JP2012061932A - Collision avoidance device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a collision avoidance device that makes own vehicle not to carry out sudden start immediately after avoiding collision of own vehicle with the obstacle detected around own vehicle while respecting intention of gas pedal operation by a driver, when going to cancel automatic brake control by an automatic braking system after avoidance of collision with the obstacle detected around the own vehicle and the own vehicle.SOLUTION: The collision avoidance device collision avoidance device includes a collision avoidance system which detects obstacles at surroundings of own vehicle and avoids collision with the obstacle. The collision avoidance device includes: an obstacle detector to detect the obstacles at own vehicle surroundings; a brake controller to control brake by the collision avoidance system; a collision avoidance determiner to determines after controlling brake of own vehicle by the brake controller whether collision with the obstacle is avoided; an engine drive force controller which does not raise engine drive force exceeding limiting driving force set beforehand when determined that collision with the obstacle is avoided.

Description

  The present invention relates to a collision avoidance device that avoids a collision with an obstacle around the host vehicle, and more specifically to a collision avoidance device that controls the start and stop of the host vehicle after the end of the collision avoidance.

  Conventionally, a vehicle is equipped with a collision avoidance system, and a technique for detecting an obstacle around the host vehicle and avoiding a collision with the obstacle has been widely used. A conventional collision avoidance device avoids a collision between the host vehicle and an obstacle detected around the host vehicle by automatically controlling a brake using an automatic braking system.

  Furthermore, for example, in the automatic control device described in Patent Document 1, when the collision between the own vehicle and an obstacle detected around the own vehicle is avoided, the automatic brake control by the automatic braking system is to be released. If the driver performs an accelerator operation, the automatic brake control by the automatic braking system is not released. This is to prevent the host vehicle from starting suddenly immediately after the collision between the host vehicle and the obstacle detected around the host vehicle is avoided.

Japanese Patent No. 3325590

  However, the conventional automatic control device prohibits the release of the automatic brake control by the automatic braking system if the driver is operating the accelerator when attempting to release the automatic brake control by the automatic braking system. Even when a collision between the host vehicle and an obstacle detected in the vicinity of the host vehicle is avoided, the host vehicle cannot start without being automatically released from the automatic brake control by the automatic braking system. May fall into

  For example, in a conventional automatic control device, if the driver is performing an accelerator operation when attempting to release the automatic brake control by the automatic braking system, the vehicle is not released without releasing the automatic brake control by the automatic braking system. Since the vehicle is stopped, the driver continues the accelerator operation or further depresses the accelerator pedal. However, the conventional automatic control device prohibits the release of automatic brake control by the automatic braking system even if the accelerator operation by the driver is continued. The automatic brake control due to will not be released continuously.

  For example, when the host vehicle is stopped in an intersection by automatic brake control by the automatic braking system, the host vehicle cannot start, contrary to the driver's intention to operate the accelerator as described above. If this is the case, there is a possibility that a secondary disaster such as a collision with the following vehicle may occur due to obstructing the traveling of the following vehicle.

  Therefore, an object of the present invention is to prevent the driver from operating the accelerator when trying to cancel the automatic brake control by the automatic braking system while avoiding the collision between the own vehicle and the obstacle detected around the own vehicle. It is an object of the present invention to provide a collision avoidance device that prevents the host vehicle from suddenly starting immediately after a collision between the host vehicle and an obstacle detected around the host vehicle is avoided.

In order to achieve the above object, a collision avoidance apparatus according to the present invention is a collision avoidance apparatus including a collision avoidance system that detects an obstacle around the host vehicle and avoids a collision with the obstacle. Obstacle detection means for detecting surrounding obstacles, brake control means for controlling the brake by the collision avoidance system, and obstacles detected by the obstacle detection means after controlling the brake of the host vehicle by the brake control means If the collision avoidance determining means for determining whether or not the collision is avoided and the collision avoidance determining means determines that the collision with the obstacle has been avoided, the engine driving force exceeds the preset limit driving force. Engine drive force control means that does not increase.
With this configuration, when the collision between the vehicle and the obstacle detected around the host vehicle is avoided and the automatic brake control by the automatic braking system is to be released, the engine driving force control means is set in advance. Since the engine driving force is not increased beyond the limit driving force, the driver's intention to operate the accelerator is respected, and immediately after the collision between the own vehicle and an obstacle detected around the own vehicle is avoided, It is possible to prevent the vehicle from starting suddenly.

The preferred engine driving force control means includes accelerator operation determination means for determining whether or not there is an accelerator operation by the driver when it is determined by the collision avoidance determination means that a collision with an obstacle has been avoided. When it is determined by the means that there is an accelerator operation by the driver, the engine driving force is increased below a preset limiting driving force.
With this configuration, when the collision between the vehicle and the obstacle detected around the host vehicle is avoided and the automatic brake control by the automatic braking system is to be released, the accelerator operation determination unit causes the driver to operate the accelerator. If it is determined that there is, the driving force control means increases the engine driving force below a preset limiting driving force, and therefore respects the intention of the driver to operate the accelerator and the surroundings of the own vehicle and the own vehicle. Immediately after the collision with the detected obstacle is avoided, the host vehicle can be prevented from starting suddenly.

The preferable engine driving force control means is acquired by an accelerator operation driving force acquisition means that acquires an accelerator operation driving force that is an engine driving force by the driver's accelerator operation, a limited driving force, and an accelerator operation driving force acquisition means. Engine driving force comparison means for comparing the accelerator driving force and the engine driving force comparing means, if the accelerator operating driving force is determined to be equal to or greater than the limiting driving force, the limiting driving force is set as the engine driving force and the engine driving When the accelerator operation driving force is determined to be less than the limit driving force by the force comparison unit, an engine driving force setting unit that sets the accelerator operating driving force as the engine driving force is further included.
With this configuration, the engine driving force comparison unit compares the limited driving force with the accelerator operation driving force, and the engine driving force setting unit calculates the limited driving force until the limited driving force reaches the accelerator operating driving force. Because it is set as a driving force, the driver's intention to operate the accelerator is respected so that the host vehicle does not start suddenly immediately after the collision between the host vehicle and an obstacle detected around the host vehicle is avoided. can do.

Furthermore, the preferable limited driving force is increased at a predetermined gradient.
With this configuration, the engine driving force immediately after the collision between the host vehicle and the obstacle detected around the host vehicle is not suddenly increased, so that the host vehicle does not start suddenly. it can.

