determination in step 129 is YES, similarly to step 91, the approaching speed of the obstacles in front and rear of the vehicle calculated based on the data stored in the RAM exceeds the specified value. It is determined whether the object is in front or behind the vehicle (step 130).

If the approaching speed exceeds the specified value in front of the vehicle, it is determined whether the accelerator is not depressed, the foot brake is depressed, or the handbrake is pulled (steps 131 to 3). 133). If the approaching speed exceeds the specified value at the rear of the vehicle, it is determined whether the foot brake is not pressed, the accelerator is pressed, or the handbrake is not pulled (steps 134- Step 136).

If the judgments from step 131 to step 136 are No, an alarm is generated to alert the occupants, and step 8
Return to step 8 and the program explained above will be executed again (
Step 137).

Further, if the determination in step 129 is NO, the twelfth
As shown in the figure, it is determined whether the approaching speed of the obstacles in front and behind the vehicle, calculated based on the data stored in the RAM, exceeds a specified value in front or behind the vehicle. (step 140).

If the approaching speed exceeds the specified value in front of the vehicle, it is determined whether the accelerator is depressed, the fund brake is not depressed, or the handbrake is not depressed (steps 141 to 14). 143). If the approaching speed exceeds the specified value at the rear of the vehicle, it is determined whether the foot brake is pressed, the accelerator is not pressed, or the handbrake is pulled (steps 144 to 144). Step 146).

If the judgments from step 141 to step 146 are No, an alarm is generated to alert the occupants, and step 88
Returning to step 147, the program described above is executed again.

The above is an outline of the program of the microcomputer provided in the control device of the rear-end collision prevention device of the present invention.

With the above-described device, the vehicle moves, for example, as follows.

First, start the engine and turn the main switch ON.
, to activate the control device.

The brakes are then automatically applied when the occupant sets the automatic transmission to drive range, 1st or 2nd gear.

Next, when the occupant steps on the accelerator, the brake is released and the distance to the obstacle is input from the front sensor 2 and rear sensor 3, and the approaching direction and approaching speed of the obstacle are calculated based on the input data values.

If the approaching direction is within a specified value and the approaching speed is greater than or equal to the specified value, an optimal position according to the current vehicle speed is calculated and a warning is issued, and when the approaching direction of the obstacle is in front of the vehicle. In this case, the brakes are applied to decelerate the vehicle, and when the obstacle is approaching from the rear of the vehicle, the throttle valve is opened to accelerate the vehicle.

In other words, when the vehicle is running, if the approaching direction of the obstacle is toward the vehicle and the approaching speed is greater than a specified value, the vehicle is automatically accelerated or decelerated to move forward and toward the vehicle. It is designed to guide you to the ideal position between obstacles behind you.

Of course, what has been described above also applies when the vehicle is reversing.

Further, when the approaching direction of the obstacle is not the direction towards the vehicle and the approaching speed is lower than the specified value, the vehicle is moved by normal driving by the occupant.

Next, if the vehicle is stopped and the accelerator is not pressed, the approaching direction is within the specified value, and the approaching speed is above the specified value, the optimal position will be calculated and the vehicle will be automatically accelerated. ing.

The problem in this case is when a vehicle approaches from behind at a fairly high speed while you are stopped at a traffic light.In this case, the approaching speed is high, so you have to move forward to avoid rear-ending the vehicle in front. become.

However, if there is no vehicle in front of the vehicle, the vehicle will continue to move forward even if the light is red, so the system moves the vehicle forward a certain distance to prevent a rear-end collision or soften the impact of a rear-end collision.

I have mentioned above about automatic cars, but this rear-end collision prevention device is also available for manual transmission cars within a certain range (
It can be applied when the vehicle is in 4th gear), and it is also possible to fully automatically control the vehicle by connecting it to a device that controls the vehicle speed to a constant speed.

