Conflict avoidance device

Abstract

This invention provides a collision avoidance device suitable for retrofitting to rail-road vehicles. [Solution] A collision avoidance device for a vehicle 10 capable of traveling on roads and tracks by switching between wheels 140 and 150, comprising: a camera 210 installed inside the vehicle that detects objects in the direction of travel of the vehicle 10; a radar device 220 installed inside the vehicle that detects objects in the direction of travel of the vehicle 10; an actuator 30 capable of operating a brake pedal 101; and a control device 400 that determines a final risk level from the risk level based on the information from the camera 210 and the risk level based on the information from the radar device 220, and controls the actuator 30 to stroke the brake pedal 101 based on that final risk level. When traveling on a track, the detection area of ​​the camera 210 and the radar device 220 is limited to the inside of the right and left tracks and a predetermined distance in the direction of travel of the vehicle 10.

Description

Technical Field

[0001] This invention relates to a collision avoidance device.

Background Art

[0002] In Japan, new cars that will undergo a full model change after November 2021 are obligated to be equipped with automatic brakes (collision damage mitigation brakes). For this reason, the development of automatic brake systems (collision damage mitigation brake systems) has been active (see Patent Document 1).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] For vehicles in use, such an obligation is not imposed. However, since automatic brakes (collision damage mitigation brakes) are very useful for preventing accidents, there is a desire to retrofit them even for vehicles in use. In particular, there have been many requests for retrofitting vehicles (rail-road vehicles) that are used for construction or work on railways, etc., and can run on tracks and roads.

[0005] This invention has been made by focusing on such conventional problems. The object of the present invention is to provide a collision avoidance device suitable for retrofitting on rail-road vehicles.

Means for Solving the Problems

[0006] The present invention solves the above-mentioned problems by the following means. For ease of understanding, reference numerals corresponding to embodiments of the present invention are enclosed in parentheses, but the invention is not limited thereto. Furthermore, the configurations described with reference numerals may be replaced or improved as appropriate.

[0007] The first aspect is, A collision avoidance device for a vehicle (10) that can travel on roads and tracks by switching between wheels (140, 150), A camera (210) installed inside the vehicle detects objects in the direction of travel of the vehicle (10), A radar device (220) installed inside the vehicle detects objects in the direction of travel of the vehicle (10), An actuator (30) capable of operating the brake pedal (101), A control device (400) determines the final risk level from the risk level based on the information from the camera (210) and the risk level based on the information from the radar device (220), and controls the actuator (30) to stroke the brake pedal (101) based on that final risk level, Equipped with, During track travel, the detection areas of the camera (210) and the radar device (220) are limited to the inside of the right and left tracks and a predetermined distance in the direction of travel of the vehicle (10). It is a collision avoidance device.

[0008] The second embodiment is a collision avoidance device of the first embodiment, The predetermined distance in the direction of travel of the vehicle (10) is 28m from the end face of the vehicle (10) in the direction of travel. It is a collision avoidance device.

[0009] A third aspect is a collision avoidance device according to the first or second aspect, A reverse-movement detection camera (210) is installed inside the vehicle and detects an object when the vehicle (10) moves in the opposite direction to the direction detected by the aforementioned camera (210), A reverse-movement detection radar device (220) is installed inside the vehicle and detects an object when the vehicle (10) is moving in the opposite direction to the direction detected by the radar device (220), Furthermore, Depending on the direction of travel of the vehicle (10), the camera (210) and radar device (220) to be used are switched. It is a collision avoidance device.

[0010] A fourth aspect is a collision avoidance device according to the first or second aspect, During track travel, if the difference between the risk level based on the information from the camera (210) and the risk level based on the information from the radar device (220) exceeds an acceptable range, the weight of the risk level based on the information from the camera (210) is increased to determine the final risk level. It is a collision avoidance device.