The preferable engine driving force control means is characterized in that the engine driving force is not increased until a predetermined period has elapsed after the collision avoidance determining means determines that the collision with the obstacle has been avoided.
With this configuration, the host vehicle is stopped from the collision of the host vehicle and the obstacle detected around the host vehicle until the predetermined period elapses. Since the vehicle does not immediately start traveling after the collision with the obstacle is avoided, it is possible to make the driver confirm the safety.

Preferably, the collision avoidance device according to the present invention includes a road gradient determination unit that determines a road gradient at the position of the host vehicle when the collision avoidance determination unit determines that a collision with an obstacle has been avoided, and a road gradient determination. According to the road gradient determined by the means, engine driving force control releasing means for releasing control of the engine driving force by the engine driving force control means is further provided.
With this configuration, the engine driving force control canceling unit cancels the engine driving force control by the engine driving force control unit in accordance with the road gradient at the host vehicle position. The sliding can be avoided.

Preferably, the collision avoidance device according to the present invention is configured to detect the backward movement of the host vehicle when the collision avoidance determination unit determines that the collision with the obstacle has been avoided. The engine driving force control canceling means is characterized by canceling control of the engine driving force by the engine driving force control means when it is detected by the reverse detection means that the host vehicle has moved backward.
With this configuration, the reverse detection means detects that the own vehicle is moving backward due to the road gradient at the own vehicle position. Therefore, when the engine driving force control canceling means detects that the own vehicle has moved backward, the engine driving force control Since the control of the engine driving force by the means is released, it is possible to immediately avoid the downhill on the steep slope against the driver's intention to operate the accelerator.

Preferably, the collision avoidance device according to the present invention is based on the road gradient determined by the road gradient determination means at the position of the host vehicle when the collision avoidance determination means determines that the collision with the obstacle is avoided. The vehicle further includes a reverse estimation unit that estimates that the host vehicle moves backward due to a road gradient, and the engine driving force control release unit is configured to drive the engine by the engine driving force control unit when the host vehicle is estimated to move backward by the reverse estimation unit. It is characterized by releasing the control of force.
With this configuration, the reverse estimation means estimates that the own vehicle will move backward due to the road gradient at the own vehicle position, and the engine driving force control release means uses the engine driving force control means when the own vehicle is estimated to move backward. Since the control of the engine driving force is cancelled, it is possible to avoid a downhill on a steep slope against the driver's intention to operate the accelerator without detecting that the host vehicle has actually moved backward.

Preferably, the collision avoidance device according to the present invention includes a road gradient determination unit that determines a road gradient at the position of the host vehicle when the collision avoidance determination unit determines that a collision with an obstacle has been avoided, and a road gradient determination. And a limiting driving force correcting means for correcting the limiting driving force based on the road gradient determined by the means, wherein the engine driving force control means is an engine having a driving force equal to or less than the limiting driving force corrected by the limiting driving force correcting means. The driving force is increased.
With this configuration, the limited driving force correcting unit corrects the limiting driving force based on the road gradient at the host vehicle position, and the engine driving force control unit increases the engine driving force below the corrected limiting driving force. It is possible to avoid in advance a downhill on a steep slope that is contrary to the driver's intention to operate the accelerator.

Moreover, the preferable limited driving force correction means adds an offset amount, which is an engine driving force that does not cause the host vehicle to move backward due to a road gradient at the host vehicle position, to the limiting driving force.
With this configuration, the limited driving force correction means adds the offset amount to the limiting driving force, and the minimum guaranteed engine driving force that prevents the host vehicle from moving backward is secured by the road gradient at the host vehicle position. A slip on a steep slope against the will can be reliably avoided in advance.

In order to achieve the above object, a collision avoidance method according to the present invention is a collision avoidance method executed by a collision avoidance apparatus having a collision avoidance system that detects an obstacle around the host vehicle and avoids a collision with the obstacle. The obstacle detection step for detecting obstacles around the host vehicle, the brake control step for controlling the brake by the collision avoidance system, the brake control step for controlling the brake of the host vehicle, and the obstacle detection step A collision avoidance determination step for determining whether or not a collision with a detected obstacle has been avoided, and when it is determined that a collision with an obstacle has been avoided in the collision avoidance determination step, a preset limited driving force is set. And an engine driving force control step that does not increase the engine driving force beyond.
With this configuration, when the collision between the vehicle and the obstacle detected around the host vehicle is avoided and the automatic brake control by the automatic braking system is to be released, the limit set in advance in the engine driving force control step is set. Immediately after a collision between the host vehicle and an obstacle detected around the host vehicle is avoided, the driver's intention to operate the accelerator is respected so that the engine driving force is not increased beyond the driving force. Can prevent sudden start.

  In addition, in order to achieve the above object, each process performed by each configuration of the collision avoidance device of the present invention described above can be regarded as a collision avoidance method that gives a series of processing procedures. This method is provided in the form of a program for causing a computer to execute a series of processing procedures. This program may be installed in a computer in a form recorded on a computer-readable recording medium.

  As described above, according to the collision avoidance device of the present invention, when the collision between the own vehicle and the obstacle detected around the own vehicle is avoided, the automatic brake control by the automatic braking system is to be released. In addition, while respecting the driver's intention to operate the accelerator, the host vehicle can be prevented from suddenly starting immediately after the collision between the host vehicle and an obstacle detected around the host vehicle is avoided.

1 is a functional block diagram showing a schematic configuration of a collision avoidance device 100 according to a first embodiment of the present invention. The flowchart which shows the flow of a process of the collision avoidance method 200 which the collision avoidance apparatus 100 which concerns on the 1st Embodiment of this invention performs. The flowchart which shows the flow of a detailed process of engine driving force control step S250. The figure which shows the speed of the own vehicle, brake braking force, and engine driving force in engine driving force control step S250 shown in FIG. The flowchart which shows the flow of the detailed process of engine driving force control step S250 in the case of controlling engine driving force to 0. The figure which shows the speed of the own vehicle, brake braking force, and engine driving force in engine driving force control step S250 shown in FIG. The functional block diagram which shows schematic structure of the collision avoidance apparatus 700 which concerns on the 2nd Embodiment of this invention. The flowchart which shows the flow of a process of the collision avoidance method 800 which the collision avoidance apparatus 700 which concerns on the 2nd Embodiment of this invention performs. Functional block diagram which shows schematic structure of the collision avoidance apparatus 900 which concerns on the 3rd Embodiment of this invention. The flowchart which shows the flow of a detailed process of engine driving force control step S250 among the collision avoidance methods which the collision avoidance apparatus 900 which concerns on the 3rd Embodiment of this invention performs. The figure which shows the relationship between road gradient (theta) and offset amount F The figure which shows the speed of the own vehicle in the engine driving force control step S250 shown in FIG. 10, brake braking force, and engine driving force.

