JP4335116B2 - Vehicle travel safety device - Google Patents

Description

  The present invention relates to a vehicle travel safety device.

Conventionally, for example, a constant speed travel control device that performs speed control so as to maintain a predetermined set speed set by a driver's switch operation is detected, and a curve existing ahead in the traveling direction of the vehicle is detected. A travel safety device that activates a safety device provided in a vehicle when the vehicle speed exceeds an appropriate speed for a curve is known (see, for example, Patent Document 1).
Japanese Patent No. 3269897

By the way, in the driving safety device according to the above-described prior art, when the safety device, particularly the speed reduction device, is operated according to the determination result as to whether or not the vehicle speed is higher than the appropriate speed, the driver does not anticipate. It is set so as to prevent the user from feeling uncomfortable with the deceleration of the vehicle. However, when entering a curve that exists in front of the traveling direction of the vehicle, for example, when the driver is predicting deceleration of the vehicle, or when the driver is willing to decelerate the vehicle, etc. There is a risk that the driver may feel deficient with respect to the deceleration action of the device.
The present invention has been made in view of the above circumstances, and traveling of a vehicle capable of appropriately operating the safety device while appropriately reflecting the driver's will when passing a curve existing forward in the traveling direction of the vehicle. It aims to provide safety devices.

In order to solve the above problems and achieve the object, the vehicle travel safety device according to the first aspect of the present invention is a storage means for storing road data (for example, the map data storage unit 23 in the embodiment). ), Own vehicle position detecting means for detecting the position of the own vehicle (for example, the current position detecting unit 21 in the embodiment), and vehicle state detecting means for detecting the vehicle state of the own vehicle (for example, in the embodiment). The gyro sensor 32 and the vehicle speed sensor 33) and the curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means (for example, the curve recognition unit in the embodiment). 61) and appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means (for example, the appropriate vehicle speed setting in the embodiment) Unit 62) and a comparison unit (for example, comparison unit 63 in the embodiment) for comparing the vehicle state detected by the vehicle state detection unit and the appropriate vehicle state set by the appropriate vehicle state setting unit. An operating means for operating a safety device provided in the own vehicle when the vehicle state of the own vehicle is not in the proper vehicle state in the comparison result by the comparing means (for example, the operating portion 64 in the embodiment); A vehicle travel safety device comprising: a will detection means for detecting a driver's will to decelerate when the safety device is activated (for example, a drive intention detection unit 65 in the embodiment), and the operation means , when the deceleration intention is detected by the intention detecting means, the control so enhance the effect of with the safety device in the distance to the curve the curve recognizing means recognizes shortens With increasing control change amount when further is characterized by increasing the control change amount due to the change rate of the lateral acceleration is increased during curve traverse.

  According to the above vehicle travel safety device, for example, when the vehicle is decelerated by the operation of the safety device, the driver's intention to decelerate, for example, the driver has operated the accelerator pedal in the step-back direction, or the driver When it is detected that the brake pedal is operated in the depression direction, the control is changed so as to enhance the action of the safety device, for example, the vehicle is further decelerated. As a result, the driver's intention to decelerate can be appropriately reflected in the operating state of the safety device, and the traveling safety of the vehicle can be improved.

  According to the vehicle travel safety device described above, when the driver's intention to decelerate is detected, the driver increases the safety device's action as the distance from the vehicle position to the curve becomes shorter. The vehicle's driving intention can be appropriately reflected to improve the traveling safety of the vehicle.

Furthermore, in the vehicle travel safety device according to the second aspect of the present invention, the actuating means shortens the time from when the safety device is actuated until the intention to decelerate is detected by the will detecting means. Accordingly, the control is changed so as to strengthen the action of the safety device.

  According to the vehicle safety device described above, the driver's willingness to decelerate to the operating state of the safety device by strengthening the action of the safety device as the time from when the safety device is activated until the deceleration intention is detected becomes shorter. Can be appropriately reflected, and the driving safety of the vehicle can be improved.

Furthermore, in the vehicle travel safety device according to the third aspect of the present invention, the intention detecting means detects the intention to decelerate by a return operation of the accelerator pedal by a driver, and the actuating means returns the accelerator pedal. The control is changed so as to increase the action of the safety device as the operation speed of the operation increases.

