JP5139816B2 - Outside monitoring device - Google Patents

Description

  The present invention relates to an out-of-vehicle monitoring apparatus that recognizes a traveling environment in front of a host vehicle based on image information or the like and accurately determines whether or not a preceding vehicle is leaving.

  In recent years, in vehicles, the front traveling environment is detected by an on-board camera, laser radar device, etc., obstacles and preceding vehicles are recognized from the traveling environment data, the target deceleration of the own vehicle is set, the obstacle A traveling control device that travels while maintaining a constant inter-vehicle distance with respect to a preceding vehicle has been developed and put into practical use.

For example, in Japanese Patent Application Laid-Open No. 2005-145153, when following a preceding vehicle, the inter-vehicle distance control is performed so that the inter-vehicle distance from the preceding vehicle becomes the target inter-vehicle distance at a set vehicle speed or less, and the preceding vehicle is on the own lane. If there is no vehicle, the vehicle speed control is performed so that the vehicle speed becomes the set vehicle speed, and even if it is determined that the preceding vehicle tends to leave the lane while following the preceding vehicle, the preceding vehicle is not obstructed. A travel control technique for prohibiting acceleration of the host vehicle when it is determined that the avoidance operation is being performed is disclosed.
JP 2005-145153 A

  However, the determination of the departure of the preceding vehicle disclosed in Patent Document 1 described above is based on the two-dimensional relationship between the lateral displacement amount of the preceding vehicle and the lateral speed of the preceding vehicle, the lateral displacement amount and the lateral speed of the preceding vehicle. When the vehicle is in the area set in advance on the map, it is determined that the preceding vehicle has a tendency to leave the lane. There is a problem that natural control is not possible. That is, there are various factors in the driving environment in order to leave the preceding vehicle from the preceding vehicle, and accurate departure determination cannot be performed unless the departure determination is made in consideration of these factors.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide an out-of-vehicle monitoring device that can accurately determine whether or not a preceding vehicle has left and can perform natural traveling control in accordance with an actual traveling environment. And

The present invention includes a forward road environment recognition means for recognizing a forward road environment, a preceding vehicle recognition means for recognizing a preceding vehicle ahead of the host vehicle and acquiring preceding vehicle information, the forward road environment and the preceding vehicle information, Based on the above, the separation state of the preceding vehicle from the preceding vehicle state is classified into three states: a normal state, a state that is less likely to leave than the normal state, and a state that is easier to leave than the normal state. set the threshold value of the lateral speed different, it provided the preceding vehicle when the lateral velocity of the preceding vehicle exceeds the threshold value and determining the deviation judgment means and leaves the state is the preceding vehicle, the deviation judgment means When the preceding vehicle is not near the normal state and is near the intersection, it is determined that the vehicle is likely to leave the normal state .

  According to the vehicle outside monitoring device according to the present invention, it is possible to accurately determine whether or not the preceding vehicle is separated, and natural travel control that matches the actual travel environment is possible.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 to 10 show an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a travel control device mounted on a vehicle, FIG. 2 is a flowchart of a preceding vehicle determination processing program, and FIG. FIG. 4 is a flowchart continuing from FIG. 3, FIG. 5 is a flowchart continuing from FIG. 4, FIG. 6 is an explanatory diagram showing an example of a preceding vehicle that has reached the intersection, and FIG. 7 is a lateral speed and white line of the preceding vehicle. FIG. 8 is an explanatory diagram showing the relationship between the direction of the guardrail, FIG. 8 is an explanatory diagram showing the distance between the white line on the opposite side to the direction of the lateral speed of the preceding vehicle and the preceding vehicle, and FIG. 9 is an explanation showing an example of the preceding vehicle buried in the guardrail FIG. 10 and FIG. 10 are explanatory diagrams of a preceding vehicle and a three-dimensional object group other than the preceding vehicle.

  In FIG. 1, reference numeral 1 denotes a vehicle (host vehicle) such as an automobile, and the host vehicle 1 is equipped with a cruise control system (ACC (Adaptive Cruise Control) system) 2 as an example of a travel control device.

