JP2010264896A - Vehicular drive safety device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular drive safety device capable of detecting the steering state of a driver, and determining the gradient of the torque impartment of the steering alarm based on the detected steering state. <P>SOLUTION: The vehicular drive safety device has a steering alarm means (S22) for executing the steering alarm for giving an alarm to a driver by imparting torque to a steering wheel of a vehicle when it is determined that there is a possibility of contact with an object (an obstacle) present around the vehicle, the steering state of the driver is detected (S18), and the rising gradient or the falling gradient, more specifically, the rising gradient of the torque impartment with respect to a time of the steering alarm based on the detected steering state is determined. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle travel safety device, and more specifically, when assisting avoidance of contact with an obstacle (object) around a vehicle (own vehicle) and giving a torque to a steering wheel to alert a driver. The present invention relates to a device that appropriately performs the alarm.

  A radar equipped with electromagnetic waves is mounted on the vehicle to detect obstacles such as the preceding vehicle in front and determine the possibility of contact with the obstacle. When it is determined that there is a possibility of contact, alarms, steering, etc. In a device that performs a contact avoidance support operation with an obstacle by vehicle control, a device that supports a contact avoidance by giving an alarm that gives torque (reaction force) to the steering wheel and prompting the driver (driver) to perform the avoidance operation. Are known.

  In such a case, the driver may accidentally operate the steering wheel, and when the driver's steering torque or the amount of change thereof is large, the driver may not easily recognize the alarm. In this technique, it is proposed to change the content of the steering warning when it is determined that the driver is in a driving state in which it is difficult to recognize the steering warning.

JP 2008-250878 A

  The technology described in Patent Literature 1 improves the cognition of the driver's steering warning by configuring as described above. However, the steering warning can be appropriately executed based on the steering state of the driver. desirable.

  Accordingly, an object of the present invention is to provide a vehicle travel safety device that solves the above-described problems, detects the steering state of the driver, and determines the torque application gradient of the steering alarm based on the detected steering state. There is to do.

  In order to solve the above-mentioned object, in claim 1, an object detection means for detecting an object existing around a vehicle, a movement state detection means for detecting a movement state of the vehicle, and the detected Contact possibility determination means for determining the possibility of contact with the detected object based on a motion state; and when it is determined that there is a possibility of contact, torque is applied to the steering wheel of the vehicle. In a vehicle travel safety device including a steering warning means for executing a steering warning for warning a driver, a steering state detection means for detecting a steering state of the driver, and a time of the steering warning based on the detected steering state And a gradient determining means for determining a rising gradient or a falling gradient of torque application to.

  In the vehicle travel safety device according to claim 2, the gradient determination unit is configured to detect the steering warning time based on at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator. It was configured to determine the rising gradient or falling gradient of torque application.

  In the vehicle travel safety device according to claim 3, the gradient determination unit is configured such that the absolute value of the steering torque is less than a first predetermined value and the amount of change in the steering steering torque before the steering warning is executed. When the absolute value of the steering angle is less than a third predetermined value, or the absolute value of the amount of change in steering steering angle is less than a fourth predetermined value, It was configured to determine to reduce the rising or falling slope of torque application over time.

  In the vehicle travel safety device according to claim 4, the gradient determination unit is configured such that the absolute value of the steering steering angle is within a range of play of the steering wheel or the absolute value of the steering steering torque is When it is within the range of play of the steering wheel, it is configured to determine to decrease the rising gradient or falling gradient of the torque application with respect to the time of the steering alarm.

  In the vehicle travel safety device according to claim 5, the gradient determination unit performs steering intended by the driver from at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator. When it is estimated that the torque is applied, it is determined to decrease the rising gradient or the falling gradient of the torque application with respect to the steering warning time.

  In the vehicle travel safety device according to claim 6, the gradient determining means is configured to control the steering warning torque based on at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator. A rising gradient or falling gradient of the torque application with respect to the steering alarm time is determined so as to delay the application input time.