  According to the vehicle travel safety apparatus described above, the action of the safety device is strengthened as the operation speed of the return operation of the accelerator pedal increases, so that the driver's intention to decelerate is appropriately reflected in the operating state of the safety device. Driving safety can be improved.

Furthermore, the vehicle travel safety device according to the present invention described in claim 4 is provided with a gradient detection means (for example, the gyro sensor 32 in the embodiment also serves) for detecting the gradient of the road, The control is changed so as to increase the action of the safety device as the descending slope of the slope detected by the slope detecting means increases, and the upward slope of the slope detected by the slope detecting means increases as described above. It is characterized by changing the control so as to weaken the action of the safety device.

  According to the vehicle travel safety device described above, for example, when there is a downward slope at the current position on the road or a position before the curve in the traveling direction, it is determined that the vehicle accelerates according to the magnitude of the slope. Then, if the action of the safety device is strengthened and there is an ascending slope, it is determined that the vehicle decelerates according to the magnitude of this slope, and the action of the safety device is weakened, so that the curve existing in the traveling direction Can be more appropriately passed, and the traveling safety of the vehicle can be improved.

Furthermore, the vehicle travel safety device according to the fifth aspect of the present invention includes road surface friction coefficient detection means (for example, a road surface state detection device 54 in the embodiment) for detecting a road surface friction coefficient of the road, and the operation The means is characterized in that the control is changed so as to weaken the action of the safety device as the road surface friction coefficient detected by the road surface friction coefficient detection means decreases.

  According to the above vehicle safety device, the vehicle is excessively decelerated with respect to the detected road friction coefficient by weakening the action of the safety device as the road friction coefficient decreases due to, for example, rain or snow. Thus, the vehicle behavior can be prevented from becoming unstable.

Furthermore, the vehicle travel safety device according to the sixth aspect of the present invention includes lateral acceleration detection means (for example, the lateral acceleration calculation unit 62a in the embodiment) for detecting the lateral acceleration of the vehicle, and the operating means includes: The control is changed so as to increase the action of the safety device as the lateral acceleration detected by the lateral acceleration detecting means increases.

  According to the above-described vehicle travel safety device, it is possible to improve the travel safety when the vehicle is turning by enhancing the action of the safety device as the lateral acceleration increases.

As described above, according to the vehicle travel safety device of the present invention, the driver's intention to decelerate can be appropriately reflected in the operating state of the safety device, and the vehicle travel safety can be improved.
Furthermore, according to the vehicle travel safety device of the present invention described in claim 4 or claim 5 , the safety device can be appropriately operated according to the state of the travel path.
Furthermore, according to the vehicle travel safety device of the present invention described in claim 6 , the safety device can be appropriately operated according to the state of the vehicle at the time of turning .

  Hereinafter, a travel safety device for a vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, the vehicle travel safety device 10 according to the present embodiment, for example, transmits the driving force of the internal combustion engine 11 to a transmission (T / T) such as an automatic transmission (AT) or a continuously variable automatic transmission (CVT). M) mounted on a vehicle that transmits to the vehicle drive wheel via 12 and includes a navigation device 13, a control device 14, a safety device (not shown) having a brake actuator 15 and an alarm device (not shown). Configured.

The navigation device 13 includes, for example, a current position detection unit 21, a navigation processing unit 22, a map data storage unit 23, an input unit 24, and a display unit 25.
Further, the current position detection unit 21 corrects an error in the GPS signal using, for example, a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite or an appropriate base station, for example. A positioning signal receiving unit 31 that receives a positioning signal such as a D (Differential) GPS signal for improving positioning accuracy, and an inclination angle (for example, a longitudinal axis of the vehicle) A gyro sensor 32 that detects a tilt angle with respect to the vertical direction and a yaw angle that is a rotation angle of the center of gravity of the vehicle about the vertical axis, and a change amount of the tilt angle (for example, a yaw rate) and a vehicle speed (vehicle speed) are detected. A vehicle speed sensor 33, and the current position of the vehicle by a received positioning signal or by an autonomous navigation calculation process based on a detection signal such as a vehicle speed or a yaw rate. The position is calculated.

