JP5269685B2 - Vehicle collision avoidance device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid the occurrence of collision due to acceleration of a vehicle by generating a reaction force corresponding to a driver's way of depressing an accelerator pedal during acceleration of the vehicle so that the driver recognizes the possibility of collision between the vehicle and an object even with a small reaction force. <P>SOLUTION: The collision avoiding device 10 includes: a collision possibility determination section 40 for determining the possibility of collision between a vehicle and another vehicle; a reaction force application section 24 for applying a reaction force on an accelerator pedal 12; and a reaction force control section 42 for increasing the reaction force when the collision possibility determination section 40 detects that the possibility of collision is high, and the depression speed of the accelerator pedal 12 depressed by a driver becomes a speed threshold value or more during acceleration of the vehicle and subsequently becomes a speed threshold value or less. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a collision avoidance device that applies a reaction force to an accelerator pedal that a driver steps on to cause the driver to recognize the possibility of a collision between the host vehicle and an object, thereby avoiding the collision.

  Conventionally, by applying a reaction force to the accelerator pedal (a force in a direction to return the accelerator pedal to the initial position), the driver who is depressing the accelerator pedal recognizes the possibility of a collision between the vehicle and the object ( Perceived technology is known.

  In Patent Document 1, the reaction force applied to the accelerator pedal is continuously increased according to the risk level of the host vehicle or the vicinity of the host vehicle (the approach of the host vehicle to the preceding vehicle), and reaches a certain risk level. However, when it is determined that the driver does not intend to avoid a collision such as a lane change, the possibility of a collision between the host vehicle and the preceding vehicle is given to the driver by increasing the reaction force discontinuously. It has been proposed to be recognized.

Japanese Patent No. 3838166

  However, the driver can recognize the change in the reaction force applied to the accelerator pedal only when the amount of depression of the accelerator pedal by the driver is constant.

  For example, at the intersection where a priority road and a non-priority road intersect, when the host vehicle enters the priority road from the non-priority road where there is a temporary stop sign (“stop” sign), the driver If the host vehicle in a stopped state starts, the possibility of a collision between the moving object (another vehicle) traveling on the priority road and the host vehicle increases. However, if a reaction force is applied to the accelerator pedal while the driver is stepping on the accelerator pedal, the driver cannot perceive the applied reaction force, and the vehicle and the moving object are not perceived. The possibility of a collision may not be recognized.

  Therefore, in response to the depression of the accelerator pedal by the driver, if the throttle valve is not opened by drive-by-wire, or if the throttle valve is controlled to open slowly, the operation Even if a person steps on the accelerator pedal, the start of the own vehicle is suppressed, so that it is considered that a collision between the own vehicle and the moving object can be recognized.

  However, if the host vehicle does not start even if the accelerator pedal is depressed, or it is difficult to start, the driver may feel a great sense of incongruity and may more strongly depress the accelerator pedal reflectively. . In this case, since the possibility of a collision between the host vehicle and the moving object is further increased by the strong depression of the accelerator pedal by the driver, it is necessary to apply a larger reaction force to the accelerator pedal. As a result, the cost for applying the reaction force and the weight of the apparatus increase.

  The present invention has been made in consideration of such problems, and generates the reaction force in accordance with the way the driver depresses the accelerator pedal when the host vehicle starts, so that the host vehicle can be used even with a small reaction force. It is an object of the present invention to provide a collision avoidance device that makes it possible for the driver to recognize the possibility of a collision between a vehicle and an object and to avoid the occurrence of the collision caused by the start of the host vehicle.

A vehicle collision avoidance device according to the present invention includes:
A collision possibility judging means for judging the possibility of collision between the own vehicle and an object;
Reaction force applying means for applying a reaction force to the accelerator pedal;
When the collision possibility determination means detects that the possibility of the collision is high, when the host vehicle starts, the depression speed of the accelerator pedal by the driver becomes equal to or higher than a speed threshold, and then the speed threshold Reaction force control means for increasing the reaction force when decelerated below,
It is characterized by having.

  According to this invention, when it is detected that the possibility of the collision is high, when the host vehicle starts, the depression speed of the accelerator pedal by the driver becomes equal to or higher than the speed threshold, and then the speed When the vehicle decelerates below a threshold value, the reaction force is increased. Therefore, even if a small reaction force is applied to the accelerator pedal, the driver can recognize the possibility of a collision between the host vehicle and the object. Thus, the occurrence of the collision caused by the start of the host vehicle can be avoided.

  As described above, since the driver's cognition for the possibility of the collision is increased, the reaction force applying means for applying the reaction force to the accelerator pedal can be reduced in size and weight. Thus, it is possible to reduce the size, weight, and cost of the entire collision avoidance device including the reaction force applying unit.

  The collision avoidance device may further include a throttle valve that maintains an opening degree of the throttle valve at an opening degree for maintaining idling of the host vehicle when an amount of depression of the accelerator pedal by the driver is equal to or less than a depression threshold value. Control means is further provided.

  As a result, sudden start of the host vehicle in a situation where there is a possibility of the collision is reliably prevented, and the driver performs a collision avoidance operation such as stepping on the brake by recognizing the reaction force. Since there is a sufficient margin, the occurrence of the collision can be avoided.

  Further, when the host vehicle enters the intersection and tries to pass through the intersection, when the object is approaching the intersection, the driver depresses the accelerator pedal to a depression amount equal to or greater than the depression threshold. If you step in deeply, the opening of the throttle valve will deviate from the opening when maintaining idling. Therefore, before the object reaches the intersection, the passing of the host vehicle at the intersection is completed. It is also possible.

  According to the present invention, when it is detected that the possibility of a collision is high, when the host vehicle starts, the accelerator pedal depressing speed becomes equal to or higher than the speed threshold, and then decelerates to the speed threshold or lower. Sometimes, the reaction force is increased, so that even if a small reaction force is applied to the accelerator pedal, it is possible for the driver to recognize the possibility of a collision between the host vehicle and the object. The occurrence of the resulting collision can be avoided.

  Thus, since the driver's cognition for the possibility of the collision is increased, the reaction force applying means for applying the reaction force to the accelerator pedal can be reduced in size and weight, and as a result, The entire collision avoidance device including the reaction force applying means can be reduced in size, weight, and cost.

1 is a block diagram of a vehicle collision avoidance device according to an embodiment of the present invention. It is a scanning range explanatory drawing of the radar beam of the up-and-down direction with respect to the front of the own vehicle. It is a scanning range explanatory drawing of the horizontal radar beam with respect to the front side of the own vehicle. It is explanatory drawing of the cross road direction view with respect to the front of the own vehicle detected by a radar, a side, and the upper direction. It is explanatory drawing which shows approach to the intersection of the own vehicle. It is a flowchart for demonstrating operation | movement of the collision avoidance apparatus of FIG. It is a flowchart which shows the detail of step S7 of FIG. It is a flowchart which shows the detail of step S8 of FIG. FIG. 9A is a time chart showing the time change of the depression amount of the accelerator pedal, FIG. 9B is a time chart showing the time change of the depression speed of the accelerator pedal, and FIG. 9C is a graph showing the change from the reaction force applying unit to the accelerator pedal. It is a time chart which shows the time change of the reaction force given. It is a map for calculating | requiring the opening degree of the throttle valve according to the depression amount of the accelerator pedal stored in the throttle valve control part.

  Embodiments of the present invention will be described below with reference to the drawings.

  First, the configuration of a vehicle collision avoidance apparatus 10 according to an embodiment of the present invention will be described with reference to the block diagram of FIG.

  The collision avoidance device 10 is mounted on a vehicle such as a four-wheeled vehicle (the own vehicle 26 in FIG. 2), and basically includes an accelerator pedal 12, an operation amount sensor 14, a vehicle speed sensor 16, a radar 18, a navigation system 20, A force applying unit 24 and an ECU (electronic control unit) 22 are provided. The ECU 22 includes a collision possibility determination unit 40, a reaction force control unit 42, and a throttle valve control unit 44. Furthermore, the navigation system 20 includes a specific intersection detection unit 46.