  According to claim 1, when it is determined that there is a possibility of contact with an object existing around the vehicle, a steering alarm for executing a steering alarm that gives a torque to the steering wheel of the vehicle and warns the driver In the vehicle travel safety device provided with the means, the driver's steering state is detected, and the rising slope or the falling slope of the torque application with respect to the time of the steering warning is determined based on the detected steering state. This can increase the awareness of the steering warning of the driver, suppress the triggering of reflex behavior that causes the driver to operate the steering wheel in the direction opposite to the direction to be avoided, or prevent the driver from performing steering with will The steering alert slope can be determined so that the driver's steering feeling It is possible to above.

  In the vehicle travel safety device according to claim 2, the rising gradient or the rising of the torque application with respect to the steering alarm time based on at least one of the steering steering torque, the steering angle of the vehicle, and the operating state of the direction indicator. Since it is configured to determine the downward slope, the above-described effect can be achieved better.

  In the vehicle travel safety device according to claim 3, before the execution of the steering warning, the absolute value of the steering steering torque is less than a first predetermined value, and the absolute value of the steering steering torque change amount is second. When the absolute value of the steering angle is less than a third predetermined value, or the absolute value of the amount of change in steering steering angle is less than a fourth predetermined value, the rise of torque application with respect to the steering alarm time Since the determination is made so as to reduce the gradient or the falling gradient, the above-described effects can be achieved even in a steering state where there is a high possibility of being uncomfortable.

  In the vehicle travel safety device according to claim 4, when the absolute value of the steering angle is in the range of play of the steering wheel, or when the absolute value of the steering steering torque is in the range of play of the steering wheel, Since it is determined so as to reduce the rising slope or falling slope of torque application with respect to the time of the steering warning, it is possible to further induce a reflex behavior in which the driver operates the steering in the direction opposite to the direction to be avoided. It can suppress effectively and can further improve the steering feeling of a driver.

  In the vehicle travel safety device according to claim 5, when it is estimated that the driver is performing the intended steering from at least one of the steering steering torque, the steering angle of the vehicle, and the operating state of the direction indicator. Since it is configured to reduce the rising slope or falling slope of torque application with respect to the steering warning time, the steering warning slope can be determined so as not to hinder the steering performed by the driver intentionally. The steering feeling of the driver can be further improved.

  In the vehicle travel safety device according to claim 6, the input time for applying the torque of the steering alarm is delayed based on at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator. As described above, since the rising gradient or the falling gradient of the torque application with respect to the time of the steering warning is determined, the above-described effect can be achieved better.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall traveling safety device for a vehicle according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 2 is an explanatory diagram showing the positional relationship between the vehicle (own vehicle) and the object, explaining the contact possibility determination process of the flow chart. Similarly, it is a time chart explaining the cognition of the driver in the flowchart of FIG. FIG. 3 is an explanatory graph showing a characteristic of a gradient of an instruction value of a steering warning in the flowchart of FIG. 2. Similarly, it is explanatory graph which shows the characteristic of the gradient of the instruction value of the steering warning of the flowchart of FIG. Similarly, it is explanatory graph which shows the characteristic of the gradient of the instruction value of the steering warning of the flowchart of FIG. Similarly, it is explanatory graph which shows the characteristic of the gradient of the instruction value of the steering warning of the flowchart of FIG. Similarly, it is explanatory graph which shows the characteristic of the gradient of the instruction value of the steering warning of the flowchart of FIG. Similarly, it is a block diagram showing a determination process of the gradient of the instruction value of the steering alarm in the flow chart of FIG. FIG. 2 is an explanatory graph showing another example of determining the gradient of the steering alarm instruction value in the flowchart of FIG. 2.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a mode for carrying out a vehicle travel safety device according to the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall travel safety device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a vehicle travel safety device. The device 10 transmits the driving force of an internal combustion engine (shown as “ENG” in the figure, hereinafter referred to as “engine”) 12 to an automatic transmission (in the figure, “T / M ”) 14 is mounted on a vehicle (own vehicle, denoted by reference numeral 100 in FIG. 3 to be described later) that transmits to drive wheels (not shown) 14, and includes a control device 16, a brake actuator 20, and EPS (Electric Power Steering) actuator 22 and alarm device 24 are provided.

  The control device 16 includes a travel control unit 26, an engine control unit 30, a shift control unit 32, a brake control unit 34, and an EPS control unit 36. All of these control units include a microcomputer and are configured to be able to communicate with each other.