  The ACC system 2 includes a stereo camera 3, a stereo image recognition device 4, a travel control unit 5, and the like as main parts. The ACC system 2 is basically in a constant speed travel control state in which no preceding vehicle exists. The vehicle travels with the vehicle speed set by the driver maintained, and in the following traveling control state where the preceding vehicle exists, the target vehicle speed is set to the vehicle speed of the preceding vehicle, and the preceding vehicle is determined according to the position information of the three-dimensional object ahead of the host vehicle. In contrast, the vehicle travels with a certain distance between the vehicles.

  The stereo camera 3 is composed of a pair of (left and right) CCD cameras using a solid-state image sensor such as a charge coupled device (CCD) as a stereo optical system. Are attached at regular intervals, and an object outside the vehicle is imaged in stereo from different viewpoints, and image information is output to the stereo image recognition device 4.

  Further, the host vehicle 1 is provided with a vehicle speed sensor 6 that detects the host vehicle speed V0, and the detected host vehicle speed V0 is output to the stereo image recognition device 4 and the travel control unit 5.

  The stereo image recognition device 4 receives the image from the stereo camera 3 and the vehicle speed V 0 from the vehicle speed sensor 6, and based on the image from the stereo camera 3, the three-dimensional object data in front of the vehicle 1, white line data, and side walls such as guardrails The forward information of the data is detected, and the traveling path of the own vehicle 1 (own vehicle traveling path) is estimated. The left and right (width) direction of the own vehicle 1 is indicated by the X coordinate, the front and rear direction of the own vehicle 1 is indicated by the Z coordinate, and the road surface directly below the center of the two CCD cameras constituting the stereo camera 3 is the origin. 1 is extracted with the vehicle 1 fixed coordinate system in which the right side of the vehicle 1 is set to the + side of the X-axis and the front of the vehicle 1 is set to the + side of the Z-axis. Vehicle speed (front-rear direction speed Vfz, lateral speed Vfx), preceding vehicle information such as preceding vehicle deceleration, solid object position other than the preceding vehicle, speed of each three-dimensional object (front-rear direction speed, lateral speed), white line coordinates, Data such as white line recognition distance, side wall data coordinates such as guard rail, recognition distance, own vehicle traveling path coordinates, etc. are output to the travel control unit 5.

  Here, the processing of the image from the stereo camera 3 in the stereo image recognition device 4 is performed as follows, for example. First, distance information is generated based on the principle of triangulation from a corresponding positional shift amount for a pair of stereo images in the traveling direction of the host vehicle 1 captured by the stereo camera 3. And based on this distance information, compared with well-known grouping processing and pre-stored three-dimensional road shape data, solid object data, etc., white line data, guardrails, curbs, etc. existing along the road Side wall data and three-dimensional object data such as vehicles are extracted. In the three-dimensional object data, a distance to the three-dimensional object and a temporal change (relative speed with respect to the own vehicle 1) of this distance are obtained. In particular, in the closest vehicle on the own vehicle traveling path, in the substantially same direction as the own vehicle 1. A vehicle traveling at a predetermined speed (for example, 0 km / h or more) is extracted as a preceding vehicle. Moreover, the obstacle which exists ahead of the own vehicle is also handled like the above-mentioned preceding vehicle.