  The map data storage unit 23 includes a computer-readable storage medium such as a magnetic disk device such as a hard disk device or an optical disk device such as a CD-ROM, CD-R, MO, or DVD. The map data storage unit 23 stores road data such as road width data, intersection angles of multiple roads, intersection shapes and positions, and the like as map data for displaying a map on the display unit 25, for example. Yes.

For example, for the road data acquired from the map data storage unit 23, the navigation processing unit 22 performs the positioning signal and / or autonomous navigation calculation processing in the current position detection unit 21 or the vehicle current obtained from either of them. Map matching is performed based on the position information, the result of position detection is corrected, and the current position of the detected vehicle, or an appropriate input input by the operator via the input unit 24 including various switches, a keyboard, etc. The map display on the display unit 25 is controlled with respect to the position of the vehicle.
In addition, the navigation processing unit 22 performs processing such as vehicle route search and route guidance, and displays, for example, route information to the destination and various additional information along with the road data acquired from the map data storage unit 23. To the unit 25.

  The control device 14 includes a speed control unit 41, an engine control unit 42, a shift control unit 43, and a brake control unit 44. The speed control unit 41 further includes a curve recognition unit 61, an appropriate vehicle speed. The setting part 62, the comparison part 63, the action | operation part 64, and the driving intention detection part 65 are provided and comprised.

The curve recognition unit 61 acquires road data stored in the map data storage unit 23, and detects a curve existing on the road as a road shape in the traveling direction of the host vehicle based on the road data.
For example, the curve recognizing unit 61 is a node that is a basis of road data, that is, a point for grasping the road shape (for example, white circles and black circles shown in FIG. 2) and a link that connects each node (for example, FIG. 2). The shape of the curve is recognized based on the white circle and the black circle shown in FIG. Then, for example, a curve shape value including a curve diameter, a curvature and a polarity, a curve length (curve depth), a turning angle required for passing through the curve, and the like is calculated and output to the appropriate vehicle speed setting unit 62.

Based on the curve shape value recognized by the curve recognition unit 61, the appropriate vehicle speed setting unit 62 calculates the speed of the vehicle (proper speed VS) that can properly pass through this curve. Then, the appropriate vehicle speed setting unit 62 outputs data of the set appropriate speed VS to the comparison unit 63.
Here, the appropriate vehicle speed setting unit 62 includes a lateral acceleration calculation unit 62a that calculates acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing the curve. That is, first, the lateral acceleration calculation unit 62a calculates the lateral acceleration that is allowed when the curve is properly passed based on the shape of the curve recognized by the curve recognition unit 61. Next, the appropriate vehicle speed setting unit 62 calculates the speed of the vehicle that causes the vehicle to generate this lateral acceleration, and sets this speed as the appropriate speed VS.
Note that the lateral acceleration allowed for the host vehicle when passing the curve changes depending on the road surface condition, the tire condition, the loading condition, and the like. Therefore, the appropriate speed VS may be set in consideration of these factors.
In addition, when there is an ascending slope before the recognized curve shape, the appropriate speed VS is set to increase in accordance with the magnitude of the slope.

The comparison unit 63 compares the vehicle speed (current speed) VP detected by the vehicle speed sensor 33 of the current position detection unit 21 with the appropriate speed VS set by the appropriate vehicle speed setting unit 62, and compares the comparison result. Output to the operating unit 64.
The operating unit 64 controls the operation of the engine control unit 42, the shift control unit 43, and the brake control unit 44 based on the comparison result in the comparison unit 63. For example, if the current speed VP detected by the vehicle speed sensor 33 is different from the appropriate speed VS set by the appropriate vehicle speed setting section 62 in the comparison result of the comparison unit 63, for example, the detected current speed VP of the vehicle is appropriate. When the vehicle is not in the proper vehicle state, such as a state higher than the speed VS, the alarm device is activated to alert the driver or the brake actuator 15 is activated via the brake control unit 44. Automatically decelerate the vehicle.