  The travel control unit 26 functions as a contact avoidance support unit that performs a contact avoidance support operation, which will be described later. The engine control unit 30 and the shift control unit 32 control the operations of the engine 12 and the automatic transmission 14, but the operations of the engine control unit 30 and the shift control unit 32 are not directly related to the subject matter of the present application. Is omitted.

  The brake actuator 20 generates a braking pressure with a master back (not shown) that increases the depression force of a brake pedal (not shown) and the increased depression force, and passes through a brake hydraulic mechanism (not shown). It consists of a master cylinder (not shown) that operates brakes mounted on the drive wheels and driven wheels.

  The brake control unit 34 is connected to the brake actuator 20. In response to a command from the travel control unit 26, the brake control unit 34 performs automatic braking that operates the brake actuator 20 independently of the driver's (driver) brake pedal operation via the brake hydraulic mechanism. Is braked (decelerated).

  The EPS actuator 22 will be described by taking the case where the front wheel is a drive wheel as an example. The EPS actuator 22 reciprocates a rack (not shown) via a pinion to rotate the steering wheel (not shown) transmitted from a steering shaft or the like. In a mechanism for converting the front wheel through a tie rod (not shown), the motor is arranged on the rack.

  The EPS control unit 36 is connected to the EPS actuator 22. The EPS control unit 36 operates the EPS actuator 22 in accordance with a command from the travel control unit 26 to apply a steering torque to the driver.

  The alarm device 24 includes an audio speaker and an indicator (both not shown) installed near the driver's seat of the vehicle, and is connected to the travel control unit 26. The traveling control unit 26 activates the alarm device 24 to alert the driver through sound and vision.

  The travel control unit 26 further pulls in the seat belt via a drive mechanism of a seat belt (not shown) disposed in the driver's seat of the vehicle, or the EPS actuator 22 via the EPS control unit 36 as necessary. The driver is also warned by operating and rotating the steering wheel.

  In addition to the above, the device 10 includes sensors as shown.

  In other words, the photographing apparatus 40 includes a camera 40a composed of a CCD camera or a C-MOS camera and an image processing unit 40b. The camera 40a is disposed at a position in the vicinity of the rearview mirror on the vehicle interior side of the front window of the vehicle, and photographs the front in the traveling direction through the front window. The image processing unit 40b inputs an image obtained by photographing with the camera 40a, performs image processing such as filtering and binarization, generates image data, and outputs the image data to the traveling control unit 26.

  The radar device 42 includes a radar 42a such as a laser beam or a millimeter wave and a radar control unit 42b. The radar 42a is disposed in the nose portion of the vehicle body and transmits laser light and the like around the vehicle in the traveling direction in accordance with an instruction from the radar control unit 42b that operates according to a command from the travel control unit 26. The reflected signal generated by the reflection of the object existing around the vehicle is received and mixed with the transmission signal to generate a beat signal, which is output to the traveling control unit 26.

  The steering torque sensor 44 is disposed between the steering wheel and the EPS actuator 22 and generates an output corresponding to the direction and magnitude of the steering force (steering torque) input (operated) by the driver from the steering wheel.

  The steering angle sensor 46 is disposed in the vicinity of the steering shaft, and generates an output corresponding to the direction and magnitude of the steering angle input (operated) by the driver through the steering wheel.

  The yaw rate sensor 50 is disposed in the vicinity of the center of gravity of the vehicle, and generates an output corresponding to the yaw rate (rotational angular velocity) around the vertical axis (yaw axis) of the vehicle.

  The vehicle speed sensor 52 is disposed in the vicinity of a drive shaft (not shown) of the drive wheel, and outputs a pulse every predetermined rotation of the drive wheel. The output of the above-described sensor is also sent to the travel control unit 26, and the travel control unit 26 detects the steering torque and the like from those input values, and counts the output of the vehicle speed sensor 52 to detect the vehicle speed.

  FIG. 2 is a flowchart showing the operation of the travel control unit 26 in the device 10 shown in FIG. 1, more specifically, in the control device 16 of the device 10. The illustrated program is executed every predetermined time.