  The operation amount sensor 14 detects an operation amount (depression angle) θ [°] from the original position (a position where the accelerator pedal 12 is not depressed) with a potentiometer or the like, and outputs it to the ECU 22. The vehicle speed sensor 16 measures the vehicle speed V [km / h] of the host vehicle 26 and outputs it to the ECU 22. The predetermined position of the accelerator pedal 12 when the original position is 0 [%] and the position at which the driver 28 steps deepest is 100 [%] is the depression amount An [%].

  The radar 18 is attached to a front grill part or a bumper part of the host vehicle 26 as shown in a side view of the host vehicle 26 in FIG. 2 and a plan view of the host vehicle 26 in FIG. In addition, while scanning the radar beam in the vertical direction with respect to the front of the host vehicle 26 in the scanning range 48 of about ± 10 [°], the radar beam is scanned in the horizontal direction with respect to the front side of the host vehicle 26 as shown by the arrows in FIG. The three-dimensional scanning is performed in a scanning range 50 of 180 [°].

  In FIG. 1, the ECU 22 uses a reflected wave of the radar beam detected by the radar 18, as shown in FIG. 4, a radius D [m] forward, side and upward of the host vehicle 26, normally D = 5 [m]. In this embodiment, there is a possibility that an object existing in the cross road direction view 52 represented by a solid of a part of a sphere of D = 8 [m] collides with the host vehicle 26 in this embodiment. Recognize as an object. That is, in this embodiment, the distance of the radius D indicating the outline of the hatching area in front, side, and upper side of the host vehicle 26 in FIGS. 2, 3, and 4 is defined as the threshold distance Dth in the crossing road direction, When the ECU 22 detects an object (moving object such as another vehicle 58 or a person) within the threshold distance Dth through the radar 18, the ECU 22 recognizes that the moving object may collide with the own vehicle 26, and the moving object Dx is determined to be shorter than the threshold distance Dth.

  In this embodiment, an external sensor is configured by the interaction between the ECU 22 and the radar 18, but the external sensor may use a radar 18 using radio waves or a radar using infrared rays or ultrasonic waves. it can. Similarly, the ECU 22 can also be configured to analyze an image of a 180 [°] fisheye lens attached to the front grill part or bumper part of the vehicle 26. For example, by correcting distortion of an image acquired using a fisheye lens and detecting a straight line, it is determined whether or not the intersection road is overlooked. If it is determined that this is not the case, the moving object described above within the distance Dx May be present.

  In FIG. 1, the navigation system 20 can detect the position of the host vehicle 26 on the map using GPS (Global Positioning System), and as shown in FIG. The distance (referred to as the pre-entry distance or the remaining distance) is detected to enter the specific intersection 30 and transmitted to the ECU 22.

  In this case, in the navigation system 20, the priority road 34 intersects with the own vehicle 26 from the non-priority road 32 (including roads with a stop sign such as “stop” or stop line 33 and roads with a yellow blinking signal). It functions as a specific intersection detection unit 46 that detects whether or not it is located at a position to enter the intersection (which is an intersection that requires a start or slow approach after a temporary stop and is also referred to as a specific intersection hereinafter) 30.

  FIG. 5 shows a state in which the host vehicle 26 tries to enter the specific intersection 30 described above in order to proceed from the narrow non-priority road 32 provided with the stop line 33 to the wide priority road 34.

  In this case, the host vehicle 26 enters the specific intersection 30 at a slow start or a slow speed (a speed at which the vehicle can stop immediately during driving) after a temporary stop. That is, the specific intersection 30 where the priority road 34 exists ahead is an intersection that requires a start or slow approach after a temporary stop.

  As described above, whether or not the specific intersection 30 requires a start or a slow approach after the temporary stop is determined by the navigation system 20 and transmitted to the ECU 22.