[0011] The fifth aspect is the collision avoidance device of the fourth aspect, Even if the difference between the risk level based on the information from the camera (210) and the risk level based on the information from the radar device (220) exceeds an acceptable range, if the sensitivity of the camera (210) is poor, the weight of the risk level based on the information from the camera (210) is reduced to determine the final risk level. It is a collision avoidance device.

[0012] The sixth aspect is the collision avoidance device of the fifth aspect, Whether the camera (210) has poor sensitivity is determined by whether it can clearly detect tracks of a fixed size in a uniform location at a predetermined distance determined based on the distance between two tracks detected by the camera (210) in the direction of travel of the vehicle (10). It is a collision avoidance device. [Effects of the Invention]

[0013] According to this embodiment, it can be suitably retrofitted and mounted on a rail-road vehicle. [Brief explanation of the drawing]

[0014] [Figure 1] FIG. 1 is a view showing a state in which a collision avoidance device is retrofitted and mounted on a rail vehicle during use. [Figure 2] FIG. 2 is a view showing a brake mechanism of a brake system mounted on the rail vehicle 10. [Figure 3] FIG. 3 is a front view of the actuator 30. [Figure 4] FIG. 4 is a side sectional view of the actuator 30. [Figure 5] FIG. 5 is a view showing a brake pedal 101 stroked by the operation of the actuator 30. [Figure 6] FIG. 6 is a flowchart showing a method for calculating the degree of danger in the track running mode.

DETAILED DESCRIPTION OF THE INVENTION

[0015] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.

[0016] FIG. 1 is a view showing a state in which a collision avoidance device is retrofitted and mounted on a rail vehicle during use. Note that FIG. 1 shows a state in which the iron wheels 150 that were stored during road running are taken out.

[0017] There is known a vehicle (rail vehicle 10) that travels on the road with the tires 140 to reach the work site, and at the work site, the stored iron wheels 150 are taken out and the vehicle travels on the track with the iron wheels 150 and is used for maintenance of the track and the like. Such a rail vehicle 10 is also driven in the same manner as an ordinary automobile. That is, the driver steps on the accelerator pedal to start and accelerate, and steps on the brake pedal 101, so that hydraulic pressure acts on the brake unit 120 to suppress the rotation of the tires 140 or the iron wheels 150, and decelerate and stop. There is a desire to retrofit and mount an automatic brake (collision avoidance device) on such a rail vehicle 10.

[0018] One possible method for installing actuators in vehicles in use is to attach a pressure booster to the brake's hydraulic circuit to activate the braking force. However, installing this on a vehicle in use would result in significant variations in operation and the possibility of problems such as oil leaks, making it an undesirable method. Furthermore, while it is easy to add a pressurizing device to a vehicle's brake hydraulic circuit and to modify each vehicle accordingly, if the brake circuit is modified, there is a possibility that the normal brakes may not function if problems such as oil leaks occur. Therefore, as a collision avoidance device for vehicles in use, it is desirable that the brakes be activated by a control device that responds to information from an environmental monitoring equipment unit, without making any modifications to the vehicle's braking system.

[0019] Therefore, in the collision avoidance device according to this invention, without making any modifications to the brake system of the rail-road vehicle 10, an actuator 30 is provided near the brake pedal 101 of the rail-road vehicle 10 to mechanically drive the brake pedal 101 directly. This actuator 30 is designed to mechanically drive the existing brake mechanism 100 equipped on the rail-road vehicle 10, which constitutes the brake system.

[0020] The specific configuration is as follows: The collision avoidance system includes an environmental monitoring equipment unit 200, an actuator 30, and a control device 400.

[0021] The environmental monitoring equipment unit 200 is installed on the dashboard of the rail-road vehicle 10.

[0022] The environmental monitoring equipment unit 200 houses a monocular camera 210 and a millimeter-wave radar 220. If necessary, it may also include LiDAR (Light Detection and Ranging) and a stereo camera. However, since these are expensive, the decision to include them should be based on cost-effectiveness.

[0023] The monocular camera 210 detects obstacles in front of it by viewing objects like a human eye. The millimeter-wave radar 220 emits radio waves and detects the spatial position and distance of obstacles from the radio waves reflected off objects.

[0024] The environmental monitoring equipment unit 200 uses a monocular camera 210 and a millimeter-wave radar 220 to dually monitor the area in front of the rail-road vehicle 10.

[0025] A monitor 230 is located on the back of the environmental monitoring equipment unit 200. The monitor 230 displays "ON" when the collision avoidance device is activated and "OFF" when it is stopped.

[0026] Figure 1 shows an example in which the environmental monitoring equipment unit 200 is also installed on the rear window. This allows the collision avoidance system to operate even when driving in reverse. Note that the monitor 230 does not need to be installed on the environmental monitoring equipment unit 200 installed on the rear window.

[0027] The control device 400 is a device that includes an AI (Artificial Intelligence) 410. AI410 learns by performing logical inference based on the information signals received from the environmental monitoring equipment unit 200, creates inference rules from the learning results, i.e., a map from various learning results, and based on that map, the control device 400 issues a drive instruction to the actuator 30. The actuator 30 mechanically drives the brake pedal 101 of the brake mechanism 100 based on a command from the control device 400. In some cases, it may be mechanically driven directly using hydraulic or pneumatic pressure.

[0028] Figure 2 shows the braking mechanism of the brake system mounted on the rail-road vehicle 10. In Figure 2, the brake pedal 101 in the unpressed state is shown by a solid line, and the brake pedal 101 in the fully stroked state is shown by a dashed line.

[0029] The brake mechanism 100 includes a brake pedal 101 and a master cylinder 102. The brake pedal 101 is mounted to the master cylinder 102 so as to pivot on a pivot axis 103. The force applied to the brake pedal 101 is amplified by the master cylinder 102, which utilizes the intake manifold vacuum of the engine. The actuator 30 is installed in a position that does not interfere with the area where a person presses the brake pedal 101, for example, with clearance above the brake pedal 101 as shown in Figure 2.

[0030] Figure 3 is a front view of the actuator 30. Figure 4 is a side cross-sectional view of the actuator 30. Next, the actuator 30 will be described with reference to Figures 3 and 4.

[0031] The actuator 30 has a configuration in which a motor 350 and a reduction gear 340 are housed in a housing 300.

[0032] The gear reducer 340 reduces the rotation of the motor 350. The gear reducer 340 is a three-stage gear reduction mechanism having a first reduction section 310, a second reduction section 320, and a third reduction section 330.

[0033] The first reduction gear 310 includes a shaft 311, a large-diameter spur gear 312, and a small-diameter spur gear 313. The large-diameter spur gear 312 is fixed to one end of the shaft 311. The small-diameter spur gear 313 is fixed to the other end of the shaft 311. The large-diameter spur gear 312 meshes with a pinion 352 fixed to the output shaft 351 of the motor 350.

[0034] The second reduction gear 320 includes a shaft 321, a large-diameter spur gear 322, and a small-diameter spur gear 323. The large-diameter spur gear 322 is fixed to one end of the shaft 321. The small-diameter spur gear 323 is fixed to the other end of the shaft 321. The large-diameter spur gear 322 meshes with the small-diameter spur gear 313.

[0035] The third reduction gear 330 includes a camshaft 331 and a spur gear 332. The spur gear 332 is fixed to the camshaft 331. The spur gear 332 meshes with a small-diameter spur gear 323. A crankshaft 333 is formed on the camshaft 331, and a bearing 335, which is provided on the operating shaft 334, is attached to the tip of the crankshaft 333.

[0036] The rotation output from motor 350 (rotation of output shaft 351) is transmitted via pinion 352 → large diameter spur gear 312 → shaft 311 → small diameter spur gear 313 → large diameter spur gear 322 → shaft 321 → small diameter spur gear 323 → spur gear 332 → camshaft 331.

[0037] Although not shown in the diagram, the actuator 30 is also equipped with a potentiometer that converts the displacement of the operating shaft 334 into a voltage. The potentiometer, for example, attaches a brush that is synchronized with the rotation of the camshaft 331 to a resistor, applies a constant voltage to both ends of the resistor, reads the change in resistance between one end of the resistor and the brush, converts the change in resistance into a voltage, and detects the position of the operating shaft 334, such as the rotation angle or the amount of movement of the operating shaft 334.

[0038] Figure 5 shows the brake pedal 101 being stroked by the operation of the actuator 30. In Figure 5, the brake pedal 101 in the unpressed state is shown by a dashed line, and the brake pedal 101 in the fully stroked state is shown by a solid line.

[0039] When the motor 350 is activated, as shown in Figure 5, the bearing 335 at the tip of the camshaft 331 rides up onto the brake pedal 101, and the operation of the motor 350 pushes down the brake pedal 101, thereby applying the brakes.

[0040] In the collision avoidance device, the actuator 30 is composed of a small motor 350 and a reduction gear, or speed reducer 340, so that the actuator 30 reliably and properly pushes the brake pedal 101.

[0041] The reduction gear 340 preferably has a reduction ratio in the range of 70 to 150. If the reduction ratio is in the range of 70 to 150, the rotation of the motor 350 can be reduced by 70 to 150 times by the reduction gear 340 and transmitted to the camshaft 331, and at the same time the rotational torque of the camshaft 331 can be increased.

[0042] Furthermore, in order to make the actuator 30 compact, the reduction gear 340 is preferably composed of, for example, three or more spur gears. The gear ratio of the reduction gear 340 is importantly related to the pressing force of the brake pedal 101 and the speed. If the reduction ratio is large, the speed will be slow, and the braking by the brake unit 120 may not be able to brake in time. On the other hand, if the reduction ratio is small, a motor with a large torque will be required, and the motor size will be large, making it difficult to mount it at the foot. If the gear ratio of the reduction gear 340 is three or less, the reduction ratio of each gear ratio will be large, making it difficult to reduce the size.

[0043] In the collision avoidance device, the actuator 30 is installed via a bracket close to the shaft of the master cylinder 102, and is set to minimize the operating distance, i.e., the amount of displacement, of the actuator 30.

[0044] Furthermore, the braking force in existing vehicles is 0 at the position of the brake pedal 101 shown by the solid line in Figure 2. Although it varies depending on the vehicle model, as an example, the braking force at the maximum depression of the brake pedal 101 in Figure 5, i.e., at the full stroke position of the brake pedal 101, is approximately 200 N. Also, the maximum depression stroke of the brake pedal 101 at the position where a person presses it is approximately 50 mm. The lever ratio of the brake pedal 101 (the ratio of the amount of depression at the brake pedal position to the amount of movement of the master back 102) is approximately 2.6, so the depression load at the shaft of the master back 102 is 520 N, and the maximum displacement is approximately 19 mm. Since the actuator 30 of this collision avoidance device pushes near the shaft of the master back 102, the maximum depression load of the actuator 30 is 520 N, and the operating distance by the eccentric cam is approximately 19 mm. Furthermore, in this collision avoidance device, with a cam mechanism for drive, the initial load is almost zero, and the rotational moment at the maximum brake pedal depression of 19 mm is small because the eccentricity is small, so the drive torque can be small.

[0045] Next, we will explain the control device 400.

[0046] The control device 400 receives detection signals from the monocular camera 210 and millimeter-wave radar 220 of the environmental monitoring equipment unit 200, the vehicle speed sensor 130, and other sources, and drives the actuator 30 to drive the brake pedal 101.

[0047] Detection signals from the monocular camera 210 and the millimeter-wave radar 220 are sent to the AI ​​410 via the connection line 420. The AI ​​410 calculates a final risk level 3 from both the risk level 1 based on the information from the monocular camera 210 and the risk level 2 based on the information from the millimeter-wave radar 220, and sends the calculated risk level 3 information to the control unit 400.