  Then, for the extracted preceding vehicle, a preceding vehicle leaving determination process described later is executed, and when the absolute value of the lateral speed of the preceding vehicle is smaller than a preset value, the lateral speed of the preceding vehicle and the white line・ When the direction of the guard rail is the same direction, when the distance between the white line and the preceding vehicle is on the opposite side of the direction of the lateral speed of the preceding vehicle, the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle If any of the conditions in the case where the directions are the same is satisfied, it is determined that the preceding vehicle is more difficult to leave than the normal state. In addition, it is not difficult to depart from the normal state described above, but the following (when the preceding vehicle exists near the intersection, the lateral speed of the preceding vehicle and the direction of the white line / guardrail are opposite, the lateral speed of the preceding vehicle If the distance between the white line and the preceding vehicle on the opposite side of the direction of the vehicle is increasing, if the preceding vehicle is buried in the guardrail and output, the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is reversed If any of the above conditions is satisfied, it is determined that the state is easier to leave than the normal state, and otherwise, the normal state is determined. When different lateral speed thresholds are set for each of these three states (normal state, state that is harder to leave than normal state, state that is easier to leave than normal state), and the lateral speed of the preceding vehicle exceeds the threshold value It is determined that the preceding vehicle leaves the state where it is a preceding vehicle. As described above, the stereo camera 3 and the stereo image recognition device 4 are provided as a vehicle outside monitoring device, and the stereo image recognition device 4 functions as a front road environment recognition unit, a preceding vehicle recognition unit, and a departure determination unit. have.

  The traveling control unit 5 realizes a constant speed traveling control function for performing constant speed traveling control so as to maintain a traveling speed set by a driver's operation input, and an automatic tracking control function. A constant speed travel switch 7, a stereo image recognition device 4, a vehicle speed sensor 6, and the like that are configured by a plurality of switches coupled to a constant speed travel operation lever provided in a section or the like are connected.

  The constant speed travel switch 7 is a vehicle speed set switch for setting a target vehicle speed during constant speed travel, a coast switch for mainly changing the target vehicle speed to the lower side, a resume switch for mainly changing the target vehicle speed to the upper side, etc. It is configured. Further, a main switch (not shown) for turning ON / OFF constant speed traveling control and automatic tracking control is disposed in the vicinity of the constant speed traveling operation lever.

  When the driver turns on a main switch (not shown) and sets a desired vehicle speed by means of a constant speed traveling operation lever, a signal from the constant speed traveling switch 7 is input to the traveling control unit 5. Then, the vehicle speed detected by the vehicle speed sensor 6 is output as a signal to the throttle valve control device 8 so as to converge to the set vehicle speed set by the driver, and the opening degree of the throttle valve 9 is feedback-controlled so that the vehicle 1 is kept at a constant speed. The vehicle is automatically driven in a state, or a deceleration signal is output to the automatic brake control device 10 to activate the automatic brake.

  Further, when the traveling control unit 5 performs constant speed traveling control, when the preceding vehicle is recognized by the stereo image recognition device 4, the traveling control unit 5 is automatically switched to automatic follow-up control under a predetermined condition. The constant speed traveling control function and the automatic follow-up control function are canceled when the vehicle speed V0 exceeds a preset upper limit value or when the main switch is turned off. The control state by the traveling control unit 5 is always displayed on the liquid crystal monitor 11.

  As shown in FIG. 2, the preceding vehicle determination processing program by the stereo image recognition device 4 first reads necessary parameters in step (hereinafter abbreviated as “S”) 101, proceeds to S102, and, for example, as described above, for example, The closest vehicle on the own vehicle traveling path that travels at a predetermined speed (for example, 0 km / h or more) in substantially the same direction as the own vehicle 1 is extracted as a preceding vehicle.

  Then, the process proceeds to S103, the preceding vehicle leaving determination process described later is executed for the preceding vehicle extracted in S102, and the program is exited.

  This preceding vehicle leaving determination process will be described with reference to the flowcharts of FIGS. First, in S201, an initial flag setting process (F1 = 0, F2 = 0) is executed for the first flag F1 and the second flag F2. Here, the first flag F1 is a flag that is set (F1 = 1) in a state in which it is more difficult to leave than the normal state, and the second flag F2 is set in a state that is easier to leave than the normal state (F2 = 1). ) Flag.

  Next, in S202, the absolute value | Vfx | of the lateral speed of the preceding vehicle is compared with a preset value Vfxc1, and in the case of | Vfx | <Vfxc1, | Vfx | It is determined that the state is difficult, and the process proceeds to S203, the first flag F1 is set (F1 = 1), and the process proceeds to S204. Conversely, if | Vfx | ≧ Vfxc1, the process proceeds directly to S204.