  Note that the intention of the vehicle 26 to enter the specific intersection 30 that needs to start after a temporary stop or approach slowly is that the vehicle 26 is stopped or traveling (actually, the vehicle is traveling slowly) When the distance from the tip position, in this case, the radar 18 mounting position (for example, the front grill position) to the specific intersection 30 is shorter than the threshold approach distance, the host vehicle 26 (driver 28) The ECU 22 estimates that the vehicle has intention to enter the specific intersection 30.

  In FIG. 1, the ECU 22 reads out and executes a program stored in a memory (not shown), thereby controlling the engine and the like, the collision possibility determination unit 40, the reaction force control unit 42, and the throttle valve control unit 44. Realize the function.

  The collision possibility determination unit 40 includes information on a moving object (another vehicle 58 in FIG. 5) present in the cross road direction view 52 detected by the radar 18 and the specific intersection 30 detected by the specific intersection detection unit 46. The possibility of a collision between the host vehicle 26 and the other vehicle 58 is determined based on the information regarding the approach of the host vehicle 26 to the vehicle. Specifically, when the other vehicle 58 is approaching the host vehicle 26 entering the specific intersection 30, the collision possibility determination unit 40 has a high possibility of a collision between the host vehicle 26 and the other vehicle 58. Detect that.

  The reaction force control unit 42 outputs a control signal Sr corresponding to the reaction force Fr applied to the accelerator pedal 12 to the reaction force applying unit 24. The reaction force applying unit 24 includes a torque motor (not shown) connected to the accelerator pedal 12 and applies a reaction force Fr [N] corresponding to the control signal Sr from the reaction force control unit 42 to the accelerator pedal 12. Thereby, in addition to the original position return force (force to return to the original position) of the accelerator pedal 12 itself by a spring or the like, a reaction force Fr from the reaction force applying unit 24 is added to the accelerator pedal 12.

  The reaction force control unit 42 is a case where the collision possibility determination unit 40 detects that there is a high possibility of a collision between the host vehicle 26 and the other vehicle 58, and the driver 28 When the depressing speed Vap [% / s] of the accelerator pedal 12 by time (time change of the depressing amount An of the accelerator pedal 12) becomes equal to or higher than a predetermined speed threshold Vst and then decelerates to the speed threshold Vst or lower, the reaction force Fr A new control signal Sr is output for increasing. Accordingly, the reaction force applying unit 24 increases the reaction force Fr applied to the accelerator pedal 12 based on the new control signal Sr (increase from Fa to Fb as shown in FIG. 9C).

  The throttle valve control unit 44 normally controls the opening degree TH of the throttle valve 36 according to the depression amount An of the accelerator pedal 12, but when the possibility of the collision increases, the throttle valve control unit 44 follows the map shown in FIG. The opening TH is controlled. The control of the opening degree TH using the map of FIG. 10 will be described later.

  Next, the operation of the collision avoidance device 10 configured as described above will be described with reference to FIGS.

  Here, at the specific intersection 30, when the host vehicle 26 enters the priority road 34 from the non-priority road 32, the driver 28 depresses the accelerator pedal 12 to start the host vehicle 26, thereby driving on the priority road 34. The collision avoidance operation of the collision avoidance device 10 when the possibility of a collision between the other vehicle 58 and the host vehicle 26 increases will be described.

  6 to 8 are flowcharts showing the collision avoidance operation of the collision avoidance device 10, FIG. 9A is a time chart showing the time change of the depression amount An of the accelerator pedal 12 by the driver 28, and FIG. FIG. 9C is a time chart showing the time change of the reaction force Fr applied to the accelerator pedal 12 from the reaction force applying unit 24. FIG. 9C is a time chart showing the time change of the depression speed Vap of the accelerator pedal 12. FIG. 10 is a map for obtaining the opening degree TH of the throttle valve 36 corresponding to the depression amount An stored in the throttle valve control unit 44.