(Effects of the Invention) As explained above, the present invention includes a vehicle speed sensor that detects the vehicle speed of a vehicle, a front sensor that detects the distance between the vehicle and an obstacle in front of the vehicle, and a front sensor that detects the distance between the vehicle and an obstacle in front of the vehicle. a rear sensor that detects a distance to an object; a storage unit that stores signals from the vehicle speed sensor, the front sensor, and the rear sensor; and detects the approaching direction of obstacles in front and rear of the vehicle based on data in the storage unit. an approach direction detection means, a release signal generation determination means for determining whether to release the control based on signals from the approach direction detection means and the operation detection means for detecting the operation status of the vehicle, and data in the storage means. approach speed calculation means for calculating the approach speed of the obstacle based on the above; optimal position calculation means for calculating the optimal position of the vehicle based on the signals of the storage means and the approach speed calculation means; and the optimal position calculation means an acceleration signal generating means that outputs a signal to the accelerator driving means when it is determined that acceleration is necessary; and an accelerator driving means that operates a negative pressure actuator that adjusts the opening degree of the throttle valve based on the signal from the acceleration signal generating means. and an accelerator sensor that detects the opening degree of the throttle valve.
a deceleration signal generating means that outputs a signal to the brake driving means when it is determined by the optimum position calculating means that deceleration should be performed; and a brake drive that drives a brake actuator that operates a brake piston based on the signal from the deceleration signal generating means. By providing a means and a brake sensor that detects the amount of movement of the brake piston, it is possible to prevent a rear-end collision with a vehicle in front without braking due to distracted driving by an occupant, an accident due to an operation error by an occupant, and a brake operation by an occupant. Accidents such as rear-end collisions due to delays, rear-end collisions due to the passenger being suddenly ill and unable to operate the vehicle, or rear-end collisions from vehicles behind the vehicle can be avoided, and even if such accidents cannot be avoided, the impact of the accident can be softened.

Furthermore, since the latest data is always input and stored in the RAM, it has an excellent effect of being useful in investigating the cause of an accident.

[Brief explanation of the drawing]

Fig. 1 is a block diagram of a rear-end collision prevention device according to the present invention, Fig. 2 is a block diagram of a rear collision prevention device according to the present invention;
The figure is a sectional view of the ultrasonic sensor, FIG. 3 is a layout diagram of the ultrasonic sensor in a vehicle, FIG. 4 is a schematic diagram of the throttle valve control mechanism according to the present invention, and FIG. 5 is a brake control according to the present invention. FIG. 6 is a schematic diagram of the mechanism, FIG. 6 is a schematic diagram of the control device according to the present invention, and FIGS. 7 to 12 are flowcharts of the microcomputer in the control device according to the present invention. 17... Ultrasonic sensor, 21... Throttle valve, 26... Negative pressure actuator, 32... Vacuum valve, 35... Air valve,
37... Release valve, 38... Wheel cylinder, 40... First mask cylinder, 43... Second mask cylinder.

Claims (1)

[Claims] A vehicle speed sensor (1) that detects the vehicle speed of a vehicle; a front sensor (2) that detects the distance between the vehicle and an obstacle in front of the vehicle; and a front sensor (2) that detects the distance between the vehicle and the obstacle behind the vehicle. Rear sensor (3) and vehicle speed sensor (1)
), the front sensor (2) and the rear sensor (3
) storage means (4) for storing the signal of the storage means (4);
approach direction detection means (5) for detecting the approach direction of obstacles in front and rear of the vehicle based on the data of step 4); and operation detection means (5) for detecting the operation status of the approach direction detection means (5) and the vehicle. a release signal generation determination means (7) for determining whether to release the control based on the signal in step 6); and an approach speed for calculating the approach speed of the obstacle based on the data in the storage means (4). a calculation means (8) and the storage means (
4) and optimal position calculation means (9) for calculating the optimal position of the vehicle based on the signal of the approach speed calculation means (8);
An acceleration signal generation means (10) that outputs a signal to the accelerator drive means (11) when the optimum position calculation means (9) determines that acceleration is necessary, and a signal from the acceleration signal generation means (10). an accelerator drive means (11) that operates a negative pressure actuator (26) that adjusts the opening degree of the throttle valve (21);
1); an accelerator sensor (12) that detects the opening degree of the vehicle; and deceleration signal generating means (1) that outputs a signal to the brake driving means (14) when the optimum position calculating means (9) determines that deceleration is necessary. 13) and the deceleration signal generating means (1
A brake drive means (14) for driving a brake actuator (41) that operates a brake piston (45) in accordance with the signal of 3), and a brake sensor (15) for detecting the amount of movement of the brake piston (45) are provided. A vehicle rear-end collision prevention device characterized by: