JP6746633B2 - Collision mitigation control device - Google Patents

Description

The present invention relates to a collision mitigation control device that avoids a collision of a vehicle with an obstacle or reduces the damage of a collision.

There is known a collision mitigation control device that avoids a collision of a vehicle with an obstacle (for example, an object, another vehicle, a person) or reduces damage of the collision. For example, the collision mitigation control device alerts the driver (sound, seat) when the vehicle approaches an obstacle within a threshold distance or less or when the estimated time until the vehicle reaches the obstacle falls below a predetermined threshold. After the vibration of the belt, etc.), the brake of the vehicle is automatically operated (for example, refer to Patent Documents 1 and 2).

JP-A-7-104062 JP, 2008-181200, A

By the way, a vehicle having an automatic variable transmission such as a continuously variable transmission (CVT) (also referred to as a continuously variable transmission) or a multi-stage automatic transmission (AT) is known.
When a collision mitigation control device is installed in a vehicle having an automatic variable transmission, the gear ratio of the automatic variable transmission increases according to the speed of the vehicle when the automatic braking of the vehicle is activated by the collision mitigation control device. That is, the torque is returned to the larger side). However, since the variable speed of the speed ratio of the automatic variable transmission is limited, there is a possibility that the speed ratio of the automatic variable transmission cannot be returned to the high side by the time the vehicle stops. In this case, the driving force when the vehicle starts after the automatic braking is insufficient.

It is an object of the present invention to provide a collision mitigation control device that alleviates a driving force shortage when the vehicle starts after the automatic braking is activated.

(1) A collision mitigation control device (for example, a collision mitigation control device 10 described later) of the present invention is a vehicle (for example, a vehicle described later) having an automatic variable transmission (for example, a continuously variable transmission (CVT) 25 described later). A collision mitigation control device mounted in 1) for avoiding a collision of a vehicle against an obstacle or for reducing damage of the collision, the vehicle reaching an obstacle when the vehicle approaches the obstacle within a threshold distance or less. Collision mitigation control that avoids a vehicle collision or reduces the damage of a collision by automatically operating the vehicle brakes after warning the driver when the expected time until A shift control unit (for example, a shift control unit 13 described later) and a shift control unit (for example, a shift control unit 13 described later) that changes a gear ratio of the automatic variable transmission. The section changes the gear ratio of the automatic variable transmission to a side larger than the current gear ratio when the alarm is activated.

(2) The collision mitigation control device of the present invention may further include an engine control unit (for example, an engine control unit 12 described later) that changes the engine speed to a higher side when the alarm is activated.

(3) In the collision mitigation control device of the present invention, the engine control unit may change the engine speed so that the increase amount of the engine speed is 50% or more.

(4) The collision mitigation control device of the present invention is configured such that, when the alarm is activated, the vehicle speed at which the lockup clutch in the vehicle is turned off is set higher than that during normal deceleration (for example, an LC control unit described later). You may further provide the control part 14).

(5) The collision mitigation control apparatus according to the present invention is an engine control in which, when the alarm is activated, the idle speed of the engine of the vehicle after the lockup clutch of the vehicle is turned off is set higher than that in normal time. A unit (for example, an engine control unit 12 described later) may be further provided.

(6) The collision mitigation control device of the present invention may further include an air conditioner control unit (for example, an air conditioner control unit 15 described later) that turns off the air conditioner clutch in the vehicle when the alarm is activated.

(7) The collision mitigation control device of the present invention is an engine control unit (for example, engine control described later) that sets the engine speed, which is restored from the stop of fuel supply when the vehicle is decelerated, higher than normal when the alarm is activated. It may further comprise part 12).

According to the invention described in (1), when the alarm is activated, the gear ratio of the automatic variable transmission is changed to a larger side (a larger torque side) than the current gear ratio. Therefore, when the vehicle is stopped after the automatic braking is activated. The gear ratio of can be returned to a larger side than the conventional one. As a result, after the automatic brake operation, the insufficient driving force when the vehicle starts can be reduced more than before.

According to the invention described in (2), since the engine speed is increased when the alarm is activated, even if the gear ratio of the automatic variable transmission increases, the vehicle speed can be maintained without changing.

According to the invention described in (3), since the amount of increase in engine speed is large, the degree of increase in engine sound is large. Therefore, the driver can be noticed and the effect of the alarm can be enhanced.

According to the invention described in (4), it is possible to switch from the lockup clutch to the torque converter relatively quickly during the automatic brake operation. Therefore, it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the automatic brake operation.

According to the invention described in (5), it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the automatic brake operation.
Further, after the change from the lockup clutch to the torque converter, the torque converter has relatively large slip, so that the engine speed can be increased. When the engine speed is increased, for example, the amount of oil supplied to the oil pump in the continuously variable transmission increases, and it becomes easy to change the gear ratio of the continuously variable transmission to the larger side.

According to the invention described in (6), it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the automatic brake operation.

According to the invention described in (7), it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the automatic brake operation.

It is a figure which shows the principal part of the vehicle provided with the collision reduction control apparatus which concerns on this embodiment. It is a flowchart of the collision mitigation control operation by the collision mitigation control device according to the present embodiment. 3 is a timing chart of waveforms of various parts in the collision mitigation control device and the main part of the vehicle according to the present embodiment. It is a flowchart of the collision mitigation control operation by the collision mitigation control device according to the modification of the present embodiment. It is a timing chart of each part waveform in a collision mitigation control device and a main part of a vehicle concerning a modification of this embodiment.

Hereinafter, an example of an embodiment of the present invention will be described with reference to the accompanying drawings. In each drawing, the same or corresponding parts are designated by the same reference numerals.

FIG. 1 is a diagram showing a main part of a vehicle including a collision mitigation control device according to the present embodiment. A vehicle 1 shown in FIG. 1 includes drive wheels 2, an engine 3, a transmission 20, an air conditioner (hereinafter, also referred to as “air conditioner”) 4, and a collision mitigation control device 10.

The engine 3 is, for example, an in-line 4-cylinder engine. The engine 3 generates a torque for running the vehicle 1 by burning fuel under the control of an engine control unit (described later) in the collision mitigation control device 10. The crankshaft of the engine 3 is connected to the drive shaft of the drive wheel 2 via the transmission 20.

The transmission 20 converts the torque generated by the engine 3 into the rotation speed and the torque at a desired gear ratio, and transmits the rotation speed and the torque to the drive shaft and the drive wheels 2. The transmission 20 includes a torque converter (hereinafter also referred to as “torque converter”) 21, a lockup clutch (hereinafter also referred to as “LC”) 22, a forward clutch 23, a reverse clutch 24, and a continuously variable transmission (Continuously Variable Transmission). Transmission: CVT, also referred to as a continuously variable transmission (hereinafter, also referred to as “CVT”) 25.

The torque converter 21 engages or disengages the crankshaft of the engine 3 and the drive shaft of the drive wheel 2 under the control of an ECU (Electronic Control Unit) (not shown).
The lockup clutch 22 engages or disengages the crankshaft of the engine 3 and the drive shaft of the drive wheels 2 under the control of an LC control unit (described later) in the collision mitigation control device 10.

The torque converter 21 and the lockup clutch 22 are provided in parallel between the crankshaft of the engine 3 and the drive shaft of the drive wheels 2. When the lockup clutch 22 is on, the lockup clutch 22 is dominant, and when the lockup clutch 22 is off, the torque converter 21 is dominant.

The torque converter 21 is a hydraulic clutch and has a slip. On the other hand, the lockup clutch 22 is a direct coupling clutch. Generally, when the vehicle speed is low, such as when the vehicle starts and when the vehicle stops, the lockup clutch 22 is turned off and the torque converter 21 is used. When the vehicle speed increases, the lockup clutch 22 is turned on and the lockup clutch 22 is switched to.

The forward clutch 23 and the reverse clutch 24 are clutches that switch forward or reverse of the vehicle 1 under the control of an ECU (not shown). The forward clutch 23 and the reverse clutch 24 are provided in parallel between the torque converter 21, the lockup clutch 22 and the CVT 25.

The CVT 25 converts the torque generated by the engine 3 into the rotation speed and the torque at a desired gear ratio, and transmits the rotation speed and the torque to the drive shaft and the drive wheels 2. The CVT 25 is a transmission capable of continuously (steplessly) changing the gear ratio according to the vehicle speed under the control of a gear shift control unit (described later) in the collision mitigation control device 10.
For example, the CVT 25 is composed of two pulleys (pulleys) and a belt. The CVT 25 changes the pulley ratio, that is, the gear ratio, by continuously (steplessly) changing the diameters of the two pulleys. Generally, an oil pump is used to change the diameters of the two pulleys.
The gear ratio is represented by the rotation speed of the engine 3/the rotation speed of the drive wheels 2. The gear ratio is represented by the diameter (or radius, circumference length) of the pulley on the engine 3 side/the diameter (or radius, circumference length) of the pulley on the drive wheel 2 side.

The air conditioner 4 turns on/off the compressor by turning on/off an air conditioner clutch under the control of an air conditioner control unit (described later) in the collision mitigation control device 10.

The collision mitigation control device 10 is a so-called CMBS (Collision Mitigation Brake System: collision mitigation brake system/collision mitigation brake system) that avoids the collision of the vehicle 1 against an obstacle or reduces the damage of the collision. The collision mitigation control device 10 includes a collision mitigation control unit (hereinafter, also referred to as “CMBS control unit”) 11, an engine control unit 12, a shift control unit 13, an LC control unit 14, and an air conditioner control unit 15. ..

The collision mitigation control device 10 is composed of an ECU (Electronic Control Unit). The ECU includes a CPU (Central Processing Unit) that performs calculations, a ROM (Read Only Memory) that stores programs and the like for causing the CPU to execute each process, and a RAM (Random Access Memory) that stores various data such as calculation results. ) And so on. With such a configuration, the ECU functions as the CMBS control unit 11, the engine control unit 12, the shift control unit 13, the LC control unit 14, and the air conditioner control unit 15.

The CMBS control unit 11 monitors the presence or absence of an obstacle around the vehicle 1 and the distance between the vehicle 1 and the obstacle based on information from a sensor, a camera, or the like (not shown). Alternatively, the CMBS control unit 11 predicts the time until the vehicle 1 reaches the obstacle.
When the vehicle 1 approaches an obstacle within a threshold distance or less, or when the estimated time until the vehicle reaches the obstacle reaches a predetermined threshold or less, the CMBS control unit 11 alerts the driver (hereinafter, referred to as “CMBS alarm”). Also called). The alarm includes an alarm sound or a seat belt vibration. After the CMBS warning, when the driver does not perform a collision avoidance operation such as a brake operation or a steering wheel operation, the CMBS control unit 11 automatically brakes the vehicle 1 (hereinafter, also referred to as “CMBS brake” or “automatic brake”). To operate automatically. As a result, the CMBS control unit 11 avoids the collision of the vehicle 1 or reduces the damage of the collision.

The CMBS control unit 11 notifies the engine control unit 12, the shift control unit 13, the LC control unit 14, and the air conditioner control unit 15 of the activation of the CMBS alarm and the activation of the CMBS brake.

The engine control unit 12 controls the operating state of the engine 3. Specifically, the engine control unit 12 controls the fuel injection valve of the engine 3 to control the fuel supply amount, and also controls the throttle valve to control the intake air amount and the like, so that the operating state of the engine 3 is controlled. To control.
Further, the engine control unit 12 changes the rotation speed of the engine 3 to a higher side when the CMBS alarm is activated.

The shift control unit 13 continuously (steplessly) changes the gear ratio of the CVT 25. Specifically, the shift control unit 13 continuously (steplessly) changes the gear ratio of the CVT 25 within a predetermined variable range according to the speed of the vehicle 1. As a result, the gear shift control unit 13 continuously shifts the gear ratio of the CVT 25 to the larger side according to the vehicle speed when the CMBS brake is operated.
Further, the gear shift control unit 13 changes the gear ratio of the CVT 25 to a side larger than the current gear ratio when the CMBS alarm is activated.

The LC control unit 14 turns off the lockup clutch 22 when the speed of the vehicle 1 is less than the threshold value, and turns on the lockup clutch 22 when the speed of the vehicle 1 is equal to or higher than the threshold value. Thus, the torque converter 21 is used when the speed of the vehicle 1 is less than the threshold value, and the lockup clutch 22 is switched to when the speed of the vehicle 1 is the threshold value or more.
Further, the LC control unit 14 sets the threshold value of the vehicle speed at which the lockup clutch 22 is turned off when the CMBS alarm is activated, to be higher than that during normal deceleration.

The air conditioner control unit 15 controls on/off of the compressor by controlling on/off of the air conditioner clutch in the air conditioner 4.
The air conditioner control unit 15 turns off the air conditioner clutch when the CMBS alarm is activated. The air conditioner control unit 15 turns on the air conditioner clutch when the vehicle stops or the alarm operation stops.

Next, a collision mitigation control operation by the collision mitigation control device 10 according to the present embodiment will be described with reference to FIGS. 2 and 3.
FIG. 2 is a flowchart of a collision mitigation control operation by the collision mitigation control device 10 according to this embodiment. FIG. 3 is a timing chart of waveforms of various parts in the main part of the collision mitigation control device 10 and the vehicle 1 according to the present embodiment.

The CMBS control unit 11 detects the presence or absence of an obstacle around the vehicle 1 and the distance between the vehicle 1 and the obstacle based on information from a sensor, a camera or the like (not shown) (S1). When the vehicle 1 approaches an obstacle within a threshold distance or less, the CMBS control unit 11 gives a CMBS warning to the driver (S2) (time t1 in FIG. 3).
Instead of detecting the distance between the vehicle 1 and the obstacle, the CMBS control unit 11 predicts the time until the vehicle 1 reaches the obstacle, and the estimated time until the vehicle 1 reaches the obstacle. A CMBS warning may be given to the driver when the value becomes equal to or lower than a predetermined threshold value.

When the CMBS alarm is activated, the shift control unit 13 changes the gear ratio of the CVT 25 to a side larger than the current gear ratio (S3).
For example, FIG. 3 shows a timing chart (solid line) of the gear ratio of the CVT 25 of the present embodiment in comparison with a timing chart (broken line) of the gear ratio of the conventional CVT. Conventionally, when the CMBS brake is operated (time t2), the CVT 25 is returned to the side where the gear ratio is large (that is, the side where the torque is large) according to the deceleration of the vehicle 1. However, because the variable speed of the gear ratio of the CVT 25 is limited, the gear ratio of the CVT 25 cannot be returned to the high gear ratio side by the time the vehicle 1 stops (time t4). In this case, the driving force is insufficient when the vehicle starts after the CMBS brake is activated.

Therefore, in the present embodiment, at the time t1 when the CMBS alarm is activated, the gear ratio of the CVT 25 is changed to a side larger than the current gear ratio (side with a large torque). As a result, the gear ratio when the vehicle is stopped (after time t4) can be returned to a side larger than that in the conventional case, and the shortage of the driving force when the vehicle starts after the CMBS brake is activated can be reduced as compared with the conventional case. .. Further, since it is put on the LOW side more than usual, the braking effect can be improved.

Further, when the CMBS alarm is activated, the engine control unit 12 changes the engine speed to the higher side (S4). As a result, even if the gear ratio of the CVT 25 increases during the alarm activation, the speed of the vehicle 1 can be maintained without changing.

Further, when the CMBS alarm is activated, the LC control unit 14 sets the vehicle speed at which the lockup clutch 22 is turned off higher than that during normal deceleration (S5) (time t1 in FIG. 3).
For example, as shown in FIG. 3, the vehicle speed Vb at which the lockup clutch 22 is turned off when the CMBS brake is operated (that is, the vehicle speed at which the lockup clutch pressure (LC pressure: solid line) becomes LOW) Vb is locked during normal deceleration. The vehicle speed at which the up-clutch is turned off (that is, the vehicle speed at which the lock-up clutch pressure (LC pressure: broken line) becomes LOW) is set to 20 km/h, which is higher than Va=15 km/h.

As a result, the timing at which the lockup clutch 22 is turned off (time t3b) when the CMBS brake is operated can be made earlier than the timing at which the lockup clutch 22 is turned off during normal deceleration (time t3a). Therefore, when the CMBS brake is operated, the lockup clutch 22 can be switched to the torque converter 21 relatively quickly, and the engine stall that occurs when the vehicle is stopped due to the CMBS brake operation can be suppressed.

When the CMBS alarm is activated, the air conditioner controller 15 turns off the air conditioner clutch to turn off the air conditioner 4 (S6) (time t1 in FIG. 3).
As a result, it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the CMBS brake operation.