  The collision avoidance device 10 detects the other vehicle 58 by the radar 18 and the vehicle speed V by the vehicle speed sensor 16 at a predetermined time interval (time interval between two adjacent black circles in each time chart of FIGS. 9A to 9C). And the operation amount θ by the operation amount sensor 14 is detected. Therefore, as shown in FIGS. 9A to 9C, the depression amount An and the depression speed Vap are detected at predetermined time intervals, and the value of the reaction force Fr applied from the reaction force applying unit 24 to the accelerator pedal 12 is predetermined. It changes every time interval. Therefore, the flowcharts of FIGS. 6 to 8 are repeatedly executed at the predetermined time intervals.

  Here, FIG. 9A to FIG. 9C will be described. From time t0 to time t1, it is a time zone in which the driver 28 confirms the front (priority road 34). Further, when the driver 28 starts depressing the accelerator pedal 12 so that the host vehicle 26 enters the priority road 34 from the non-priority road 32 at time t1, the depression speed Vap exceeds a predetermined speed threshold Vst at time t2. In the time period from time t1 to time t3, when the driver 28 depresses the accelerator pedal 12 greatly, the stepping amount An and the stepping speed Vap increase rapidly with the passage of time, and then the driver 28 pays attention to the front. On the other hand, by operating the accelerator pedal 12 in order to allow the host vehicle 26 to enter the specific intersection 30, the stepping amount An gradually increases with time and reaches the stepping threshold As at time t3. The stepping-on speed Vap decreases with time, and decreases to a speed threshold value Vst or less at time t3. The reaction force Fr applied from the reaction force applying unit 24 to the accelerator pedal 12 is maintained at the reaction force Fa from time t0 to immediately before time t3.

  First, in step S <b> 1 of FIG. 6, the collision avoidance device 10 searches the cross road direction view 52 (see FIG. 4) by the radar 18 to detect the presence of the other vehicle 58.

  In step S <b> 2, the collision possibility determination unit 40 calculates the course of the other vehicle 58 detected by the radar 18, and whether the other vehicle 58 is traveling toward the host vehicle 26 about to enter the priority road 34. Determine whether or not.

  If the other vehicle 58 is traveling toward the host vehicle 26 in step S2, the collision possibility determination unit 40 collides the host vehicle 26 and the other vehicle 58 that are about to enter the specific intersection 30 in step S3. The depression amount Ad of the accelerator pedal 12 by the driver 28 at the time is calculated.

  In step S4, the operation amount sensor 14 detects the operation amount θ of the accelerator pedal 12 by the driver 28 and outputs it to the ECU 22, and the collision possibility determination unit 40 determines the current operation amount θ from the detected operation amount θ (current time). (A) The depression amount An of the accelerator pedal 12 by the driver 28 is calculated (detected).

  In step S5, the collision possibility determination unit 40 calculates (detects) the depression speed Vap of the accelerator pedal 12 by the driver 28 based on the calculated depression amount An. The stepping speed Vap can be obtained, for example, by dividing the difference between the stepping amount An detected last time and the stepping amount An detected this time by the above time interval.

  In step S <b> 6, the collision possibility determination unit 40 compares the depression amount Ad at the time of collision with the current depression amount An and determines whether An ≧ Ad.

  If An <Ad (step S6: NO), the collision possibility determination unit 40 determines that there is no possibility that the host vehicle 26 and the other vehicle 58 will collide this time, and FIG. 6 to FIG. The process ends.

  On the other hand, if An ≧ Ad (step S6: YES), the collision possibility determination unit 40 determines that the possibility that the host vehicle 26 and the other vehicle 58 collide has increased this time, and the process of step S7. The reaction force application determination process and the opening degree control process of the throttle valve 36 in step S8 are sequentially executed.

  In the reaction force application determination process of step S7, as shown in FIG. 7, the collision possibility determination unit 40 compares the depression speed Vap with a predetermined speed threshold value Vst (see FIG. 9B) in step S71, and Vap It is determined whether or not ≧ Vst.

