JP4865095B1 - Vehicle driving support device - Google Patents

Abstract

[PROBLEMS] To perform anti-collision control with a fine and natural sense by selecting and executing anti-collision control suitable for the reliability of obstacle information of various values actually generated. .
A traveling control unit calculates a reliability of obstacle detection based on various control information to be controlled from a stereo image recognition device, for example, according to an obstacle detection time. The traveling control unit 5 stores in advance a plurality of control types (for example, four control types (type A, type B, type C, type D)) as collision prevention control for preventing collision with an obstacle. When traveling at high speeds, collision prevention control is selected according to the reliability from among three types of control types, Type A, Type B, and Type C. When traveling at low speeds, there are three types: Type A, Type D, and Type C. The collision prevention control is selected from the control types according to the reliability and executed.
[Selection] Figure 3

Description

  The present invention provides a driving support for a vehicle that prevents collision by performing braking control by intervention of an automatic brake independent of a driver's brake operation when there is a high possibility that the host vehicle collides with an obstacle such as a preceding vehicle. Relates to the device.

  In recent years, various automatic brake control devices have been proposed to prevent collision by performing automatic brake control independent of the driver's brake operation when there is a high possibility that the host vehicle will collide with an obstacle such as a vehicle. It has been put into practical use. For example, in Japanese Patent Laid-Open No. 10-129438 (hereinafter referred to as Patent Document 1), a history of detected obstacle information is stored in an automatic braking control device that brakes the vehicle based on obstacle information ahead and the vehicle speed. Then, based on the history of the stored obstacle information, the reliability of the obstacle information detected this time is determined, the braking of the own vehicle is controlled based on the determination result, and the warning braking area has been entered immediately before Thus, there is disclosed a technology of an automatic braking control device that does not perform full braking unless there is a history.

JP-A-10-129438

  However, since there are various stages in the reliability of the obstacle information, and there are various control types for the collision prevention control, the obstacle information as disclosed in Patent Document 1 described above is included. The automatic braking control system that decides whether to execute full braking or not based on the presence / absence of history does not allow fine and natural sense of collision prevention control corresponding to the reliability of various actual values. There is.

  The present invention has been made in view of the above circumstances, and by selecting and executing anti-collision control suitable for the reliability of various values of obstacle information actually generated, It is an object of the present invention to provide a vehicle driving support device capable of performing a collision prevention control with a fine natural feeling.

One aspect of the vehicle driving support apparatus of the present invention is an obstacle information detecting means for detecting obstacle information ahead, a reliability calculating means for calculating reliability of the obstacle detection, and a collision with the obstacle. A plurality of anti-collision control controls for storing the anti-collision control, and a predetermined control type according to the vehicle speed of the host vehicle and the reliability among the control types of the anti-collision control. And the anti-collision control execution means for executing anti-collision control on the obstacle according to the control type, and the control type of the plurality of anti-collision controls stored in the anti-collision control storage means is at least the own vehicle When the collision prediction time until the collision with the obstacle is compared with the first threshold value set in advance, the collision prediction time is shorter than the first threshold value. The first control type that generates the predetermined first deceleration is compared with the predicted collision time and a second threshold value that is longer than the first threshold value that is set in advance. A second control type for generating a second deceleration set in advance when the predicted collision time becomes shorter than the second threshold, and the predicted second time set in advance with the predicted collision time. A third threshold stronger than the first deceleration set in advance when the collision prediction time becomes shorter than the third threshold by comparing with a third threshold shorter than the first threshold. The collision prevention control execution means includes the first control type when the reliability is lower than a first reliability set in advance. And execute the second control type when the vehicle is traveling at high speed. And selected over control type, at the time of low-speed running selecting said third control type in preference to the second control types.

  According to the vehicle driving support device of the present invention, the collision prevention control suitable for the reliability of various values of the obstacle information that actually occurs is selected and executed, so that the details are fine. It becomes possible to perform a collision prevention control with a natural feeling.