The operating unit 64 activates the safety device including the alarm device and the brake actuator 15 from the current speed VP to the appropriate speed VS until the vehicle reaches the entrance position of the curve recognized by the curve recognition unit 61. It is set based on the time or distance required for deceleration.
For example, as shown in FIG. 2, when the vehicle A is traveling at a speed V1 (for example, speed V1> appropriate speed VS), in order to properly pass the curve C existing forward in the traveling direction, the curve C The vehicle speed is set to the appropriate speed VS at the entrance position CS.
At this time, for example, at a predetermined deceleration GS (for example, 0.2 G = 0.2 × 9.8 m / s ² ), the current speed V1 (for example, 100 km / h) to the appropriate speed VS (for example, 40 km / h). In the case of deceleration to h), the time T required for deceleration is obtained by T = (V1−VS) / GS. Then, based on this time T, the distance required for deceleration, that is, the required deceleration distance L0 is calculated, and the deceleration start position C0 (black circle C0 shown in FIG. 2) just before the required deceleration distance L0 from the entrance position CS of the curve C is calculated. Is set.

Furthermore, for example, a reaction time (for example, about 0.5 s) from when an alarm is issued to alert the driver until the driver actually reacts and depresses the brake, and after the driver depresses the brake. The reaction idling distance ΔL0 is calculated in consideration of the idling time (for example, about 0.3 s) until the brake actually starts to work. As a result, the alarm start position CW is set by the reaction idling distance ΔL0 from the deceleration start position C0 (black circle C0 shown in FIG. 2).
That is, when the vehicle A reaches the alarm start position CW set before the curve C, that is, the distance between the current position of the vehicle A and the entrance position CS of the curve C (distance Ln between deceleration target points) An alarm is issued when the required alarm distance LW is set as shown in the following formula (1).

The driving intention detection unit 65 detects the presence or absence of the driver's intention to decelerate by detecting, for example, an accelerator pedal depressing operation or a brake pedal depressing operation by the driver.
Then, when the driver's intention to decelerate is detected by the driving intention detection unit 65 during the operation of the safety device, the operating unit 64 changes the control so as to increase the action of the safety device, for example, the brake actuator 15 For operation, the deceleration GS is increased.
Here, the operating unit 64 adds the control change amount when changing the control of the safety device to, for example, the detection signal output from the vehicle speed sensor 33, and the accelerator opening degree related to the operation amount of the accelerator pedal by the driver. An accelerator opening sensor 51 for detecting, a brake pedal sensor 52 for detecting an operation amount of a brake pedal by a driver, a throttle opening sensor 53 for detecting a throttle opening, and a road surface condition (for example, a road surface friction coefficient). It is set based on each detection signal output from the road surface state detection device 54 that detects a pavement state, rainfall, snow cover state, etc.).

  The vehicle travel safety device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle travel safety device 10, in particular, processing for changing the control of the safety device will be described with reference to the accompanying drawings. To do.

First, in step S01 shown in FIG. 3, it is determined based on the map data stored in the map data storage unit 23 whether or not a curve shape exists in the traveling direction.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 02.
Next, in step S02, the current speed VP and the current position of the vehicle are acquired.
Next, in step S03, for the detected curve shape, for example, the curve shape including the minimum diameter, maximum curvature and polarity of the curve, the length of the curve (the depth of the curve), the turning angle required for passing through the curve, and the like. A value is estimated, and an appropriate speed VS at which the curve shape can be properly passed is calculated based on the estimated curve shape value.

Next, in step S04, for example, by determining whether or not the detected current speed VP is larger than the calculated appropriate speed VS, whether or not deceleration control is necessary to properly pass the detected curve shape. Determine whether.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 05.
In step S05, it is determined whether or not there is no brake pedal operation by the driver.
If the determination result in step S05 is “NO”, the series of processing ends.
On the other hand, when the determination result of step S05 is “YES”, it is determined that the driver's concentration degree with respect to the curve traveling is decreased, and the process proceeds to step S06.
In step S06, the brake actuator 15 is driven.

Next, in step S07, it is determined whether or not the brake is operating.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S08.
Then, in step S08, it is determined whether or not the release of the accelerator pedal operation by the driver or a decrease in the depression amount of the accelerator pedal is detected.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S 09.
In step S09, the brake pressure is increased and the series of processes is terminated.

  As described above, according to the vehicle travel safety device 10 according to the present embodiment, when the vehicle is decelerated by the operation of the safety device, for example, the driver's intention to decelerate, for example, the driver depresses the accelerator pedal. If the driver detects that the driver has operated the brake pedal in the depressing direction, etc., the control is changed to increase the action of the safety device, for example, by further decelerating the vehicle, It is possible to appropriately reflect the driver's intention to decelerate the operating state of the safety device, and to improve the traveling safety of the vehicle.