Hereinafter, each embodiment of the present invention will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a functional block diagram showing a schematic configuration of a collision avoidance device 100 according to the first embodiment of the present invention. In FIG. 1, the collision avoidance device 100 includes an obstacle detection means 110, a collision avoidance brake control means 120, a collision avoidance determination means 130, and an engine driving force control means 140. The engine driving force control unit 140 includes an accelerator operation driving force acquisition unit 141, an accelerator operation determination unit 142, a limited driving force acquisition unit 143, an engine driving force comparison unit 144, and an engine driving force setting unit 145. Including.

  The obstacle detection means 110 detects an obstacle around the host vehicle. Specifically, the obstacle detection unit 110 is a surrounding monitoring sensor that monitors the surroundings of the host vehicle, such as a millimeter wave sensor, an image sensor, and a laser radar, and includes a vehicle, a bicycle, and a pedestrian around the host vehicle. Are detected as obstacles.

  The collision avoidance brake control unit 120 controls the brake to avoid a collision with the obstacle detected by the obstacle detection unit 110. Specifically, the collision avoidance brake control means 120 is a brake control ECU (Electronic Control Unit), and includes, for example, a vehicle speed sensor, an acceleration sensor, an accelerator pedal opening sensor, a millimeter wave sensor, and an image sensor, Based on the information acquired by the sensor, the brake of the host vehicle is automatically controlled. The collision avoidance brake control means 120 is an automatic braking system that automatically controls the brake of the host vehicle in the collision avoidance system.

  More specifically, the vehicle speed sensor detects the traveling speed of the host vehicle, the acceleration sensor detects the acceleration of the host vehicle, and the accelerator pedal opening sensor detects the accelerator opening of the host vehicle. The millimeter wave sensor detects the distance, relative speed, and relative acceleration between the host vehicle and the obstacle detected by the obstacle detector 110, and the image sensor details the obstacle detected by the obstacle detector 110. Information (for example, automobile, bicycle, pedestrian, etc.) is detected. Then, by automatically controlling the brake of the host vehicle using an automatic braking system and stopping the host vehicle in front of the obstacle, or by reducing the relative speed with the obstacle, Avoid collisions with obstacles.

  The collision avoidance determination unit 130 determines whether or not the collision with the obstacle detected by the obstacle detection unit 110 has been avoided after the brake of the host vehicle is controlled by the collision avoidance brake control unit 120. Specifically, the collision avoidance determination unit 130 detects that the vehicle speed of the host vehicle is 0 by the vehicle speed sensor (when the host vehicle is stopped) or detects that the host vehicle is stopped by the millimeter wave sensor. When it is detected that the relative speed with the obstacle is positive (when it is detected that the vehicle is moving away from the obstacle), it is determined that the collision with the obstacle is avoided. The collision avoidance determination unit 130 further avoids the collision with the obstacle based on the acceleration of the host vehicle detected by the acceleration sensor and the relative acceleration with the obstacle detected by the millimeter wave sensor. You may judge.

  When it is determined by the collision avoidance determination unit 130 that a collision with an obstacle has been avoided, the engine driving force control unit 140 performs control so that the engine driving force does not increase beyond a preset limit driving force. Specifically, the engine driving force control means 140 is an engine control ECU (Electronic Control Unit) and controls the engine driving force of the host vehicle. Hereinafter, the engine driving force control means 140 will be described in detail.

  The accelerator operation driving force acquisition means 141 acquires an accelerator operation driving force that is an engine driving force by the driver's accelerator operation. Specifically, the accelerator operation driving force acquisition unit 141 acquires the engine driving force when the driver steps on the accelerator pedal.

  When it is determined by the collision avoidance determining means 130 that the collision with the obstacle is avoided, the accelerator operation determining means 142 determines whether or not there is an accelerator operation by the driver. More specifically, the accelerator operation determination means 142 is used when the driver depresses the accelerator pedal when the collision with the obstacle is avoided and the brake control by the collision avoidance brake control means 120 is to be released. It is determined whether or not.

  The limited driving force acquisition unit 143 acquires the limited driving force recorded in advance by a recording unit (not shown) such as a memory.

  The engine driving force comparison unit 144 compares the limited driving force acquired by the limiting driving force acquisition unit 143 with the accelerator operation driving force acquired by the accelerator operation driving force acquisition unit 141.

  The engine driving force setting unit 145 sets the limited driving force as the engine driving force when the engine driving force comparing unit 144 determines that the accelerator operation driving force is equal to or greater than the limiting driving force. On the other hand, the engine driving force setting unit 145 sets the accelerator operating driving force as the engine driving force when the engine driving force comparing unit 144 determines that the accelerator operating driving force is less than the limit driving force.

  Then, the engine control ECU uses the engine driving force set by the engine driving force setting means 145 to drive the engine of the host vehicle. The details of the engine driving force control method in the engine driving force control means 140 will be described later.

  As described above, the collision avoidance device 100 according to the first embodiment of the present invention, when trying to release the automatic brake control by the automatic braking system, if there is an accelerator operation by the driver, the limited driving force or the accelerator. By setting the operation driving force, the engine driving force of the host vehicle is controlled. On the other hand, if there is no accelerator operation by the driver when trying to release the automatic brake control by the automatic braking system, the host vehicle will not start suddenly, simply cancel the automatic brake control by the automatic braking system. Good.

  In addition, each functional block mentioned above is controlled by the control means (not shown) which is a collision avoidance ECU in a collision avoidance system, for example.

  Next, the flow of processing of the collision avoidance method executed by the collision avoidance device 100 according to the first embodiment of the present invention will be described in detail. FIG. 2 is a flowchart showing a process flow of the collision avoidance method 200 executed by the collision avoidance apparatus 100 according to the first embodiment of the present invention. In FIG. 2, the collision avoidance method 200 includes an obstacle detection step S210, a collision avoidance brake start determination step S220, a collision avoidance brake control step S230, a collision avoidance brake end determination step S240, and an engine driving force control step S250. including.

  In the obstacle detection step S210, the obstacle detection means 110 detects an obstacle around the host vehicle. Here, for example, a vehicle traveling in front of the host vehicle is detected by a millimeter wave sensor.