[0048] The control device 400 controls the speed and rotation angle of the camshaft 331 of the actuator 30 based on the hazard information input from the AI ​​410 and the detection signal from the vehicle speed sensor 130 sent through the wiring line 420. As a result, the brake pedal 101 is operated, and hydraulic pressure acts on the brake unit 120 to suppress the rotation of the tire 140 or the steel wheel 150, thereby slowing down and stopping the vehicle.

[0049] If the rail-road vehicle 10 is deemed to be in danger of running, but only needs to be slowed down, the rotation speed and angle of the camshaft 331 are controlled accordingly. If a person suddenly jumps out in front of the rail-road vehicle 10, the braking force is adjusted according to the degree of danger. If an extremely dangerous person jumps out is detected, the brake pedal 101 is driven all the way to its full stroke position at maximum speed.

[0050] The control device 400 is programmed to avoid excessive braking of the brake unit 120 as long as the driving safety of the rail-road vehicle 10 is ensured. This is to ensure the safety of the occupants of the rail-road vehicle 10. In the event of sudden braking, the driver may hit the steering wheel, for example. This is to avoid such situations. However, if the danger is so high that it could endanger people outside the vehicle, an emergency brake will be applied, driving the brake pedal 101 to its full stroke position at maximum speed. This is because the lives of people outside the vehicle take overwhelming priority over the impact on people inside the vehicle.

[0051] In this way, the control device 400, based on the risk information from the AI ​​410, issues a command to the motor 350 of the actuator 30 to rotate the motor 350 in a short time, driving the camshaft 331 to a predetermined rotation angle. Then, the brake pedal 101 is operated, and hydraulic pressure acts on the brake unit 120 to suppress the rotation of the tire 140 or the steel wheel 150, causing deceleration and stopping.

[0052] By the way, when the rail-road vehicle 10 is using its steel wheels 150 to travel on the tracks and perform maintenance on the tracks, workers are often working near the rail-road vehicle 10. Also, when the rail-road vehicle 10 is traveling on the tracks, its speed is slow and the distance traveled is usually short. When the workers finish their work, the rail-road vehicle 10 moves a short distance at a not-so-fast speed, the workers start working again, and when they finish their work, the rail-road vehicle 10 moves a short distance at a not-so-fast speed, and so on. Since the workers are working near the rail-road vehicle 10, if the collision avoidance device is activated excessively, the work efficiency will decrease. Therefore, in this embodiment, in the track travel mode, the collision avoidance device is activated only when detecting obstacles within the area demarcated within the track (inside the left and right tracks) and at a predetermined forward distance.

[0053] Furthermore, the millimeter-wave radar 220 can accurately measure the spatial position and distance of obstacles by emitting radio waves and analyzing the waves reflected from those objects, enabling highly accurate measurements when traveling on roads. However, when traveling on a track, the radio waves may be scattered by the track, potentially reducing accuracy. Therefore, in track navigation mode, if the difference between the risk level 1 determined by the monocular camera 210 and the risk level 2 determined by the millimeter-wave radar 220 exceeds the acceptable range (error range), the risk level judgment by the monocular camera 210 is prioritized to determine the final risk level 3.

[0054] However, while the monocular camera 210 can see objects such as obstacles like the human eye, making it easy to identify what those objects are, its sensitivity decreases in dark conditions such as at night when visibility is poor, when there is fog or other conditions that impair visibility, or when there is backlighting that reduces visibility. Therefore, when visibility is poor, that is, when camera sensitivity is reduced, the weight given to the risk assessment by the monocular camera 210 is reduced.