In the above-described embodiment, when the driver's intention to decelerate is detected by the driving intention detection unit 65 during the operation of the safety device, the control is changed to enhance the action of the safety device. At this time, as the distance from the current position of the vehicle to the curve recognized by the curve recognizing unit 61 becomes shorter, the operating unit 64 has a control change amount when changing the control so as to enhance the action of the safety device. You may set so that it may change to an increase tendency.
In the modification of the above-described embodiment, for example, as illustrated in FIG. 4, when the determination result of step S08 of the above-described embodiment illustrated in FIG. 3 is “YES”, the process proceeds to step S11.
In step S11, it is determined whether or not the current position of the vehicle is a position before the detected curve shape.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S12.
In step S12, it is determined whether or not the distance from the current position of the vehicle to the detected curve shape is less than a predetermined distance Lth.
If the determination result is “NO”, it is determined that the distance to the detected curve shape is relatively long, and the process proceeds to step S13. In step S13, the brake pressure is reduced and a series of processing is performed. finish.
On the other hand, if the determination result is “YES”, it is determined that the distance to the detected curve shape is relatively short, and the process proceeds to step S14. In step S14, the brake pressure is increased and a series of steps is performed. The process ends.

In the above-described embodiment, for example, as shown in FIG. 5, the operation unit 64 shortens the time (AP OFF reaction time) from when the safety device operates until the driver's intention to decelerate is detected. As a result, or when the intention to decelerate is detected by the driver's accelerator pedal depressing operation, the operation speed of the accelerator pedal depressing operation (AP return speed) increases, so that the function of the safety device is increased. You may set so that the control change amount (brake pressure increase amount) at the time of changing the control may be increased to increase.
Further, in the above-described embodiment, the operating unit 64 detects the gradient of the traveling road based on the detection signal of the gyro sensor 32 or the road data stored in the map data storage unit 23, for example, in FIG. As shown, the control change amount (brake pressure increase amount) when changing the control to increase the action of the safety device is set to increase as the descending slope of the detected gradient increases. However, the control change amount (brake pressure increase amount) when changing the control so as to weaken the action of the safety device is set to change in a decreasing trend as the detected uphill gradient increases. Also good.

Further, in the above-described embodiment, as shown in FIG. 7, for example, the operating unit 64 has a road road friction coefficient (road surface μ) that is small according to the pavement state, the rain state, the snow cover state, or the like of the road. As the difference between the current speed VP and the appropriate speed VS (current speed VP−appropriate speed VS) decreases, the amount of control change (brake) when the control is changed to weaken the action of the safety device The pressure increase amount may be set to change in a decreasing tendency.
Further, in the above-described embodiment, as shown in FIG. 8, for example, the operating unit 64 is a distance from the position where the driver's intention to decelerate, for example, release of the accelerator pedal operation (AP OFF) to the curve shape is detected As the motor increases, the control change amount (brake pressure increase amount) when changing the control to weaken the action of the safety device is set to decrease, and this control change amount (brake increase The rate of change in pressure (that is, the rate of decrease according to the distance of the brake pressure increase) is reduced by the road surface friction coefficient (road surface μ), depending on the pavement, rainfall, and snow cover of the road. Accordingly, it may be set to change in an increasing tendency. That is, when the control change amount (brake pressure increase amount) decreases as the distance increases, the control change amount (brake pressure increase amount) decreases more rapidly as the road surface friction coefficient (road surface μ) increases.

  Further, in the above-described embodiment, as shown in FIG. 9, for example, the operating unit 64 changes the control so that the action of the safety device is strengthened as the lateral acceleration when passing through the curve shape C1 increases. The control change amount (brake pressure increase amount) may be set to increase. At this time, for example, as shown in FIG. 10, the operation unit 64 seems to change the control change amount (brake pressure increase amount) in an increasing trend as the lateral acceleration change rate (lateral acceleration change amount) increases. Set to.