  In the collision avoidance brake start determination step S220, the collision avoidance brake control means 120 determines whether or not to start brake control in order to avoid a collision between the host vehicle and the vehicle detected in the obstacle detection step S210. To do. Specifically, in order to avoid a collision between the host vehicle and the vehicle detected as the obstacle based on the speed and acceleration of the host vehicle, the distance and relative speed between the host vehicle and the vehicle detected as the obstacle. Then, it is determined whether or not automatic brake control by the automatic braking system is necessary.

  When the brake control is started (when the automatic brake control is necessary), the process proceeds to the collision avoidance brake control step S230 (Yes in the collision avoidance brake start determination step S220). On the other hand, when the brake control is not started (when the automatic brake control is not necessary), the process returns to the obstacle detection step S210 (No in the collision avoidance brake start determination step S220). In other words, obstacles that require automatic brake control by the automatic braking system are monitored by repeating the obstacle detection step S210 and the collision avoidance brake start determination step S220.

  In the collision avoidance brake control step S230, the collision avoidance brake control means 120 performs brake control by an automatic braking system in order to avoid a collision between the own vehicle and the vehicle detected in the obstacle detection step S210.

  In the collision avoidance brake end determination step S240, the collision avoidance determination means 130 controls the brake of the own vehicle in the collision avoidance brake control step S230, and then avoids a collision between the own vehicle and the vehicle detected as the obstacle. It is determined whether or not. Here, for example, when the speed of the host vehicle is 0 (when the host vehicle is stopped), it is determined that the collision between the host vehicle and the vehicle detected as the obstacle is avoided by the speed sensor. To do.

  When it is determined that the collision between the host vehicle and the vehicle detected as the obstacle has been avoided, the process proceeds to the engine driving force control step S250 (Yes in collision avoidance brake end determination step S240). On the other hand, when it is determined that the collision between the host vehicle and the vehicle detected as the obstacle is not avoided, the process returns to the collision avoidance brake control step S230 (No in the collision avoidance brake end determination step S240). In other words, by repeating the collision avoidance brake control step S230 and the collision avoidance brake end determination step S240, automatic braking by the automatic braking system is avoided until a collision between the host vehicle and the vehicle detected as the obstacle is avoided. Control is taking place.

  In the engine driving force control step S250, the engine driving force control means 140 increases the engine driving force below a preset limit driving force. Details of the engine driving force control method will be described below.

  FIG. 3 is a flowchart showing a detailed processing flow of the engine driving force control step S250. In FIG. 3, an engine driving force control step S250 includes an accelerator operation determination step S251, an accelerator operation driving force acquisition step S252, a limited driving force acquisition step S253, an engine driving force comparison step S254, and a limiting driving force setting step S255. And accelerator operation driving force setting step S256.

  In accelerator operation determination step S251, the accelerator operation determination means 142 determines whether or not there is an accelerator operation by the driver. Specifically, it is determined whether or not the driver is stepping on the accelerator pedal. When it determines with the driver | operator stepping on an accelerator pedal, it progresses to the process of accelerator operation driving force acquisition step S252 (Yes of accelerator operation determination step S251). On the other hand, when it is determined that the driver does not step on the accelerator pedal, the host vehicle does not start suddenly, so the processing of the engine driving force control step S250 is terminated (No in the accelerator operation determination step S251), and collision avoidance is performed. The device 100 may simply cancel the automatic brake control by the automatic braking system.

  In the accelerator operation driving force acquisition step S252, the accelerator operation driving force acquisition means 141 acquires an accelerator operation driving force that is an engine driving force by the driver's accelerator operation. More specifically, the driving force of the engine that is usually driven by the driver pressing the accelerator pedal is acquired. Here, the engine is not actually driven by the normal engine driving force generated when the driver steps on the accelerator pedal.

  In the limiting driving force acquisition step S253, the limiting driving force acquisition unit 143 acquires a limiting driving force that is recorded in advance by a memory, for example. Here, the limited driving force is a driving force in which an upper limit of the engine driving force is set, and gradually increases according to the elapsed time from the point of time when the automatic braking control by the automatic braking system is to be released. Is set to

  In the engine driving force comparison step S254, the engine driving force comparison means 144 compares the limited driving force acquired in the limiting driving force acquisition step S253 with the accelerator operation driving force acquired in the accelerator operation driving force acquisition step S252. . When it is determined that the accelerator operation driving force is greater than or equal to the limiting driving force, the process proceeds to the limiting driving force setting step S255 (Yes in engine driving force comparison step S254). On the other hand, when it is determined that the accelerator operation driving force is less than the limit driving force, the process proceeds to accelerator operation driving force setting step S256 (No in engine driving force comparison step S254).

  In the limiting driving force setting step S255, the engine driving force setting means 145 sets the limiting driving force as the engine driving force, and drives the engine of the host vehicle using the set engine driving force. And it returns to the process of engine driving force comparison step S254.

  In the accelerator operation driving force setting step S256, the engine driving force setting means 145 sets the accelerator operation driving force as the engine driving force, and drives the engine of the host vehicle using the set engine driving force.

  In other words, the engine of the host vehicle is driven with the limiting driving force by repeating the engine driving force comparison step S254 and the limiting driving force setting step S255 until the gradually increasing limiting driving force reaches the accelerator operation driving force. . When the gradually increasing limiting driving force reaches the accelerator operation driving force, the engine of the host vehicle is driven by the normal engine driving force generated by the driver stepping on the accelerator pedal in the accelerator operation driving force setting step S256. .

  FIG. 4 is a diagram showing the speed, brake braking force, and engine driving force of the host vehicle in the engine driving force control step S250 shown in FIG. In FIG. 4, time Ts is a collision avoidance brake start time, time Te is a collision avoidance brake end time, and time Tc1 is an engine driving force switching time.

  Time Ts is the time when it is determined that the brake control is started in the collision avoidance brake start determination step S220, and the brake control by the automatic braking system is started in the collision avoidance brake control step S230. At time Ts, the brake braking force increases and the engine driving force decreases. Accordingly, the speed of the own vehicle decreases.

  The time Te is the time point when it is determined in the collision avoidance brake end determination step S240 that a collision between the host vehicle and the vehicle detected as an obstacle is avoided. In the present embodiment, when the speed of the host vehicle is 0 (when the host vehicle stops), it is determined that a collision between the host vehicle and the vehicle detected as an obstacle is avoided. That is, the speed of the host vehicle is zero at time Te.

  At time Te, when there is no accelerator operation by the driver, the brake braking force may be lowered and the automatic brake control by the automatic braking system may be released. Here, it is assumed that the driver has an accelerator operation and the engine driving force Is controlled.