1 is a schematic configuration diagram of a vehicle driving support device according to an embodiment of the present invention. It is a flowchart of the collision prevention control program in the vehicle driving assistance device based on one Embodiment of this invention. It is a flowchart of the 1st collision prevention control routine based on one Embodiment of this invention. It is a flowchart of the 2nd collision prevention control routine based on one Embodiment of this invention. FIG. 5A is an explanatory diagram of control level setting according to an embodiment of the present invention, FIG. 5A is an explanatory diagram of control level setting at high speed running, and FIG. 5B is a control level setting at low speed running. It is explanatory drawing. FIG. 6A is an explanatory diagram of a control type of collision prevention control according to an embodiment of the present invention, FIG. 6A is an explanatory diagram of a type A control type, and FIG. 6B is an explanatory diagram of a type B control type; FIG. 6C is an explanatory diagram of a type C control type, and FIG. 6D is an explanatory diagram of a type D control type.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (own vehicle), and when the vehicle 1 is highly likely to collide with an object to be controlled such as an obstacle or a preceding vehicle, it is independent of the driver's brake operation. A vehicle driving support device 2 having a collision prevention function for preventing a collision by performing a braking control by an automatic brake intervention is mounted.

  The automatic braking control device 2 includes a stereo camera 3, a stereo image recognition device 4, a travel control unit 5, and the like, and its main part is configured.

  The stereo camera 3 is composed of a pair of left and right CCD cameras using a solid-state imaging device such as a charge coupled device (CCD), for example. Each of these sets of CCD cameras is mounted at a certain distance in front of the ceiling in the passenger compartment, and subjects the object outside the vehicle to stereo imaging from different viewpoints, and outputs the captured image information to the stereo image recognition device 4. To do.

  The stereo image recognition device 4 receives image information from the stereo camera 3 and the vehicle speed V from the vehicle speed sensor 6. Based on these pieces of information, the stereo image recognition device 4 recognizes forward information such as three-dimensional object data and white line data ahead of the host vehicle 1 on the basis of image information from the stereo camera 3, and based on these recognition information and the like. Estimate the vehicle travel path. Further, the stereo image recognition device 4 checks whether or not a three-dimensional object exists on the own vehicle traveling path, and if it exists, recognizes the latest one as an obstacle to be controlled by the anti-collision control by braking.

  Here, the stereo image recognition device 4 performs processing of image information from the stereo camera 3 as follows, for example. First, distance information is generated on the basis of the principle of triangulation from a corresponding positional shift amount for a pair of stereo images obtained by capturing the traveling direction of the host vehicle with the stereo camera 3. Then, a well-known grouping process is performed on the distance information, and by comparing the grouped distance information with preset three-dimensional road shape data, solid object data, etc., white line data, road Sidewall data such as guardrails and curbs, and three-dimensional object data such as vehicles are extracted along the way. Furthermore, the stereo image recognition device 4 estimates the own vehicle traveling path based on the white line data, the side wall data, the estimated traveling path of the own vehicle, and the collision prevention control of the nearest three-dimensional object existing in front of the own vehicle traveling path. It is extracted (detected) as an obstacle to be controlled.

When an obstacle to be controlled is detected, the relative distance d between the own vehicle 1 and the controlled object, the moving speed Vf of the controlled object (= (change in relative distance d) is detected as the obstacle information of the controlled object. Ratio) + vehicle speed V)), deceleration af (= differential value of moving speed Vf of the control target) and the like are calculated. Thus, in this embodiment, the stereo image recognition apparatus 4 implement | achieves the function as an obstruction information detection means with the stereo camera 3. FIG.

  The traveling control unit 5 is input with various control information of the control target recognized by the stereo image recognition device 4. In addition, for example, the vehicle speed V is input to the travel control unit 5 from the vehicle speed sensor 6.