  In S204, as shown in FIG. 6, it is determined whether or not there is a preceding vehicle near the intersection (for example, within several meters). The recognition of this intersection is performed, for example, based on whether or not there is a white line of a pedestrian crossing that crosses the traveling lane ahead. In addition, you may recognize an intersection from the intersection information provided from a navigation system or an infrastructure (infrastructure), the own vehicle position, and a preceding vehicle position.

  As a result of the determination in S204, if it is determined that there is a preceding vehicle near the intersection, it is determined that the vehicle is likely to leave the normal state, the process proceeds to S205, the second flag F2 is set (F2 = 1), and the process proceeds to S206. move on. Conversely, if there is no preceding vehicle near the intersection, the process proceeds to S206 as it is.

  In S206, it is determined whether or not the lateral speed Vfx of the preceding vehicle and the direction of the white line are the same direction. Then, as shown in FIG. 7A, when the lateral speed Vfx of the preceding vehicle and the direction of the white line are the same direction, it is determined that it is difficult to leave from the normal state, and the process proceeds to S207, and the first flag F1 Is set (F1 = 1) and the process proceeds to S208. On the other hand, when the lateral speed Vfx of the preceding vehicle and the direction of the white line are not the same direction, the process proceeds to S208 as it is.

  In S208, it is determined whether or not the lateral speed Vfx of the preceding vehicle and the direction of the white line are opposite. Then, as shown in FIG. 7B, when the lateral speed Vfx of the preceding vehicle and the direction of the white line are in the reverse direction, it is determined that the vehicle is likely to leave the normal state, and the process proceeds to S209, where the second flag F2 Is set (F2 = 1) and the process proceeds to S210. On the other hand, when the lateral speed Vfx of the preceding vehicle and the direction of the white line are not opposite, the process proceeds to S210 as it is.

  In S210, it is determined whether or not the lateral speed Vfx of the preceding vehicle and the direction of the guard rail are the same direction. Then, as shown in FIG. 7A, when the lateral speed Vfx of the preceding vehicle and the direction of the guard rail are the same direction, it is determined that it is difficult to separate from the normal state, and the process proceeds to S211 and the first flag F1 Is set (F1 = 1) and the process proceeds to S212. If the lateral speed Vfx of the preceding vehicle and the direction of the guard rail are not the same direction, the process proceeds to S212 as it is.

  In S212, it is determined whether or not the lateral speed Vfx of the preceding vehicle and the direction of the guardrail are opposite. Then, as shown in FIG. 7B, when the lateral speed Vfx of the preceding vehicle and the direction of the guard rail are in the reverse direction, it is determined that the vehicle is likely to be separated from the normal state, and the process proceeds to S213, where the second flag F2 Is set (F2 = 1) and the process proceeds to S214. On the other hand, if the lateral speed Vfx of the preceding vehicle and the direction of the guard rail are not opposite, the process proceeds to S214 as it is.

  In S214, it is determined whether or not the distance between the white line and the preceding vehicle on the side opposite to the direction of the lateral speed of the preceding vehicle tends to increase. If the result of this determination is that the distance between the white line and the preceding vehicle tends to increase (as indicated by Δd in FIG. 8 (a)), it is determined that the state is easier to leave than the normal state, and the process proceeds to S215, where the second flag F2 is set (F2 = 1) and the process proceeds to S216. If the distance between the white line and the preceding vehicle is not increasing, the process proceeds to S216 as it is.

  In S216, it is determined whether or not the distance between the white line and the preceding vehicle on the side opposite to the direction of the lateral speed of the preceding vehicle tends to be reduced. If the result of this determination is that the distance between the white line and the preceding vehicle tends to decrease (as indicated by Δd in FIG. 8B), it is determined that it is difficult to leave from the normal state, and the process proceeds to S217, where the first flag Set F1 (F1 = 1) and proceed to S218. If the distance between the white line and the preceding vehicle is not decreasing, the process proceeds to S218.