[0055] Whether visibility is poor or not can be determined, for example, by whether or not two tracks can be accurately detected at a predetermined distance in the direction of travel of the rail-road vehicle. The monocular camera 210 is fixed in a fixed location on the rail-road vehicle, and its relative position to the tracks is always constant. If visibility is good, the tracks can always be clearly detected at the same location and size. Therefore, the predetermined distance can be determined by the distance between the two tracks detected by the monocular camera 210. If the tracks can always be clearly detected at a uniform location and size at this predetermined distance, visibility can be determined to be good. If the tracks, which should be at a uniform location and size, cannot be accurately detected, visibility can be determined to be poor.

[0056] Figure 6 is a flowchart showing the method for calculating the risk level in track travel mode. In step S401, the detection area of ​​the monocular camera 210 and the millimeter-wave radar 220 is limited to a track-driving mode detection area that is located within the track (inside the left and right tracks) and at a predetermined forward distance (for example, 28 m from the vehicle end face in the direction of travel of the rail-road vehicle).

[0057] The 28m figure is just an example, but it was set for the following reason: In track-running mode, the rail-road vehicle's travel speed is at most about 20km / h. When traveling at about 20km / h, the distance traveled in 5 seconds is about 28m. Therefore, detection is set to be limited to a range shorter than that, and ranges exceeding that are ignored.

[0058] In step S402, a risk level of 1 is determined based on the information from the monocular camera 210.

[0059] In step S403, a risk level of 2 is determined based on the information from the millimeter-wave radar 220.

[0060] In step S404, it is determined whether the difference between the risk level 1 based on the information from the monocular camera 210 and the risk level 2 based on the information from the millimeter-wave radar 220 is within an acceptable range. If the result of the determination is affirmative, the process proceeds to step S405; otherwise, the process proceeds to step S406.

[0061] In step S405, risk level 1 and risk level 2 are given equal weight, and the final risk level 3 is determined based on risk level 1 and risk level 2.

[0062] In step S406, it is determined whether the sensitivity of the monocular camera 210 is good or not. If the result is positive, the process moves to step S407; if the result is negative, the process moves to step S408.

[0063] In step S407, the weight of risk level 1 is increased, and the final risk level 3 is determined based on risk level 1 and risk level 2.

[0064] In step S408, the weight of risk level 1 is reduced, and the final risk level 3 is determined based on risk level 1 and risk level 2.

[0065] Then, based on the information of risk level 3 obtained in this way, the speed and rotation angle of the camshaft 331 of the actuator 30 are controlled. As a result, the brake pedal 101 is operated, and hydraulic pressure acts on the brake unit 120 to suppress the rotation of the iron wheel 150, causing it to decelerate and stop.

[0066] According to the embodiment described above, when traveling on a track (track travel mode), the detection area of ​​the monocular camera 210 and the millimeter-wave radar 220 is limited to a track travel mode detection area that is located within the track (inside the left and right tracks) and at a predetermined forward distance (for example, 28 m from the vehicle end face in the direction of travel of the rail-road vehicle). In this way, it is possible to avoid the collision avoidance device being activated unnecessarily when workers are working near the rail-road vehicle 10, which would reduce work efficiency.

[0067] Furthermore, in this embodiment, in addition to the environmental monitoring equipment unit 200 installed on the dashboard, an environmental monitoring equipment unit 200 is also installed on the rear window. The environmental monitoring equipment unit 200 to be used is switched according to the direction of travel. In this way, the collision avoidance system can be operated even when driving in reverse.

[0068] Furthermore, in this embodiment, during track travel (track travel mode), if the difference between the risk level 1 determined by the monocular camera 210 and the risk level 2 determined by the millimeter-wave radar 220 is large and exceeds the acceptable range, the risk level determination by the monocular camera 210 is prioritized to determine the final risk level 3. During track travel, radio waves are scattered by the track, which may reduce the accuracy of the millimeter-wave radar 220. However, as in this embodiment, by prioritizing the risk level determination by the monocular camera 210 to determine the final risk level 3, the collision avoidance device can be operated more accurately.