1 is a functional block diagram illustrating a configuration of a vehicle travel safety device according to an embodiment of the present invention. It is a figure which shows the action | operation timing of the alarm when a vehicle approachs a curve. It is a flowchart which shows operation | movement of the vehicle travel safety apparatus shown in FIG. It is a flowchart which shows operation | movement of the driving safety device of the vehicle which concerns on the modification of this embodiment. Control according to the time from when the safety device is activated to when the driver's intention to decelerate is detected by releasing the accelerator pedal operation (AP OFF reaction time) and the operation speed of the accelerator pedal depressing operation (AP return speed) It is a graph which shows an example of the change of change amount (brake pressure increase amount). It is a graph which shows an example of the change of the control change amount (brake pressure increase amount) according to a road gradient. It is a graph which shows an example of the change of the control change amount (brake pressure increase amount) according to the deviation (present speed VP-appropriate speed VS) of the present speed VP and the appropriate speed VS, and the road surface friction coefficient (road surface micro | micron | mu). It is a graph which shows an example of the change of the control change amount (brake pressure increase amount) according to the distance from the position where the release of the accelerator pedal operation (AP OFF) or the like is detected and the road surface friction coefficient (road surface μ). is there. It is a graph which shows an example of the change of the control change amount (brake pressure increase amount) according to the change of the lateral acceleration at the time of the curve shape C1 passage. It is a graph which shows an example of the change of the control change amount (brake pressure increase amount) according to a lateral acceleration and a lateral acceleration change amount.

Explanation of symbols

10 Vehicle Travel Safety Device 21 Current Position Detection Unit (Vehicle Position Detection Means)
23 Map data storage unit (storage means)
32 Gyro sensor (vehicle state detection means, gradient detection means)
33 Vehicle speed sensor (vehicle state detection means)
54 Road surface condition detection device (road surface friction coefficient detection means)
61 Curve recognition unit (curve recognition means)
62 Appropriate vehicle speed setting section (appropriate vehicle state setting means)
62a Lateral acceleration calculation unit (lateral acceleration detection means)
63 Comparison part (comparison means)
64 Actuating part (actuating means)
65 Driving intention detector (will detection means)

Claims (6)

Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Vehicle state detection means for detecting the vehicle state of the host vehicle;
Curve recognition means for recognizing the shape of the curve existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
Appropriate vehicle state setting means for setting an appropriate vehicle state capable of appropriately passing through the curve based on the shape of the curve recognized by the curve recognition means;
Comparison means for comparing the vehicle state detected by the vehicle state detection means with the appropriate vehicle state set by the appropriate vehicle state setting means;
A travel safety device for a vehicle comprising: an operating means for operating a safety device provided in the host vehicle when the vehicle state of the host vehicle is not in the appropriate vehicle state in the comparison result by the comparing unit;
Comprising will detection means for detecting a driver's will to decelerate when the safety device is activated;
When the intention to decelerate is detected by the will detecting means, the actuating means changes the control so that the action of the safety device is strengthened as the distance to the curve recognized by the curve recognizing means becomes shorter. A vehicle travel safety device characterized by increasing the amount of control change when the vehicle moves and increasing the rate of change of lateral acceleration when passing a curve . The actuating means changes control so as to increase the action of the safety device as the time from when the safety device is actuated until the will detection means detects a deceleration intention is shortened. The vehicle travel safety device according to claim 1. The will detection means detects the will of deceleration by a return operation of an accelerator pedal by a driver,
2. The vehicle travel safety device according to claim 1, wherein the operation unit changes the control so that the operation of the safety device is strengthened as an operation speed of a return operation of the accelerator pedal increases . Equipped with a slope detection means for detecting the slope of the road,
The operating means is
The control is changed so that the action of the safety device is strengthened as the descending slope of the slope detected by the slope detection means increases.
2. The vehicle travel safety device according to claim 1, wherein the control is changed so as to weaken an action of the safety device as an upward gradient of the gradient detected by the gradient detection unit increases . Provided with a road surface friction coefficient detection means for detecting a road surface friction coefficient,
2. The vehicle according to claim 1, wherein the operation unit changes control so as to weaken an action of the safety device as a road surface friction coefficient detected by the road surface friction coefficient detection unit decreases . Travel safety device. A lateral acceleration detecting means for detecting the lateral acceleration of the vehicle;
2. The vehicle travel safety according to claim 1, wherein the actuating unit changes the control so as to increase the action of the safety device as the lateral acceleration detected by the lateral acceleration detecting unit increases. apparatus.

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