  In the following description, information about the own vehicle (vehicle) is acquired from the output of the radar device 42 (or the imaging device 40) in S10, and an object (such as a preceding vehicle) around the own vehicle is detected based on the information acquired in S12. Then, the relative position and relative speed with respect to the own vehicle are detected. Next, in S14, the course of the own vehicle is estimated from the speed and yaw rate of the own vehicle (the movement state of the own vehicle is detected).

  At the same time, the possibility of contact is determined from the relationship between the relative position to the object and the relative speed, and the course of the host vehicle, and an object that may be contacted is recognized as an obstacle.

  For example, as shown in FIG. 3, based on the estimated course of the estimated vehicle (indicated by reference numeral 100) and the predicted path of the object 102 predicted from a change in the position of the object (indicated by numeral 102), The estimated position of the vehicle 100 where the distance of the object 102 is zero and the predicted position of the object 102 are estimated, and the wrap amount 104 is calculated. If the lap amount 104 is a predetermined value or more, there is a possibility of contact. And recognize it as an obstacle.

  Next, the process proceeds to S <b> 16 where there is a possibility that the vehicle 100 may come into contact with the detected obstacle (object 102), or more precisely, contact with the detected obstacle (object 102) based on the detected motion state. Judge whether there is a possibility of doing.

  When the result in S16 is negative, the subsequent processing is skipped. When the result is affirmative, the process proceeds to S18, and the steering state of the driver, more specifically, the steering steering torque, the steering angle of the vehicle, and the operation of the direction indicator. The steering state of the driver is detected from at least one of the states, more specifically, all of them.

  Next, in S20, the control amount is calculated by determining the gradient of the steering alarm instruction value based on the detected steering state.

  In this specification, the term “steering warning” refers to a driver that applies torque (steering torque) to the steering wheel when it is determined that there is a possibility of contact with the detected obstacle based on the detected motion state. It means to alarm.

  Specifically, as shown in FIG. 4, the steering alarm instruction value is a control amount (energization command value) applied to the EPS actuator 22 via the EPS control unit 36 so as to apply torque to the steering wheel for a predetermined time. ). In this embodiment, the magnitude of the instruction value is a fixed value (constant value).

  Note that the gradient of the steering alarm instruction value is the gradient with respect to the time of the steering steering torque (change amount of the steering steering torque), that is, the rising gradient or falling gradient of the torque application with respect to the steering alarm time, specifically, the rising gradient. Means.

  In the processing of S20, for example, before the steering warning is executed, the absolute value of the steering steering torque is less than a first predetermined value (the boundary value between a and b in FIG. 5), and the absolute value of the steering steering torque change amount is the second. Is less than a predetermined value (boundary value between a and b in FIG. 6), the absolute value of the steering angle is less than a third predetermined value (boundary value between a and b in FIG. 7), or the absolute value of the steering steering angle change amount Is less than a fourth predetermined value (boundary value between a and b in FIG. 8), and any of the above values before execution of the steering warning is determined to be less than the first to fourth predetermined values. When it is determined that the rising slope or the falling slope of the torque application with respect to the time of the steering warning, more specifically, the rising slope is determined to be smaller than when it is not necessary (normal setting), there is a possibility that it may be uncomfortable. High maneuver Even in a state, as well as suppress the induced reflection behavior of the driver, the driver has to improve the decision to steering feeling the gradient of the steering alert so as not to interfere with the steering performed with the intention.

  FIGS. 5 to 9 are explanatory graphs showing the characteristics of the gradient of the instruction value of the steering warning set for the steering state, which is used in the process of S20, and FIG. 10 is a block showing the process of S20. FIG.

  5 to 8, the vertical axis represents the gradient, that is, the control amount per time (energization command value), and the horizontal axis represents the steering state divided by the regions a, b, c, and d. In FIG. 9, the vertical axis represents the control amount (energization command value), and the horizontal axis represents time.

  As a result of the normal setting (basic value) of the gradient of the region c in FIGS. 5 to 8, for example, if the steering torque detected in FIG. Since the height is about 1/3, the value to be reached in the same time is also 1/3.

  That is, when the detected steering torque is α, the gradient of the steering alarm instruction value is determined so as to reach the instruction value over three times as long as in the region c. In other words, as indicated by an imaginary line in FIG. 4, the gradient of the instruction value is determined to be gentle.