  As the engine driving force, either an accelerator operation driving force (indicated by a thin solid line) that is an engine driving force by an accelerator operation of the driver or a limited driving force having a constant gradient (indicated by a one-dot chain line) is set.

  Specifically, from time Te to time Tc1, since the accelerator operation driving force is equal to or greater than the limiting driving force, the host vehicle is operated with the limiting driving force by repeating the engine driving force comparison step S254 and the limiting driving force setting step S255. Drive the engine.

  At time Tc1, the limited driving force having a constant gradient gradually increases to reach the accelerator operation driving force, and the accelerator operation driving force becomes less than the limiting driving force. Therefore, according to the accelerator operation driving force setting step S256, The engine of the host vehicle is driven by a normal engine driving force generated when the driver steps on the accelerator pedal.

  Here, when it is determined that the collision between the host vehicle and the vehicle detected as an obstacle has been avoided, the brake braking force is decreased and the engine driving force is started to increase (time Te). However, the brake braking force may be decreased and the engine driving force may be increased after a predetermined period from the time when it is determined that the collision between the host vehicle and the vehicle detected as an obstacle has been avoided. This is because the driver may feel uncomfortable if the host vehicle immediately starts running from the time when it is determined that the collision between the host vehicle and the vehicle detected as an obstacle has been avoided. By providing the predetermined period, the driver can be confirmed to be safe.

  The limited driving force is set based on, for example, the distance D between the host vehicle at the time of stopping and the vehicle detected as an obstacle, the reaction time T of the driver, and the like. Even if it approaches from the distance D between the host vehicle and the vehicle at the speed of the host vehicle corresponding to the engine driving force, it is a condition that the driver can react before the collision between the host vehicle and the vehicle. In other words, when the engine is driven with the limited driving force, the time until the collision between the host vehicle and the vehicle is within the reaction time T.

  Further, the limiting driving force that gradually increases may be a constant gradient, or may be a curve gradient represented by a predetermined function, for example. Further, the limited driving force is not limited to those recorded in advance by the memory, and may be variable according to the accelerator pedal opening, for example.

  As described above, according to the collision avoidance device 100 and the collision avoidance method 200 according to the first embodiment of the present invention, the collision between the own vehicle and the obstacle detected around the own vehicle is avoided, and When attempting to release the automatic brake control by the braking system, the driver respects the intention of the accelerator operation, and immediately after the collision between the own vehicle and the obstacle detected around the own vehicle is avoided, It is possible to prevent the vehicle from starting suddenly.

  More specifically, in response to the driver depressing the accelerator pedal, the engine drive is raised to start the host vehicle, but the host vehicle is restrained from sudden start by providing a limited driving force. . Since the own vehicle does not continue to be stopped and starts in response to the driver stepping on the accelerator pedal, the driver feels less uncomfortable.

  In the collision avoidance device 100 according to the present embodiment described above, at time Te, control is performed to lower the brake braking force and at the same time increase the engine driving force. However, the engine driving force is predetermined from time Te. You may start raising after the passage of time. FIG. 5 is a flowchart showing a detailed processing flow of the engine driving force control step S250 when the engine driving force is controlled to zero. 5, the same components as those in the flowchart showing the detailed processing flow of the engine driving force control step S250 shown in FIG. 3 are denoted by the same reference numerals, and detailed description thereof is omitted.

  The engine driving force control step S250 shown in FIG. 5 is different from the engine driving force control step S250 shown in FIG. 3 in that an engine driving force control step S257 is included. When it is determined in the accelerator operation determination step S251 that there is an accelerator operation of the driver, the process proceeds to the engine driving force control step S257 (Yes in the accelerator operation determination step S251).

  In engine driving force control step S257, the engine driving force control means 140 increases the engine driving force until a predetermined period elapses after it is determined that a collision between the host vehicle and the vehicle detected as the obstacle has been avoided. Control not to let it.

  FIG. 6 is a diagram showing the speed, brake braking force, and engine driving force of the host vehicle in engine driving force control step S250 shown in FIG. In FIG. 6, time Ts and time Te are the collision avoidance brake start time and the collision avoidance brake end time, as in FIG. 4, and time Tc2 is the engine driving force switching time corresponding to time Tc1 in FIG. .

  Time Tw is an engine driving force increase start time, and period Tew is a predetermined period from time Te to time Tw, which is an engine driving force suppression period.

  At time Te, the speed of the host vehicle becomes 0, and in collision avoidance brake end determination step S240, it is determined that a collision between the host vehicle and a vehicle detected as an obstacle has been avoided. Here, it is assumed that there is an accelerator operation by the driver (accelerator operation determination step S251: Yes), and in the engine driving force control step S257, the engine driving force is controlled not to increase until time Tw (period Tew). .

  Next, in the period from time Tw to time Tc2, the engine driving force includes an accelerator operation driving force (indicated by a thin solid line) that is an engine driving force by the driver's accelerator operation and a limited driving force (one point) One of these is set.

  Specifically, from time Tw to time Tc2, since the accelerator operation driving force is greater than or equal to the limiting driving force, by repeating the engine driving force comparison step S254 and the limiting driving force setting step S255, the host vehicle with the limiting driving force. Drive the engine.

  At time Tc2, the limited driving force having a certain gradient gradually increases and reaches the accelerator operation driving force, and the accelerator operating driving force becomes less than the limiting driving force. Therefore, the accelerator operating driving force setting step S256 The engine of the host vehicle is driven by a normal engine driving force generated when the driver steps on the accelerator pedal.

  In this way, control is performed so that the engine driving force does not increase during the engine driving force suppression period (period Tew) that is a predetermined period from the time when it is determined that the collision between the host vehicle and the vehicle detected as an obstacle has been avoided. Has been. As a result, the host vehicle does not travel immediately from the time when it is determined that the collision between the host vehicle and the vehicle detected as an obstacle has been avoided, and the driver can Can be confirmed.

  After a predetermined period after collision avoidance, the vehicle starts in response to the driver depressing the accelerator pedal, so that the stop state does not continue, but on the other hand, by providing a limited driving force, the host vehicle Is restrained from sudden start.

<Second Embodiment>
Next, in the second embodiment of the present invention, after the engine driving force is controlled as shown in the first embodiment of the present invention, the control of the engine driving force is further canceled corresponding to the road gradient. A collision avoidance device and a collision avoidance method will be described.