  When Vap ≧ Vst is satisfied (step S71: YES), in step S72, the collision possibility determination unit 40 determines to hold the current reaction force Fr. In this case, the collision possibility determination unit 40 may control the reaction force control unit 42 to output the control signal Sr having the same content as the previous time to the reaction force application unit 24, or alternatively, the reaction force Control for the applying unit 24 is not particularly performed, and the control signal Sr output last time may be continuously output to the reaction force applying unit 24.

  On the other hand, when Vap <Vst (step S71: NO), in step S73, the collision possibility determination unit 40 determines whether or not there has been determined that Vap ≧ Vst for the stepping speed Vap detected before the previous time. judge.

  If there is no stepping speed Vap determined as Vap ≧ Vst before the previous time (step S73: NO), the collision possibility determination unit 40 performs the process of step S72.

  On the other hand, if there is a stepping speed Vap that has been determined as Vap ≧ Vst before the previous time (step S73: YES), in the next step S74, the collision possibility determination unit 40 Vap ≦ Vst for the stepping speed Vap detected this time. It is determined whether or not.

  If Vap ≦ Vst (step S74: YES), in step S75, the collision possibility determination unit 40 is more likely to collide with the host vehicle 26 and the other vehicle 58. In order to recognize the possibility, a command for increasing the reaction force Fr from the currently set Fa to Fb (Fa <Fb) is output to the reaction force control unit 42. Thereby, the reaction force control unit 42 outputs a new control signal Sr corresponding to the reaction force Fb to the reaction force applying unit 24 according to the input of the command, and the reaction force applying unit 24 outputs the new control signal Sr. A corresponding reaction force Fb is applied to the accelerator pedal 12.

  As a result, the reaction force Fr applied from the reaction force applying unit 24 to the accelerator pedal 12 increases from Fa to Fb, so that the driver 28 is more likely to collide with the host vehicle 26 and the other vehicle 58. It is possible to perceive (recognize) that there is a collision and to perform an operation for avoiding a collision such as a brake operation.

  On the other hand, if Vap> Vst (step S74: NO), the collision possibility determination unit 40 performs the process of step S72.

  Accordingly, the relationship between the reaction force application determination process shown in FIG. 7 and the time charts of FIGS. 9A to 9C will be described in association with each other. First, in the time zone from time t0 to t1, step S71 → step S73 → step S72. The reaction force Fa continues to be applied from the reaction force applying unit 24 to the accelerator pedal 12.

  Further, in the time zone immediately before time t2 to time t3, the flow is step S71 → step S72, or the flow is step S71 → step S73 → step S74 → step S72. The reaction force Fa is continuously applied from the portion 24 to the accelerator pedal 12.

  Furthermore, in the time zone immediately before time t3 to time t4, the flow is step S71 → step S73 → step S74 → step S75, and therefore the reaction force Fr applied from the reaction force applying unit 24 to the accelerator pedal 12 is from Fa. Either Fb increases rapidly or Fb continues to be applied.

  Furthermore, in the time zone after time t4, the flow proceeds from step S71 to step S72, and thus the reaction force Fb is continuously applied from the reaction force applying unit 24 to the accelerator pedal 12.

  Next, the opening degree control process of the throttle valve 36 in step S8 will be described with reference to FIGS.

  In step S81 in FIG. 8, the throttle valve control unit 44 compares the depression amount An with the depression threshold value Ast, and determines whether An ≧ Ast.

  When An <Ast is satisfied (step S81: NO), the throttle valve control unit 44 determines that the host vehicle 26 and the other vehicle 58 are in the normal opening degree TH of the throttle valve 36 (characteristic of the one-dot chain line in FIG. 10). Since the possibility of collision increases, the opening degree TH of the throttle valve 36 is controlled so as to be the opening degree TH1 when idling is maintained.

  On the other hand, if An ≧ Ast (step S81: YES), the throttle valve control unit 44 determines whether or not the depression amount An is within the range of As ≦ An ≦ Afree in step S83.