  As a result, in the case of the region a, in other words, in the range of play of the steering wheel, it is determined to decrease the rising slope of the torque application with respect to the time of the steering warning, which is opposite to the direction that the driver should avoid. Suppresses inducing reflex behavior such as operating the steering in the direction.

  That is, since the play is set near the neutral position in the steering angle, the amount of change in the steering torque when the steering warning is input is larger in that region than in the remaining region, and the direction that the driver should avoid There is also a risk of inducing reflex behavior such as operating the steering in the opposite direction.

  Therefore, in such a case, the rising gradient or falling gradient of the torque application with respect to the time of the steering warning is reduced as compared with the case where it is not necessary. The same applies when the steering angle shown in FIG.

  In the process of S20, as shown in FIG. 10, the minimum value (MIN) of the gradient obtained by searching the characteristics shown in FIGS. 5 to 8 is selected, and the operating state of the direction indicator shown in FIG. Specifically, the control amount (energization command value) is determined in consideration of the presence or absence of a direction indicator signal.

  Here, the reason why the minimum value is selected is to give priority to the suppression of the induction of the reflex behavior of the driver when it is within the play range of the steering wheel in the region a as described above. The reason why the operation state of the signal indicator is taken into consideration after the selection of the minimum value in FIG. 10 is to prevent the driver from intentionally steering.

  That is, in FIG. 5 to FIG. 8, the region d describes the steering state when the driver steers with will, but the same kind of value is also set in the region b. The operating state is input after selecting the minimum value so that the driver does not interfere with the intentional steering.

  In this way, when it is estimated that the driver is performing the intended steering from at least one of the steering steering torque, the steering angle of the vehicle, and the direction indicator, the rising gradient or falling of the torque application with respect to the steering alarm time The gradient, more specifically, the rising gradient is determined to be reduced.

  It should be noted that, based on at least one of the steering torque, the steering angle of the vehicle, and the direction indicator, as shown in FIG. 11, the rise of torque application with respect to the steering alarm time so as to delay the input time of torque application of the steering alarm. A slope or falling slope may be determined. The same effect can be obtained also by this.

  Returning to the description of the flow chart of FIG. 2, the process then proceeds to S22 where the EPS actuator 22 is operated via the EPS control unit 36 based on the calculated control amount to output a steering warning.

  As described above, in this embodiment, the object detection means (running control unit 26, S10, S12) for detecting the object (obstacle) 102 existing around the vehicle (100), and the motion state of the vehicle The movement state detection means (running control unit 26, S14) for detecting the movement and the contact possibility determination means (running control unit 26) for determining the possibility of contact with the detected object based on the detected movement state. , S16), and a steering warning means (running control unit 26, S22) for executing a steering warning that gives a torque to the steering wheel of the vehicle and warns the driver when it is determined that there is a possibility of the contact. In the vehicle travel safety device 10 including the above, based on the steering state detection means (travel control unit 26, S18) for detecting the steering state of the driver and the detected steering state. Since it is configured to include a slope determining means (running control unit 26, S20) that determines a rising slope or a falling slope of torque application with respect to the time of the steering warning, it is possible to improve the driver's awareness of the steering warning. At the same time, the steering warning gradient is determined so as to prevent the driver from inducing reflexive behavior such as operating the steering in a direction opposite to the direction to be avoided, or to prevent the driver from intentionally steering. Thus, the steering feeling of the driver can be improved.

  Further, the gradient determining means determines a rising gradient or falling gradient of torque application with respect to the time of the steering alarm based on at least one of a steering steering torque, a steering angle of a vehicle, and an operating state of a direction indicator ( Since the travel control unit 26, S20) is configured, the above-described effect can be achieved more satisfactorily.

  Further, the gradient determining means is configured such that the absolute value of the steering torque before the execution of the steering alarm is less than a first predetermined value (boundary value between a and b in FIG. 5), and the absolute value of the change amount of the steering steering torque. The value is less than a second predetermined value (boundary value between a and b in FIG. 6), the absolute value of the steering angle is less than a third predetermined value (boundary value between a and b in FIG. 7), or the steering steering When the absolute value of the angle change amount is less than a fourth predetermined value (boundary value between a and b in FIG. 8), it is determined so as to decrease the rising gradient or falling gradient of torque application with respect to the steering alarm time ( Since the travel control unit 26, S20) is configured, the above-described effects can be achieved even in a steering state that is likely to be uncomfortable.