  FIG. 7 is a functional block diagram showing a schematic configuration of a collision avoidance device 700 according to the second embodiment of the present invention. In FIG. 7, the collision avoidance device 700 includes an obstacle detection means 110, a collision avoidance brake control means 120, a collision avoidance determination means 130, an engine driving force control means 140, a road gradient determination means 710, an engine driving force. Control release means 720. In FIG. 7, the same components as those of the collision avoidance apparatus 100 according to the first embodiment of the present invention shown in FIG. In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  The collision avoidance device 700 according to this embodiment includes road gradient determination means 710 and engine driving force control release means 720 in addition to the collision avoidance device 100 according to the first embodiment of the present invention.

  The road gradient determination unit 710 determines a road gradient at the position of the host vehicle when the collision avoidance determination unit 130 determines that a collision with an obstacle has been avoided. Specifically, for example, when the host vehicle retreats, it may be recognized that the vehicle is slipping down on a steep slope and the road gradient at the host vehicle position may be determined. Further, the road gradient at the position of the host vehicle may be determined based on the change in the speed of the host vehicle and / or the change in the acceleration of the host vehicle by the vehicle speed sensor and / or the acceleration sensor.

  The engine driving force control canceling unit 720 cancels the engine driving force control by the engine driving force control unit 140 according to the road gradient determined by the road gradient determining unit 710. In other words, it is a state in which the automatic brake control by the automatic braking system is simply released, and the normal engine driving force generated by the driver pressing the accelerator pedal rather than driving the engine of the host vehicle with the limited driving force. To drive the engine of the vehicle.

  Next, the flow of processing will be described in detail for the collision avoidance method executed by the collision avoidance apparatus 700 according to the second embodiment of the present invention. FIG. 8 is a flowchart showing the flow of processing of the collision avoidance method 800 executed by the collision avoidance apparatus 700 according to the second embodiment of the present invention. 8, the collision avoidance method 800 includes an obstacle detection step S210, a collision avoidance brake start determination step S220, a collision avoidance brake control step S230, a collision avoidance brake end determination step S240, and an engine driving force control step S250. The road gradient determination step S810 and the engine driving force control release step S820 are included. In FIG. 8, the same components as those in the collision avoidance method 200 according to the first embodiment of the present invention shown in FIG. In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  The collision avoidance method 800 according to the present embodiment includes a road gradient determination step S810 and an engine driving force control release step S820 in addition to the collision avoidance method 200 according to the first embodiment of the present invention.

  After the engine driving force is controlled in the engine driving force control step S250, in the road gradient determining step S810, the road gradient determining means 710 determines the road gradient at the own vehicle position. Specifically, the road gradient determination unit 710 detects, for example, that the host vehicle is moving backward by a reverse detection unit, and determines that the road at the vehicle position is a gradient at which the host vehicle moves backward.

  As described in the first embodiment of the present invention, in the engine driving force control step S250, immediately after the collision between the own vehicle and the obstacle detected around the own vehicle is avoided, the own vehicle suddenly starts. However, depending on the road gradient at the position of the host vehicle, the vehicle may slip down on a steep slope against the driver's intention to operate the accelerator. As a result, there is a possibility that a collision between the host vehicle and a vehicle around the host vehicle may occur.

  Therefore, when it is determined that the road at the own vehicle position has a gradient in which the own vehicle moves backward (Yes in the road gradient determination step S810), in the engine driving force control releasing step S820, the engine driving force control releasing unit 720 The engine driving force control in the engine driving force control step S250 is released.

  On the other hand, when it is determined that the road at the host vehicle position is not a gradient at which the host vehicle moves backward (No in the road gradient determination step S810), the control of the engine driving force in the engine driving force control step S250 may be continued as it is.

  Thus, when it is detected by the reverse detection means that the host vehicle moves backward, the host vehicle is not the engine driving force limited by the limited driving force, but the normal engine driving force generated by the driver stepping on the accelerator pedal. Thus, the engine is driven, and it is possible to avoid a downhill on a steep slope that is against the intention of the accelerator operation by the driver.

  In addition, the road gradient determination unit 710 detects that the host vehicle is moving backward by the reverse detection unit, and determines that the road at the vehicle position is a gradient at which the host vehicle moves backward. You may use. For example, a road gradient at the own vehicle position is calculated based on a speed change of the own vehicle and / or an acceleration change of the own vehicle by a vehicle speed sensor and / or an acceleration sensor, and the road at the own vehicle position is a gradient at which the own vehicle moves backward. It may be estimated whether or not.

The road gradient θ at the position of the host vehicle can be calculated using the following (Equation 1) based on the change amount dV of the speed of the host vehicle per unit time and the longitudinal acceleration sensor value Gx of the host vehicle.
θ = sin ⁻¹ [Gx−dV / g] (Equation 1)

  Here, when the road gradient threshold value θt at which the own vehicle slips down is preset in a recording means such as a memory, and the road gradient θ ≧ the road gradient threshold value θt, the road at the own vehicle position is May be estimated to be a retreating gradient. If it is estimated that the road at the own vehicle position has a gradient at which the own vehicle moves backward, it is determined at the road gradient determination step S810 that the road at the own vehicle position has a gradient at which the own vehicle moves backward.

  Note that the road gradient threshold θt may be variably set according to the road condition (for example, the road surface is wet) and the number of passengers of the host vehicle.

  Thus, even if it is not detected that the host vehicle has actually moved backward, the engine driving force control is performed by estimating that the host vehicle moves backward based on the speed change of the host vehicle and / or the acceleration change of the host vehicle. In the release step S820, the engine driving force control releasing means 720 can release the control of the engine driving force in the engine driving force control step S250.

  As described above, according to the collision avoidance device 700 and the collision avoidance method 800 according to the second embodiment of the present invention, the collision avoidance device 100 and the collision avoidance method 200 according to the first embodiment of the present invention are obtained. In addition to the effect, it is possible to avoid a downhill on a steep slope against the driver's intention to operate the accelerator.

<Third Embodiment>
Next, in the third embodiment of the present invention, when the engine driving force is controlled as shown in the first embodiment of the present invention, the engine of the host vehicle is driven with the engine driving force in consideration of the road gradient in advance. A collision avoidance device and a collision avoidance method will be described.

  FIG. 9 is a functional block diagram showing a schematic configuration of a collision avoidance device 900 according to the third embodiment of the present invention. In FIG. 9, the collision avoidance device 900 includes obstacle detection means 110, collision avoidance brake control means 120, collision avoidance determination means 130, and engine driving force control means 910. The engine driving force control means 910 includes an accelerator operation driving force acquisition means 141, an accelerator operation determination means 142, an engine driving force comparison means 144, an engine driving force setting means 145, a road gradient determination means 911, an offset An amount acquisition unit 912 and a limited driving force acquisition / correction unit 913 are included.