  When Ast ≦ An ≦ Afree (step S83: YES), the throttle valve control unit 44 determines that the opening TH is TH1 in step S84 according to the characteristics of the thick line in the range from Ast to Free in the map of FIG. And the throttle valve 36 are controlled so as to be a predetermined opening degree between TH2 and TH2.

  On the other hand, if As ≦ An ≦ Afree, but An> Afree (step S83: NO), the throttle valve control unit 44, in step S85, determines the opening degree TH (TH2 in FIG. 10) according to the normal control. The throttle valve 36 is controlled so as to achieve the above opening degree.

  As described above, according to the vehicle collision avoidance apparatus 10 according to this embodiment, when the possibility of a collision is detected, the accelerator pedal 12 by the driver 28 when the host vehicle 26 starts. Since the reaction force Fr is increased from Fa to Fb when the stepping speed Vap of the vehicle becomes equal to or higher than the speed threshold Vst and then decelerates to the speed threshold Vst or less, even if a small reaction force Fr (Fb) is applied to the accelerator pedal 12 The driver 28 can recognize the possibility of a collision between the host vehicle 26 and the other vehicle 58, and the occurrence of the collision due to the start of the host vehicle 26 can be avoided.

  As described above, since the driver 28 is highly aware of the possibility of the collision, the reaction force applying unit 24 that applies the reaction force Fr to the accelerator pedal 12 can be reduced in size and weight. In addition, the entire collision avoidance device 10 including the reaction force applying unit 24 can be reduced in size, weight, and cost.

  Further, when the depression amount An of the accelerator pedal 12 by the driver 28 is equal to or smaller than the depression threshold value Ast, the opening degree TH of the throttle valve 36 is maintained at the opening degree TH1 when maintaining the idling of the host vehicle 26. A sudden start of the host vehicle 26 in a situation where there is a possibility of a collision is surely prevented, and a time margin for performing a collision avoidance operation such as the driver 28 recognizing the reaction force Fr and stepping on a brake is generated. Therefore, the occurrence of the collision can be avoided.

  Further, when the host vehicle 26 enters the specific intersection 30 and tries to pass through the specific intersection 30, the driver 28 steps on the step threshold value As or more when the other vehicle 58 is approaching the specific intersection 30. If the accelerator pedal 12 is deeply depressed to the amount An, the opening degree of the throttle valve 36 will deviate from the opening degree TH1 when maintaining idling. Therefore, before the other vehicle 58 reaches the specific intersection 30, the specific position is determined. It is also possible to complete the passage of the host vehicle 26 at the intersection 30.

  Of course, the present invention is not limited to the above-described embodiment, and may employ various configurations.

DESCRIPTION OF SYMBOLS 10 ... Collision avoidance device 12 ... Accelerator pedal 14 ... Operation amount sensor 16 ... Vehicle speed sensor 18 ... Radar 20 ... Navigation system 22 ... ECU 24 ... Reaction force giving part 26 ... Own vehicle 28 ... Driver 30 ... Specific intersection 32 ... Non-priority Road 34 ... Priority road 36 ... Throttle valve 40 ... Collision possibility determination unit 42 ... Reaction force control unit 44 ... Throttle valve control unit 46 ... Specific intersection detection unit 48, 50 ... Scanning range 52 ... Cross road direction view 58 ... Other vehicle

Claims (2)

A collision possibility judging means for judging the possibility of collision between the own vehicle and an object;
Reaction force applying means for applying a reaction force to the accelerator pedal;
When the collision possibility determination means detects that the possibility of the collision is high, when the host vehicle starts, the depression speed of the accelerator pedal by the driver becomes equal to or higher than a speed threshold, and then the speed threshold Reaction force control means for increasing the reaction force when decelerated below,
A vehicle collision avoidance device comprising: The apparatus of claim 1.
When the amount of depression of the accelerator pedal by the driver is less than or equal to a depression threshold value, throttle valve control means is further provided for maintaining the opening of the throttle valve at the opening when maintaining the idling of the host vehicle. A vehicle collision avoidance device.

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