  Then, the traveling control unit 5 calculates the obstacle detection reliability based on the control information from the stereo image recognition device 4 described above, for example, according to the obstacle detection time (for example, For the same obstacle, the higher the obstacle detection time, the higher the reliability is set). The traveling control unit 5 has a plurality of control types (for example, four control types (type A, type B, type C, type D) described later) as collision prevention control for preventing a collision with an obstacle. The collision prevention control is selected according to the reliability from the three control types of type A, type B, and type C when the host vehicle speed V is traveling at high speed, and when the host vehicle speed V is traveling at low speed, In order to obtain a predetermined deceleration by the selected anti-collision control, the anti-collision control is selected and executed according to the reliability from the three control types of type A, type D, and type C. The deceleration instruction value is output to the automatic brake control device 9 to activate the automatic brake. When the automatic brake is activated by the selected collision prevention control (or just before the automatic brake is applied), an alarm for notifying the operation of the automatic brake is flashing an alarm lamp on an instrument panel (not shown), Emitted to the driver by lighting or the like.

  Specifically, when the host vehicle 1 is traveling at a high speed, as shown in FIG. 5 (a), the reliability is low (the detection time of the obstacle is ta1 to ta2 for the same obstacle). ), The control type of type A is selected as the control level 1, and when the reliability is medium (the detection time of the obstacle is ta2 to ta3 for the same obstacle), the control level If the control type of type B is selected as 2 and the reliability is high (the detection time of the obstacle exceeds the ta3 for the same obstacle), the control type of type C is selected as the control level 3 The Note that when the reliability is extremely low (the detection time of the obstacle is less than ta1 for the same obstacle), the automatic brake control by the collision prevention control is not executed.

  Further, when the host vehicle 1 is traveling at a low speed, as shown in FIG. 5B, the reliability is low (the detection time of the obstacle is tb1 to tb2 for the same obstacle). Is selected as control level 2 when the control type of type A is selected as control level 1 and the reliability is medium (the detection time of the obstacle is tb2 to tb3 for the same obstacle). When the control type D is selected and the reliability is high (the detection time of the obstacle exceeds tb3 for the same obstacle), the control type of type C is selected as the control level 3. When the reliability is extremely low (the detection time of the obstacle is less than tb1 for the same obstacle), the automatic brake control by the collision prevention control is not executed.

  The type A control type collision prevention control is a control type provided as a first control type, and as shown in FIG. 6A, collision prediction until the own vehicle 1 collides against an obstacle is performed. The time TTC (Time To Collision: a value obtained by dividing the relative distance d between the host vehicle 1 and the controlled object by the relative speed) is compared with a first threshold value (for example, 0.8 seconds) set in advance. When the predicted collision time TTC is shorter than the first threshold, a signal is output to the automatic brake control device 9 to set a first deceleration (for example, an alarm brake of about 0.25 G). ) To generate basic collision prevention control.

  Further, the type B control type collision prevention control is a control type provided as the second control type, and as shown in FIG. 6B, the first anti-collision time TTC set in advance. Compared to a second threshold (eg, 2.2 seconds) that is longer than the second threshold (eg, 0.8 seconds), the predicted collision time TTC is greater than the second threshold (eg, 2.2 seconds). When it becomes shorter, a signal is output to the automatic brake control device 9, and collision prevention control is started at an early stage to generate a preset second deceleration (for example, an alarm brake of about 0.25G). It is a control type.

  Further, the type C control type collision prevention control is a control type provided as a fourth control type, and as shown in FIG. 6C, the first collision time TTC set in advance. Compared to a second threshold (eg, 2.2 seconds) that is longer than the second threshold (eg, 0.8 seconds), the predicted collision time TTC is greater than the second threshold (eg, 2.2 seconds). When the time is shortened, a signal is output to the automatic brake control device 9 to generate a second deceleration set in advance (for example, an alarm brake of about 0.25 G), and the predicted collision time TTC is set in advance. Compared with a third threshold (for example, 0.6 seconds) shorter than the set first threshold (for example, 0.8 seconds), the predicted collision time TTC is set to a third threshold (for example, Signal to the automatic brake control device 9 To generate a third deceleration (for example, a collision avoidance brake of 0.5 G or more) stronger than a first deceleration (for example, an alarm brake of about 0.25 G) set in advance. It is a control type for early collision prevention control and collision prevention control by strong braking. In the present embodiment, in this type C control type, the first threshold is shorter than the second threshold (for example, 2.2 seconds) and longer than the third threshold (for example, 0.6 seconds). A threshold value of 5 (for example, 1.4 seconds) is set in advance, and a third decrease that is set in advance when the predicted collision time TTC is shorter than the fifth threshold value (for example, 1.4 seconds). A fifth deceleration (for example, a collision avoidance brake of 0.4 G or more) that is weaker than the speed (for example, a collision avoidance brake of 0.5 G or more) and strong in the meaning of an alarm is output to the automatic brake control device 9 as a signal. It is supposed to be generated. Further, in this embodiment, in this type C control type, in order to avoid a collision with a reliable obstacle, the third deceleration (for example, a collision avoidance brake of 0.5 G or more) is, for example, You may make it set to 0.6 G or more.