  In S218, it is determined whether or not the preceding vehicle is buried in the guard rail and output. As shown in FIGS. 9 (a) and 9 (b), for example, when a front side road or the like cannot be detected, the front side road part is supplemented with guard rails before and after the front side road. In some cases, image processing may be performed, and the processing is provided in order to accurately determine the departure of the preceding vehicle based on such erroneous recognition.

  If the result of the determination in S218 is that the preceding vehicle is buried in the guardrail and is being output, it is determined that the vehicle is likely to leave the normal state, and the process proceeds to S219 to set the second flag F2 (F2 = 1). The process proceeds to S220. If the preceding vehicle is buried in the guardrail and is not output, the process proceeds to S220 as it is.

  In S220, it is determined whether or not the three-dimensional object group other than the preceding vehicle and the direction of the lateral speed of the preceding vehicle are the same direction. Here, the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle is, for example, an average value of the lateral speeds of all the three-dimensional objects other than the preceding vehicle (as shown in FIG. Direction velocity + lateral velocity of the three-dimensional object B + lateral velocity of the three-dimensional object C) / 3). As a result of the determination, if the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is the same direction, it is determined that it is difficult to leave from the normal state, and the process proceeds to S221 to set the first flag F1 ( F1 = 1) and proceed to S222. If the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is not the same direction, the process proceeds to S222 as it is.

  In S222, it is determined whether or not the three-dimensional object group other than the preceding vehicle and the direction of the lateral speed of the preceding vehicle are opposite. As a result of the determination, if the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is opposite, it is determined that the state is easier to leave than the normal state, and the process proceeds to S223 and the second flag F2 is set ( F2 = 1) and proceed to S224. If the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is not the reverse direction, the process proceeds to S224 as it is.

  In S224, it is determined whether or not the first flag F1 is set. If the first flag F1 is set, the process proceeds to S225, and the departure determination threshold value THvx of the preceding vehicle is released from the normal state. The threshold value in a difficult state, for example, 10 km / h is set, and the process proceeds to S229.

  In S224, if the first flag F1 is not set, the process proceeds to S226, in which it is determined whether the second flag F2 is set. If the second flag F2 is set, Then, the process proceeds to S227, and the departure determination threshold value THvx of the preceding vehicle is set to a threshold value in a state in which the preceding vehicle is more likely to leave than the normal state, for example, 1 km / h, and the process proceeds to S229.

  If the second flag F2 is not set in S226 (that is, if F1 = 0 and F2 = 0), the process proceeds to S228, where the preceding vehicle departure determination threshold THvx is set as the threshold in the normal state. For example, set to 4 km / h and proceed to S229.

  When the departure determination threshold value THvx for the preceding vehicle is set in any one of S225, S227, and S228 and the process proceeds to S229, the absolute value | Vfx | of the lateral speed of the preceding vehicle is compared with the departure determination threshold value THvx for the preceding vehicle. If the absolute value | Vfx | of the preceding vehicle exceeds the preceding vehicle departure determination threshold value THvx (when | Vfx |> THvx), the process proceeds to S230, where it is determined that the preceding vehicle leaves, and the routine is exited. Conversely, when the absolute value | Vfx | of the preceding vehicle's lateral speed is equal to or less than the preceding vehicle's departure determination threshold THvx (when | Vfx | ≦ THvx), the process proceeds to S231, where it is determined that the preceding vehicle does not leave. , Exit the routine.