[0069] Furthermore, during orbital travel (orbital travel mode), even if the difference between the risk level 1 determined by the monocular camera 210 and the risk level 2 determined by the millimeter-wave radar 220 is large and exceeds the acceptable range, if the sensitivity of the monocular camera 210 is poor, the weight of the risk level judgment based on the information from the monocular camera 210 is reduced to determine the final risk level 3. In this way, the collision avoidance system can operate more accurately even when the detection accuracy of the monocular camera 210 is poor.

[0070] Furthermore, whether or not the monocular camera 210 has poor sensitivity is determined by whether or not it can clearly detect the tracks at a fixed location and size at a predetermined distance determined based on the distance between two tracks detected by the monocular camera 210 in the direction of travel of the rail-road vehicle 10. The monocular camera 210 is fixed in a fixed location on the rail-road vehicle, and its relative position to the tracks is always constant. Therefore, the distance in the direction of travel can be accurately detected based on the distance between two tracks detected by the monocular camera 210. Then, by determining whether or not it can clearly detect the tracks at the same location and size at this predetermined distance, an accurate judgment can be made without incurring unnecessary costs.

[0071] Although embodiments of the present invention have been described above, these embodiments only represent a part of the application examples of the present invention, and are not intended to limit the technical scope of the present invention to the specific configurations of the above embodiments.

[0072] For example, in the above description, the camshaft 331 was described as having a crank 333 formed on it, with a bearing 335 provided on the operating shaft 334 at the tip of the crank 333. However, it is not limited to this. It may also be composed of a general egg-shaped, eccentric cam provided on the camshaft 331.

[0073] Furthermore, in the above description, the reduction gear 340 is not limited to being configured as a three-stage reduction gear mechanism, but may be configured with even more reduction stages, such as four or five stages. [Explanation of Symbols]

[0074] 10. Rail-road vehicles 30 Actuators 101 Brake pedal 140 tires (wheels) 150 Iron wheels (wheels) 210 Monocular Camera 220 mm wave radar 400 Control Unit

Claims

1. A collision avoidance device for a vehicle capable of traveling on roads and tracks by switching wheels, A camera installed inside the vehicle detects objects in the direction of travel, A radar device installed inside the vehicle detects objects in the direction of travel, An actuator that can operate the brake pedal, A control device that determines the final risk level from the risk level based on the information from the camera and the risk level based on the information from the radar device, and controls the actuator to stroke the brake pedal based on that final risk level, Equipped with, During track travel, the detection area of ​​the camera and radar device is limited to the inside of the right and left tracks and within a predetermined distance in the direction of travel of the vehicle. Collision avoidance device.

2. In the collision avoidance device according to claim 1, The predetermined distance in the direction of travel of the vehicle is 28 m from the vehicle's end face in the direction of travel. Collision avoidance device.

3. In the collision avoidance device according to claim 1 or claim 2, A reverse-movement detection camera is installed inside the vehicle and detects objects when the vehicle moves in the opposite direction to the direction detected by the aforementioned camera, A reverse-movement detection radar device installed inside the vehicle detects objects when the vehicle is moving in the opposite direction to the direction detected by the aforementioned radar device, Furthermore, The camera and radar equipment used are switched depending on the direction the vehicle is traveling. Collision avoidance device.

4. In the collision avoidance device according to claim 1 or claim 2, During track travel, if the difference between the risk level based on the camera information and the risk level based on the radar device information exceeds an acceptable range, the weight of the risk level based on the camera information is increased to determine the final risk level. Collision avoidance device.

5. In the collision avoidance device according to claim 4, Even if the difference between the risk level based on the camera information and the risk level based on the radar device information exceeds an acceptable range, if the camera's sensitivity is poor, the weight of the risk level based on the camera information is reduced to determine the final risk level. Collision avoidance device.

6. In the collision avoidance device according to claim 5, Whether the camera's sensitivity is poor or not is determined by whether it can clearly detect tracks of a fixed size in a uniform location at a predetermined distance determined based on the distance between two tracks detected by the camera in the direction of the vehicle's movement. Collision avoidance device.

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