  Further, the type D control type collision prevention control is a control type provided as a third control type, and as shown in FIG. Is compared with a third threshold value (eg, 0.6 seconds) that is shorter than the threshold value (eg, 0.8 seconds), and the predicted collision time TTC is shorter than the third threshold value (eg, 0.6 seconds). When it becomes shorter, a signal is output to the automatic brake control device 9 and a third deceleration (for example, stronger than the first deceleration (for example, an alarm brake of about 0.25 G) set in advance) It is a control type of collision prevention control by strong brake that generates 0.5G or more collision avoidance brake). In the present embodiment, in this type D control type, a fourth threshold value (for example, 1.4 seconds) longer than the third threshold value (for example, 0.6 seconds) is preset, and collision prediction is performed. When the time TTC becomes shorter than a fourth threshold value (for example, 1.4 seconds), a signal is output to the automatic brake control device 9 to set a third deceleration (for example, 0. A fourth deceleration (for example, an alarm brake of about 0.25 G) that is weaker than a collision avoidance brake of 5 G or more and has a strong meaning of alarm is generated. Furthermore, in the present embodiment, in this type D control type, in order to avoid a collision with a reliable obstacle, the third deceleration (for example, a collision avoidance brake of 0.5 G or more) is, for example, You may make it set to 0.6 G or more.

  Thus, the traveling control unit 5 is configured to have functions as reliability calculation means, collision prevention control storage means, and collision prevention control execution means.

Next, the collision prevention control executed by the traveling control unit 5 will be described with reference to the flowcharts of FIGS.
First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not the host vehicle 1 is traveling at a high speed. If the host vehicle 1 is traveling at a high speed, the process proceeds to S102, and a flowchart of FIG. The first anti-collision control explained in the above is executed to exit the program.

  Conversely, if it is determined that the host vehicle 1 is not traveling at a high speed, the process proceeds to S103 to determine whether the host vehicle 1 is traveling at a low speed. If the host vehicle 1 is traveling at a low speed, the process proceeds to S104. Then, the second collision prevention control described in the flowchart of FIG.

  When the host vehicle 1 is not traveling at a low speed (for example, when the vehicle is stopped, etc.), the program exits as it is.

  Next, the flowchart shown in FIG. 3 is a flowchart showing the first collision prevention control routine executed in S102 described above. First, in S201, for example, as shown in FIG. With reference to such a map, the control type is determined by obtaining the control level according to the reliability (in this embodiment, the obstacle detection time is taken as an example) and selecting the control type.

  In the present embodiment, as described above, when the reliability is low (the detection time of the obstacle is ta1 to ta2 for the same obstacle), the control type of type A is selected as the control level 1. When the reliability is medium (the detection time of the obstacle is ta2 to ta3 for the same obstacle), the control type of type B is selected as the control level 2, and the reliability is high (same Control type 3 is selected as control level 3 when the obstacle detection time exceeds the threshold ta3. When the reliability is extremely low (the same obstacle is detected with the obstacle being less than ta1), the automatic brake control by the collision prevention control is prohibited.

  Next, the process proceeds to S202, where it is determined whether or not the collision prevention control is prohibited as a result of the determination process of S201. If the collision prevention control is prohibited, the routine is directly exited. On the other hand, when the collision prevention control is not prohibited, the process proceeds to S203, and as a result of the determination process in S201, it is determined whether or not the type A when the reliability is low is selected as the control type.