  Further, the gradient determination means may be configured to output the steering warning when the absolute value of the steering angle is within a range of play of the steering wheel or when the absolute value of the steering steering torque is within a range of play of the steering wheel. Since the determination is made so as to decrease the rising gradient or falling gradient of the torque application with respect to the time (running control unit 26, S20), the reflex behavior in which the driver operates the steering in the direction opposite to the direction to be avoided Can be effectively suppressed, and the steering feeling of the driver can be further improved.

  In addition, the slope determining means may detect the steering warning time when it is estimated that the driver is performing the intended steering from at least one of the steering steering torque, the steering angle of the vehicle, and the operating state of the direction indicator. Since the determination is made so as to decrease the rising gradient or falling gradient of the torque application (travel control unit 26, S20), the gradient of the steering alarm is determined so as not to hinder the steering performed by the driver with will. Thus, the steering feeling of the driver can be further improved.

  Further, the gradient determination means delays the input time for applying the torque of the steering alarm based on at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator (FIG. 11). Since it is configured to determine the rising gradient or the falling gradient of the torque application with respect to the time of the steering warning (travel control unit 26, S20), the above-described effect can be achieved better.

  In the above description, the rising gradient of torque application with respect to the steering alarm time is determined. However, the falling gradient may be determined instead of the rising gradient, or both the rising gradient and the falling gradient may be determined.

  DESCRIPTION OF SYMBOLS 10 Vehicle travel safety device, 16 control device, 20 brake actuator, 22 EPS actuator, 24 alarm device, 26 travel control unit, 34 brake control unit, 36 EPS control unit, 40 photographing device, 42 radar device, 44 steering torque sensor , 46 Steering angle sensor, 50 Yaw rate sensor, 52 Vehicle speed sensor, 100 Vehicle (own vehicle), 102 Object (obstacle)

Claims (6)

  The possibility of contact with the detected object based on the detected motion state, the object detection means for detecting an object existing around the vehicle, the motion state detection means for detecting the motion state of the vehicle, and Vehicle comprising: contact possibility determining means for determining; and steering alarm means for executing a steering alarm that gives a torque to a steering wheel of the vehicle to alert a driver when it is determined that there is a possibility of contact In the travel safety device, a steering state detection unit that detects a steering state of the driver, and a gradient determination unit that determines a rising gradient or a falling gradient of torque application with respect to the steering alarm time based on the detected steering state; A vehicle travel safety device comprising:   The gradient determining means determines a rising gradient or falling gradient of torque application with respect to the time of the steering warning based on at least one of a steering steering torque, a steering angle of a vehicle, and an operating state of a direction indicator. The travel safety device for a vehicle according to claim 1.   The gradient determining means is configured to determine that the absolute value of the steering torque before the execution of the steering warning is less than a first predetermined value, the absolute value of the amount of change in steering steering torque is less than a second predetermined value, and the steering steering angle. When the absolute value of the steering wheel is less than a third predetermined value or the absolute value of the steering steering angle change amount is less than a fourth predetermined value, the rising gradient or falling gradient of the torque application with respect to the time of the steering alarm is decreased. The vehicle travel safety device according to claim 2, wherein the vehicle travel safety device is determined as follows.   When the absolute value of the steering angle is within the range of play of the steering wheel, or when the absolute value of the steering steering torque is within the range of play of the steering wheel, the gradient determining means The vehicle travel safety device according to claim 2 or 3, wherein a determination is made so as to decrease a rising gradient or falling gradient of torque application to the vehicle.   The gradient determining means applies torque to the time of the steering warning when it is estimated that the driver is performing the intended steering from at least one of a steering steering torque, a steering angle of the vehicle, and an operating state of the direction indicator. The vehicle travel safety apparatus according to claim 2 or 3, wherein the rising or falling slope of the vehicle is determined so as to decrease.   The gradient determining means is configured to delay the steering alarm torque application input time based on at least one of a steering steering torque, a vehicle steering angle, and an operating state of the direction indicator. 6. The traveling safety device for a vehicle according to claim 1, wherein a rising gradient or falling gradient for torque application is determined.

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