After that, the CMBS controller 11 operates the CMBS brake to increase the brake pressure (S7) (time t2 in FIG. 3). Then, as shown in FIG. 3, the vehicle speed decreases, and when the vehicle speed reaches Vb, the LC pressure becomes LOW and the lockup clutch 22 is turned off (time t3b).
After that, when the vehicle stops (t4 in FIG. 3), the air conditioner control unit 15 returns the air conditioner clutch to HIGH, thereby turning on the air conditioner 4 and ending the collision mitigation control operation.

In step S1, the collision mitigation control is also performed when the vehicle 1 does not approach the obstacle within the threshold distance (or when the estimated time until the vehicle 1 reaches the obstacle does not fall below the predetermined threshold). End the operation.
The collision mitigation control device 10 repeats the above-described collision mitigation control operations of steps S1 to S7, for example, at predetermined time intervals.

As described above, according to the collision mitigation control device 10 of the present embodiment, when the CMBS alarm is activated, the gear ratio of the CVT 25 is changed to a side larger than the current gear ratio (a large torque side). The gear ratio when the vehicle is stopped after the operation can be returned to a larger side than the conventional one. As a result, after the CMBS brake is actuated, the insufficient driving force when the vehicle starts can be reduced more than before.

Further, according to the collision mitigation control device 10 of the present embodiment, since the engine speed is increased when the CMBS alarm is activated, the vehicle speed can be kept unchanged even if the gear ratio of the CVT 25 increases.

Further, according to the collision mitigation control device 10 of the present embodiment, the vehicle speed at which the lockup clutch 22 is turned off is set to be higher than that during normal deceleration when the CMBS alarm is activated. The lockup clutch 22 can be quickly switched to the torque converter 21. Therefore, it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the CMBS brake operation.

Further, according to the collision mitigation control device 10 of the present embodiment, the air conditioner clutch is turned off when the CMBS alarm is activated, so it is possible to further suppress the occurrence of engine stall when the vehicle is stopped due to automatic braking.

(Modification 1)
In the above-described embodiment, when the alarm is activated, the engine control unit 12 may change the engine speed so that the increase amount of the engine speed becomes 50% or more.
When the increase amount of the engine speed is 50% or more, for example, when the engine speed is about 1600 rpm as compared with the normal 1000 rpm, the increase amount of the engine speed is large, and thus the increase degree of the engine sound is large. .. Therefore, the driver can be noticed and the effect of the alarm can be enhanced.

When the increase amount of the engine speed is less than 50%, for example, when the engine speed is about 1300 rpm as compared to the normal 1000 rpm, the degree of increase in the engine sound is small. In this case, the gear ratio of the CVT 25 can be significantly changed as described above without the driver being aware of it, that is, without giving the driver any trouble.

(Modification 2)
In the above-described embodiment, the idle speed of the engine after the lockup clutch is turned off may be set higher than that in normal time.
Further, the engine speed that recovers from the stop of the fuel supply when the vehicle is decelerating may be set higher than that in the normal time.

The structure of the collision mitigation control device 10 according to the present modification is the same as the structure of the collision mitigation control device 10 shown in FIG. 1. In the collision mitigation control device 10 according to this modification, the function and operation of the engine control unit 12 are different from the collision mitigation control device 10 of the above-described embodiment.

When the CMBS alarm is activated, the engine control unit 12 sets the idle speed of the engine after the lockup clutch is turned off to a value higher than that in normal times.
Further, the engine control unit 12 sets the engine speed, which is restored from the fuel supply stop at the time of deceleration of the vehicle, higher than that at the normal time when the CMBS alarm is activated.

Next, with reference to FIG. 4 and FIG. 5, a collision mitigation control operation by the collision mitigation control device 10 according to the modification of the present embodiment will be described.
FIG. 4 is a flowchart of the collision mitigation control operation by the collision mitigation control device 10 according to the modification of the present embodiment. FIG. 5 is a timing chart of waveforms of each part in the main part of the collision mitigation control device 10 and the vehicle 1 according to the modification of the present embodiment. Note that some of the waveforms shown in FIG. 3 are omitted in FIG.

As described above, when the vehicle 1 approaches the obstacle within the threshold distance or less in step S1 (or when the expected time until the vehicle 1 reaches the obstacle falls below the predetermined threshold), the driver is provided with a CMBS warning. Is performed (S2), and the operations of steps S3 to S6 are performed.
When the CMBS alarm is activated, the engine control unit 12 sets the idle speed of the engine 3 after the lockup clutch is turned off to be higher than the normal speed (S8) (time t1 in FIG. 5).
For example, as shown in FIG. 5, the idle speed Nb of the engine 3 after the lockup clutch 22 is turned off is set to 1400 rpm, which is higher than the normal idle speed Na=600 rpm.