  As a result of the determination in S203, if it is determined that type A is selected as the control type, the process proceeds to S204, where the traveling control unit 5 selects and executes type A as the control type for collision prevention control. Exit the routine. As described above, this type A collision prevention control compares the collision prediction time TTC with a preset first threshold value (for example, 0.8 seconds) as shown in FIG. When the predicted collision time TTC becomes shorter than the first threshold value, a signal is output to the automatic brake control device 9 and a first deceleration set in advance (for example, an alarm of about 0.25 G). This is a basic anti-collision control type that generates brakes.

  On the other hand, as a result of the determination in S203 described above, if it is determined that type A is not selected as the control type, the process proceeds to S205, and if the determination result in S201 indicates that the control type has medium reliability. It is determined whether or not type B is selected.

  As a result of the determination in S205, if it is determined that the type B is selected as the control type, the process proceeds to S206, and the traveling control unit 5 selects and executes the type B as the control type for the collision prevention control. Exit the routine. As described above, the type B collision prevention control is performed as shown in FIG. 6B, which is longer than the collision prediction time TTC and a preset first threshold (for example, 0.8 seconds). 2 is compared with a threshold value of 2 (for example, 2.2 seconds), and a signal is output to the automatic brake control device 9 when the predicted collision time TTC is shorter than the second threshold value (for example, 2.2 seconds). Thus, the collision prevention control is started at an early stage in which a second deceleration (for example, an alarm brake of about 0.25 G) set in advance is generated.

  As a result of the determination in S205 described above, if it is determined that type B is not selected as the control type, the process proceeds to S207. As a result of the determination processing in S201, the control type is a type with high reliability. It is determined whether C is selected.

  As a result of the determination in S207, if it is determined that the type C is selected as the control type, the process proceeds to S208, and the traveling control unit 5 selects and executes the type C as the control type for the collision prevention control. Exit the routine. As described above, the type C collision prevention control is performed as shown in FIG. 6C, which is longer than the collision prediction time TTC and a preset first threshold value (for example, 0.8 seconds). 2 is compared with a threshold value of 2 (for example, 2.2 seconds), and a signal is output to the automatic brake control device 9 when the predicted collision time TTC is shorter than the second threshold value (for example, 2.2 seconds). Then, the second deceleration set in advance (for example, an alarm brake of about 0.25 G) is generated, and the predicted collision time TTC and the first threshold set in advance (for example, 0. 0G). Compared with a third threshold (e.g., 0.6 seconds) shorter than 8 seconds), when the collision prediction time TTC becomes shorter than the third threshold (e.g., 0.6 seconds), automatic A signal is output to the brake control device 9, and a first deceleration set in advance (for example, This is the control type for the early collision prevention control that generates a third deceleration (for example, a collision avoidance brake of 0.5G or more) stronger than the .25G warning brake) and the collision prevention control by the strong brake. ing. In the present embodiment, in this type C control type, the first threshold is shorter than the second threshold (for example, 2.2 seconds) and longer than the third threshold (for example, 0.6 seconds). A threshold value of 5 (for example, 1.4 seconds) is set in advance, and a third decrease that is set in advance when the predicted collision time TTC is shorter than the fifth threshold value (for example, 1.4 seconds). A fifth deceleration (for example, a collision avoidance brake of 0.4 G or more) that is weaker than the speed (for example, a collision avoidance brake of 0.5 G or more) and strong in the meaning of an alarm is output to the automatic brake control device 9 as a signal. It is supposed to be generated. Further, in this embodiment, in this type C control type, in order to avoid a collision with a reliable obstacle, the third deceleration (for example, a collision avoidance brake of 0.5 G or more) is, for example, You may make it set to 0.6 G or more.

  On the other hand, if the type C is not selected as the control type in S207 described above, that is, if no control type is selected, the routine is directly exited.

  Next, the flowchart shown in FIG. 4 is a flowchart showing the second collision prevention control routine executed in S104 described above. First, in S301, for example, as shown in FIG. With reference to such a map, the control type is determined by obtaining the control level according to the reliability (in this embodiment, the obstacle detection time is taken as an example) and selecting the control type.