  In FIG. 9, the same components as those of the collision avoidance apparatus 100 according to the first embodiment of the present invention shown in FIG. In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  The collision avoidance device 900 according to this embodiment includes an engine driving force control means 910 instead of the engine driving force control means 140 of the collision avoidance device 100 according to the first embodiment of the present invention. Specifically, a road gradient determination unit 911, an offset amount acquisition unit 912, and a limited driving force acquisition / correction unit 913 are included.

  The road gradient determination unit 911 determines a road gradient at the position of the host vehicle when the collision avoidance determination unit 130 determines that a collision with an obstacle has been avoided. Specifically, for example, a road gradient at the position of the host vehicle is determined based on a change in speed of the host vehicle and / or an acceleration change of the host vehicle by a vehicle speed sensor and / or an acceleration sensor.

  The offset amount acquisition unit 912 acquires an offset amount corresponding to the road gradient determined by the road gradient determination unit 911. Here, the offset amount is an engine driving force that is set in advance by a recording unit such as a memory and does not cause the host vehicle to move backward due to a road gradient at the host vehicle position.

  The limit driving force acquisition / correction unit 913 acquires a limit driving force preset by a recording unit such as a memory, and uses the offset amount acquired by the offset amount acquisition unit 912 as the minimum guaranteed engine driving force. Add to force.

  Then, the engine driving force comparison unit 144 compares the limited driving force added with the offset amount with the accelerator operation driving force acquired by the accelerator operation driving force acquisition unit 141.

  When the engine driving force comparison unit 144 determines that the accelerator operation driving force is equal to or greater than the limiting driving force to which the offset amount is added, the engine driving force setting unit 145 determines the limiting driving force to which the offset amount is added as the engine driving force. Set as. On the other hand, the engine driving force setting unit 145 sets the accelerator operating driving force as the engine driving force when the engine driving force comparing unit 144 determines that the accelerator operating driving force is less than the limit driving force added with the offset amount. .

  As described above, the collision avoidance device 900 according to the third embodiment of the present invention, when trying to release the automatic brake control by the automatic braking system, the limited driving force to which the offset amount considering the road gradient is added in advance. Alternatively, the engine driving force of the host vehicle is controlled by setting the accelerator operation driving force.

  Next, the flow of processing will be described in detail for the collision avoidance method executed by the collision avoidance apparatus 900 according to the third embodiment of the present invention. First, the basic process flow of the collision avoidance method according to this embodiment is the same as the process flow of the collision avoidance method 200 according to the first embodiment of the present invention shown in FIG. Description is omitted.

  FIG. 10 is a flowchart showing a detailed process flow of the engine driving force control step S250 in the collision avoidance method executed by the collision avoidance apparatus 900 according to the third embodiment of the present invention. 10, the same components as those in the flowchart showing the detailed processing flow of the engine driving force control step S250 shown in FIG. 3 are denoted by the same reference numerals, and detailed description thereof is omitted.

  The engine driving force control step S250 shown in FIG. 10 differs from the engine driving force control step S250 shown in FIG. 3 in that a road gradient determination step S258 and a correction limited driving force acquisition step S259 are included. . In the present embodiment, a configuration different from the first embodiment of the present invention will be mainly described.

  Prior to the limited driving force acquisition step S253, in the road gradient determination step S258, the road gradient determination means 911 determines the road gradient at the position of the host vehicle. Specifically, for example, based on the speed change of the host vehicle and / or the acceleration change of the host vehicle by the vehicle speed sensor and / or the acceleration sensor, the road gradient θ at the host vehicle position is calculated using the above-described (Equation 1). calculate.

  A road gradient threshold value θt at which the own vehicle slips is preset in a recording means such as a memory, and when the road gradient θ ≧ the road gradient threshold value θt, the road at the own vehicle position It is determined that the gradient is a reverse gradient, and the process proceeds to the correction limited driving force acquisition step S259 (Yes in the road gradient determination step S258).

  On the other hand, when road gradient θ <road gradient threshold θt, it is determined that the road at the own vehicle position is a gradient at which the own vehicle does not move backward, and the process proceeds to the limited driving force acquisition step S253 (in the road gradient determination step S258). No). In this case, the subsequent processing is the same as the processing shown in the first embodiment of the present invention.

  In the correction limited driving force acquisition step S259, the offset amount acquisition unit 912 acquires an offset amount corresponding to the road gradient θ calculated in the road gradient determination step S258. FIG. 11 is a diagram showing the relationship between the road gradient θ and the offset amount F. As the road gradient θ increases, sufficient engine driving force is required so that the host vehicle does not move backward due to the road gradient. That is, as shown in FIG. 11, as the road gradient θ increases, the offset amount F, which is the minimum guaranteed engine driving force for preventing the vehicle from slipping down, also increases.

  The offset amount may be set as a fixed value for the offset amount Fm corresponding to the assumed maximum road gradient θm among the roads on which the vehicle travels, or the road condition (for example, the road surface is wet). ) And the number of passengers in the host vehicle may be set in detail as variable values.

  Then, the limit driving force acquisition / correction unit 913 adds the offset amount F to the limit driving force, and acquires the limit driving force to which the offset amount F is added.

  In the engine driving force comparison step S254, the engine driving force comparison means 144 obtains the limited driving force obtained by adding the offset amount acquired in the correction limited driving force acquisition step S259 and the accelerator acquired in the accelerator operation driving force acquisition step S252. Compare the operation driving force. When it is determined that the accelerator operation driving force is equal to or greater than the limiting driving force to which the offset amount is added, the process proceeds to the limiting driving force setting step S255 (Yes in engine driving force comparison step S254). On the other hand, when it is determined that the accelerator operation driving force is less than the limit driving force to which the offset amount is added, the process proceeds to accelerator operation driving force setting step S256 (No in engine driving force comparison step S254).

  FIG. 12 is a diagram showing the speed, brake braking force, and engine driving force of the host vehicle in the engine driving force control step S250 shown in FIG. In FIG. 12, time Ts and time Te are the collision avoidance brake start time and collision avoidance brake end time, as in FIG. 4, and time Tc3 is the engine driving force switching time corresponding to time Tc1 in FIG. .

  At time Te, the engine driving force is rapidly increased by the offset amount F. The increased engine driving force (offset amount F) is an engine driving force that is necessary to prevent the host vehicle from retreating due to a road gradient. Therefore, even if the engine driving force is rapidly increased, the speed of the host vehicle is rapidly increased. It will not rise. In other words, the own vehicle is prevented from sliding down on a steep slope without the vehicle starting suddenly.