As a result, it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to the CMBS brake operation.
Further, after the change from the lockup clutch 22 to the torque converter 21, the torque converter 21 has a relatively large slip, so that the engine speed can be increased. When the engine speed is increased, the amount of oil supplied to the oil pump in the CVT 25 increases, and it becomes easy to change the gear ratio of the CVT 25 to the larger side.

In Modification 2, the engine control unit 12 increases the idle speed of the engine 3 from when the CMBS alarm is activated. In this way, the engine control unit 12 may realize the operation of step S4, that is, changing the engine speed to the higher side by increasing the idle speed of the engine 3.

In addition, when the CMBS alarm is activated, the engine control unit 12 sets the engine speed, which is restored from the stop of fuel supply during vehicle deceleration, higher than that in normal time (S9) (time t1 in FIG. 5).
For example, the engine speed that recovers from the stop of fuel supply during vehicle deceleration is set to 1000 rpm, which is higher than the normal 800 rpm.

Generally, when the brake is applied, the fuel supply is stopped (as in the case of normal engine braking).
By setting the engine speed for returning from the stop of fuel supply to be higher than that in normal time, it is possible to suppress the occurrence of engine stall when the vehicle is stopped due to automatic braking.

Then, the operation of step S7 described above, that is, the CMBS brake is operated.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various changes and modifications can be made. For example, in the embodiment described above, the form in which the collision mitigation control device 10 is applied to the vehicle having the CVT has been illustrated. However, the collision mitigation control device 10 of the present invention is not limited to this, and is also applicable to a vehicle having an automatic variable transmission such as a multi-stage automatic transmission (AT).

1 vehicle 2 drive wheels 3 engine 4 air conditioner (air conditioner)
10 Collision Mitigation Control Device 11 Collision Mitigation Control Unit (CMBS Control Unit)
12 engine control unit 13 shift control unit 14 LC control unit 15 air conditioner control unit 20 transmission 21 torque converter (torque converter)
22 Lockup clutch (LC)
23 Forward Clutch 24 Reverse Clutch 25 Continuous Variable Transmission (CVT) (Automatic Variable Transmission)

Claims (7)

A collision mitigation control device, which is mounted on a vehicle having an automatic variable transmission, avoids the collision of the vehicle with an obstacle, or reduces the damage of the collision,
When the vehicle approaches the obstacle within the threshold distance or when the estimated time until the vehicle reaches the obstacle falls below the predetermined threshold, the driver is alerted and the vehicle brakes automatically. By operating, a collision mitigation control unit that avoids a collision of the vehicle or reduces damage of the collision,
A shift control unit for changing the gear ratio of the automatic variable transmission,
An engine control unit that controls the operating state of the engine in the vehicle ;
The shift control unit changes a gear ratio of the automatic variable transmission to a side larger than a current gear ratio when the alarm is activated before the brake is automatically activated ,
The engine control unit sets the idle speed of the engine higher than a normal time when the alarm is activated before the brake is automatically activated.
Collision mitigation control device. The collision mitigation control device according to claim 1, wherein the engine control unit changes the engine speed to a higher side when the alarm is activated. The collision mitigation control device according to claim 2, wherein the engine control unit changes the engine speed so that an increase amount of the engine speed becomes 50% or more. The collision according to any one of claims 1 to 3, further comprising an LC control unit that sets a vehicle speed at which a lock-up clutch in the vehicle is turned off when the alarm is activated to be higher than that during normal deceleration. Mitigation control device. The engine control unit when the alarm is activated, the lock-up clutch in the vehicle after the turned off, is set higher than the normal idling speed of the engine, one of claims 1 to 4 The collision mitigation control device according to item 1. The collision mitigation control device according to claim 1, further comprising an air conditioner control unit that turns off an air conditioner clutch in the vehicle when the alarm is activated. The collision mitigation according to any one of claims 1 to 6, wherein the engine control unit sets, when the alarm is activated, an engine speed that is restored from a fuel supply stop during vehicle deceleration to be higher than a normal time. Control device.

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