  In the present embodiment, as described above, when the reliability is low (the detection time of the obstacle is tb1 to tb2 for the same obstacle), the control type of type A is selected as the control level 1. When the reliability is medium (the detection time of the obstacle is tb2 to tb3 for the same obstacle), the control type of type D is selected as the control level 2, and the reliability is high (same When the obstacle detection time exceeds tb3), the control type of type C is selected as the control level 3. When the reliability is very low (the same obstacle detection time is less than tb1), the automatic brake control by the collision prevention control is prohibited.

  Next, the process proceeds to S302, where it is determined whether or not the collision prevention control is prohibited as a result of the determination process in S301. If the collision prevention control is prohibited, the routine is directly exited. On the other hand, when the collision prevention control is not prohibited, the process proceeds to S303, where it is determined whether or not the type A when the reliability is low is selected as the control type as a result of the determination process in S301.

  As a result of the determination in S303, if it is determined that the type A is selected as the control type, the process proceeds to S304, and the traveling control unit 5 selects and executes the type A as the control type for the collision prevention control. Exit the routine.

  On the other hand, if it is determined that type A is not selected as the control type as a result of the determination in S303 described above, the process proceeds to S305, and the result of the determination processing in S301 is that the reliability is medium in the control type. It is determined whether or not type D is selected.

  As a result of the determination in S305, if it is determined that the type D is selected as the control type, the process proceeds to S306, and the traveling control unit 5 selects and executes the type D as the control type for the collision prevention control. Exit the routine. As described above, in this type D collision prevention control, as shown in FIG. 6D, the collision prediction time TTC is shorter than the first threshold value (for example, 0.8 seconds) set in advance. When the collision prediction time TTC is shorter than the third threshold value (for example, 0.6 seconds) by comparing with a threshold value of 3 (for example, 0.6 seconds), a signal is output to the automatic brake control device 9. A third deceleration (for example, a collision avoidance brake of 0.5 G or more) stronger than the first deceleration (for example, an alarm brake of about 0.25 G) set in advance is generated. It is a control type for collision prevention control by brake. In the present embodiment, in this type D control type, a fourth threshold value (for example, 1.4 seconds) longer than the third threshold value (for example, 0.6 seconds) is preset, and collision prediction is performed. When the time TTC becomes shorter than a fourth threshold value (for example, 1.4 seconds), a signal is output to the automatic brake control device 9 to set a third deceleration (for example, 0. A fourth deceleration (for example, an alarm brake of about 0.25 G) that is weaker than a collision avoidance brake of 5 G or more and has a strong meaning of alarm is generated. Furthermore, in the present embodiment, in this type D control type, in order to avoid a collision with a reliable obstacle, the third deceleration (for example, a collision avoidance brake of 0.5 G or more) is, for example, You may make it set to 0.6 G or more.

  As a result of the determination in S305, if it is determined that type D is not selected as the control type, the process proceeds to S307, and the result of the determination processing in S301 indicates that the control type is high in reliability. It is determined whether C is selected.

  As a result of the determination in S307, if it is determined that the type C is selected as the control type, the process proceeds to S308, and the traveling control unit 5 selects and executes the type C as the control type for the collision prevention control. Exit the routine. In S307 described above, if the type C is not selected as the control type, that is, if no control type is selected, the routine is directly exited.

  As described above, according to the embodiment of the present invention, the traveling control unit 5 calculates the reliability of the obstacle detection, and according to the reliability, a plurality of the collision control against the obstacle stored in advance is prevented. Since a predetermined control type is selected and executed from among the control types of the collision prevention control, collisions suitable for the reliability of various values of obstacle information that actually occur are selected. By selecting and executing the prevention control, it is possible to perform the collision prevention control with a fine and natural feeling. Further, according to the embodiment of the present invention, when the reliability is medium and the vehicle is traveling at a high speed, the control type B that is a control type that starts the collision prevention control at an early stage is selected and executed. Therefore, even when traveling at a high speed, the speed is appropriately reduced at an early stage, and it is possible to reliably prevent the collision. In addition, when the vehicle is traveling at a low speed and the reliability is medium, the control type D, which is a control type that reliably prevents the collision by the strong brake, is selected and executed. It is possible to achieve natural collision prevention control that is easy to use, without the need for unnecessary automatic braking, and is operated with high accuracy only when automatic braking is truly required. Yes.