  In the period from time Te to time Tc3, the engine driving force is an accelerator operation driving force (indicated by a thin solid line) that is an engine driving force by the driver's accelerator operation, and a limited driving force (one-dot chain line) obtained by adding an offset amount. Is set.

  Specifically, from time Te to time Tc3, since the accelerator operation driving force is equal to or greater than the limiting driving force to which the offset amount is added, the engine driving force comparison step S254 and the limiting driving force setting step S255 are repeated. Then, the engine of the host vehicle is driven with the limited driving force to which the offset amount is added.

  At time Tc3, the limited driving force with the offset amount added gradually increases to reach the accelerator operation driving force, and the accelerator operating driving force becomes less than the limited driving force with the offset amount added. In the accelerator operation driving force setting step S256, the engine of the host vehicle is driven with a normal engine driving force generated when the driver steps on the accelerator pedal.

  As described above, according to the collision avoidance device 900 and the collision avoidance method according to the third embodiment of the present invention, the effects obtained by the collision avoidance device 100 and the collision avoidance method 200 according to the first embodiment of the present invention. In addition, it is possible to avoid in advance a slip on a steep slope that is contrary to the driver's intention to operate the accelerator.

  In each embodiment of the present invention, the method for controlling the engine driving force has been described. However, the same effect as that described in each embodiment of the present invention can be obtained by controlling the throttle opening. .

  INDUSTRIAL APPLICABILITY The present invention is applicable to a collision avoidance device that controls the engine driving force of the host vehicle after the end of the collision avoidance, and particularly suppresses sudden start of the host vehicle while respecting the driver's intention to operate the accelerator. This is useful in some cases.

100, 700, 900 Collision avoidance device 110 Obstacle detection means 120 Collision avoidance brake control means 130 Collision avoidance determination means 140, 910 Engine drive force control means 141 Accelerator operation drive force acquisition means 142 Accelerator operation determination means 143 Limit drive force acquisition means 144 Engine driving force comparison means 145 Engine driving force setting means 710, 911 Road gradient determination means 720 Engine driving force control release means 912 Offset amount acquisition means 913 Limit driving force acquisition / correction means

Claims (11)

A collision avoidance device including a collision avoidance system that detects an obstacle around the host vehicle and avoids a collision with the obstacle,
Obstacle detection means for detecting obstacles around the vehicle;
Brake control means for controlling a brake by the collision avoidance system;
A collision avoidance determining means for determining whether or not a collision with an obstacle detected by the obstacle detecting means is avoided after controlling the brake of the host vehicle by the brake control means;
A collision avoidance device comprising: an engine driving force control unit that does not increase the engine driving force beyond a preset limit driving force when the collision avoidance determining unit determines that a collision with the obstacle has been avoided. The engine driving force control means includes
When it is determined that the collision with the obstacle is avoided by the collision avoidance determination means, including an accelerator operation determination means for determining whether or not there is an accelerator operation of the driver,
2. The collision avoidance according to claim 1, wherein when the accelerator operation determination means determines that the driver has an accelerator operation, the engine drive force is increased below the preset limit drive force. apparatus. The engine driving force control means includes
An accelerator operation driving force acquisition means for acquiring an accelerator operation driving force which is an engine driving force by the driver's accelerator operation;
Engine driving force comparing means for comparing the limited driving force with the accelerator operating driving force acquired by the accelerator operating driving force acquiring means;
When the accelerator driving force is determined to be greater than or equal to the limit driving force by the engine driving force comparing means, the limiting driving force is set as the engine driving force, and the accelerator operating driving force is set by the engine driving force comparing means. The collision avoidance device according to claim 2, further comprising engine driving force setting means for setting the accelerator operation driving force as an engine driving force when it is determined that the driving force is less than the limit driving force.   The collision avoidance device according to any one of claims 1 to 3, wherein the limited driving force rises with a predetermined gradient.   The engine driving force control means does not increase the engine driving force until a predetermined period has elapsed since the collision avoidance determining means determines that a collision with the obstacle has been avoided. 4. The collision avoidance device according to any one of 4. Road gradient determination means for determining a road gradient at the position of the host vehicle when it is determined by the collision avoidance determination means that a collision with the obstacle has been avoided;
The engine driving force control canceling unit for canceling the control of the engine driving force by the engine driving force control unit according to the road gradient determined by the road gradient determining unit is further provided. The collision avoidance device according to any one of? The vehicle further comprises reverse detection means for detecting that the host vehicle moves backward due to a road gradient at the host vehicle position when it is determined by the collision avoidance determination unit that a collision with the obstacle is avoided.
The engine driving force control canceling unit cancels control of the engine driving force by the engine driving force control unit when the reverse detection unit detects that the host vehicle has moved backward. The collision avoidance device described in 1. According to the road gradient determined by the road gradient determining means, the host vehicle moves backward due to the road gradient at the host vehicle position when the collision avoidance determining means determines that the collision with the obstacle is avoided. Further includes a backward estimation means for estimating
The engine driving force control canceling unit cancels control of the engine driving force by the engine driving force control unit when the host vehicle is estimated to reverse by the reverse estimating unit. 8. The collision avoidance device according to any one of items 7. Road gradient determination means for determining a road gradient at the position of the host vehicle when it is determined by the collision avoidance determination means that a collision with the obstacle has been avoided;
Further comprising a limiting driving force correcting means for correcting the limiting driving force based on the road gradient determined by the road gradient determining means,
The collision avoidance device according to any one of claims 1 to 4, wherein the engine driving force control means increases the engine driving force below a limit driving force corrected by the limit driving force correction means.   10. The collision according to claim 9, wherein the limiting driving force correcting unit adds an offset amount, which is an engine driving force that prevents the host vehicle from moving backward due to a road gradient at the host vehicle position, to the limiting driving force. Avoidance device. A collision avoidance method executed by a collision avoidance device including a collision avoidance system that detects an obstacle around the host vehicle and avoids a collision with the obstacle,
An obstacle detection step for detecting obstacles around the host vehicle;
A brake control step of controlling a brake by the collision avoidance system;
A collision avoidance determination step for determining whether or not a collision with an obstacle detected in the obstacle detection step is avoided after controlling the brake of the host vehicle in the brake control step;
A collision avoidance method comprising: an engine drive force control step that does not increase the engine drive force beyond a preset limit drive force when it is determined in the collision avoidance determination step that a collision with the obstacle has been avoided.

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