  In the embodiment of the present invention, the example in which the length of the detection time for the same obstacle is used as the reliability has been described, but the reliability may be other than this example. For example, the lap ratio between the front obstacle and the host vehicle 1 may be used as the reliability, and the reliability is determined based on the shape error, the motion information error, etc. between the obstacle detected this time and the obstacle detected so far. The degree may be calculated.

  In the embodiment of the present invention, the case where four types of types A to D are stored in advance as control types has been described as an example. However, the present invention is not limited to this example, and two types of control types are stored in advance. Or, it goes without saying that the present invention can be applied to an example in which three types, five types or more of control types are stored.

  Furthermore, in this embodiment, the environment ahead of the host vehicle 1 is recognized based on the image information from the stereo camera 3, but in addition, the vehicle is recognized based on the image information from the monocular camera. Needless to say, the present invention can also be applied to a driving support device.

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 Vehicle driving assistance device 3 Stereo camera (obstacle information detection means)
4 Stereo image recognition device (obstacle information detection means)
5 Travel control unit (reliability calculation means, collision prevention control storage means, collision prevention control execution means)
6 Vehicle speed sensor 9 Automatic brake control device

Claims (5)

Obstacle information detection means for detecting obstacle information ahead;
A reliability calculation means for calculating the reliability of the obstacle detection;
Anti-collision control storage means for storing a plurality of anti-collision control types for preventing collision against the obstacle in advance;
A collision prevention control execution in which a predetermined control type is selected from the plurality of collision prevention control types according to the vehicle speed of the host vehicle and the reliability, and the collision prevention control is performed on the obstacle according to the control type. and means,
The control types of the plurality of collision prevention controls stored in the collision prevention control storage means include at least a collision prediction time until the host vehicle collides against the obstacle and a preset first threshold value. In comparison, when the collision prediction time becomes shorter than the first threshold, the first control type for generating the first deceleration set in advance and the collision prediction time are set in advance. The second deceleration set in advance when the predicted collision time is shorter than the second threshold is compared with the second threshold that is longer than the first threshold. The second control type to be generated is compared with the collision prediction time and a third threshold that is shorter than the first threshold set in advance, and the collision prediction time is shorter than the third threshold. The first deceleration set in advance when it becomes shorter A third control type that generates a stronger third deceleration, and the anti-collision control execution means, when the reliability is lower than a preset first reliability, The first control type is selected and executed, and the second control type is selected in preference to the third control type during high-speed travel, and the third control type is selected as the second control during low-speed travel. A driving support apparatus for a vehicle, wherein the selection is given priority over the control type . In the third control type, a fourth threshold value that is longer than the third threshold value is preset, and the third control type is preset when the estimated collision time is shorter than the fourth threshold value. The vehicle driving support device according to claim 1, wherein a fourth deceleration that is weaker than a deceleration of 3 is generated . The control types of the plurality of anti-collision controls stored in the anti-collision control storage means compare at least the anti-collision time with a second threshold that is longer than the preset first threshold, When the predicted collision time is shorter than the second threshold, a second deceleration set in advance is generated, and the predicted collision time and the first threshold set in advance are generated. A third deceleration stronger than the first deceleration set in advance when the predicted collision time is shorter than the third threshold. Including a fourth control type to generate,
The collision prevention control execution means selects and executes the fourth control type when the reliability exceeds a second reliability set in advance larger than the first reliability. The driving support device for a vehicle according to claim 1 or 2 , characterized by the above-mentioned. In the fourth control type, a fifth threshold that is shorter than the second threshold and longer than the third threshold is preset, and the predicted collision time is shorter than the fifth threshold. 4. The vehicle driving support apparatus according to claim 3 , wherein a fifth deceleration that is weaker than the third deceleration set in advance is generated in the event of a failure . The vehicle driving support apparatus according to any one of claims 1 to 4, wherein the reliability calculated by the reliability calculation means is set by a length of the obstacle detection time .

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