  Thus, according to the embodiment of the present invention, when the absolute value of the lateral speed of the preceding vehicle is smaller than a preset value with respect to the extracted preceding vehicle, the lateral speed and the white line of the preceding vehicle are determined.・ When the direction of the guard rail is the same direction, when the distance between the white line and the preceding vehicle is on the opposite side of the direction of the lateral speed of the preceding vehicle, the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle If any of the conditions in the case where the directions are the same is satisfied, it is determined that the preceding vehicle is more difficult to leave than the normal state. In addition, it is not difficult to depart from the normal state described above, but the following (when the preceding vehicle exists near the intersection, the lateral speed of the preceding vehicle and the direction of the white line / guardrail are opposite, the lateral speed of the preceding vehicle If the distance between the white line and the preceding vehicle on the opposite side of the direction of the vehicle is increasing, if the preceding vehicle is buried in the guardrail and output, the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is reversed If any of the above conditions is satisfied, it is determined that the state is easier to leave than the normal state, and otherwise, the normal state is determined. When different lateral speed thresholds are set for each of these three states (normal state, state that is harder to leave than normal state, state that is easier to leave than normal state), and the lateral speed of the preceding vehicle exceeds the threshold value It is determined that the preceding vehicle leaves the state where it is a preceding vehicle. For this reason, it is possible to accurately determine whether or not the preceding vehicle is separated, and natural travel control can be performed in accordance with the actual travel environment.

  In this embodiment, for the extracted preceding vehicle, the absolute value of the lateral speed of the preceding vehicle, the relationship between the lateral speed of the preceding vehicle and the direction of the white line / guard rail, the direction of the lateral speed of the preceding vehicle The distance between the white line and the preceding vehicle on the opposite side, the relationship between the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle, the relationship between the preceding vehicle position and the intersection position, the presence of the preceding vehicle on the guardrail image The departure determination is performed in consideration of all the states, but the departure determination may be performed in consideration of some of the above-described examples without considering all.

  Further, in the present embodiment, it is determined that there are three states: a normal state, a state that is less likely to be removed than the normal state, and a state that is more likely to be removed than the normal state. It is possible to discriminate between two states and set different thresholds for the lateral speed for each, or to discriminate more states and set different thresholds for the lateral velocity for each. Anyway.

Schematic configuration diagram of a travel control device mounted on a vehicle Flow chart of preceding vehicle determination processing program Flowchart of preceding vehicle departure determination processing routine Flow chart continuing from FIG. Flow chart continuing from FIG. Explanatory drawing showing an example of a preceding vehicle that has reached the vicinity of an intersection Explanatory diagram showing the relationship between the lateral speed of the preceding vehicle and the direction of the white line / guard rail Explanatory drawing showing the distance between the white line on the opposite side and the direction of the lateral speed of the preceding vehicle and the preceding vehicle Explanatory drawing showing an example of a preceding vehicle buried in a guardrail Explanatory drawing of solid objects other than the preceding car and the preceding car

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Own vehicle 2 ACC system 3 Stereo camera 4 Stereo image recognition apparatus (front road environment recognition means, preceding vehicle recognition means, departure determination means)
5 Traveling control unit 8 Throttle valve control device 9 Throttle valve 10 Automatic brake control device 11 LCD monitor

Claims (10)

Forward road environment recognition means for recognizing the road environment ahead;
A preceding vehicle recognition means for recognizing a preceding vehicle ahead of the host vehicle and acquiring preceding vehicle information;
Based on the preceding road environment and the preceding vehicle information, the departure state of the preceding vehicle from the preceding vehicle state is a normal state, a state that is less likely to leave than the normal state, and a state that is easier to leave than the normal state. Detachment determination that determines a state, sets different threshold values for the lateral speed for each of these three states, and determines that the preceding vehicle is leaving the preceding vehicle when the lateral speed of the preceding vehicle exceeds the above threshold and means,
The out-of-vehicle monitoring device characterized in that the departure determination means determines that the vehicle is not easily separated from the normal state and is more easily separated from the normal state when a preceding vehicle is present near the intersection . 2. The out-of-vehicle monitoring device according to claim 1 , wherein when the absolute value of the lateral speed of the preceding vehicle is smaller than a preset value , the departure determination unit determines that the vehicle is more difficult to leave than the normal state. . It said deviation judgment means, when the lateral velocity and the white line direction of the preceding vehicle is the same direction, vehicle surroundings monitoring apparatus according to claim 1, wherein determining that the state hardly released from the normal state. It said deviation judgment means, when the lateral velocity and guardrail direction of the preceding vehicle is the same direction, vehicle surroundings monitoring apparatus according to claim 1, wherein determining that the state hardly released from the normal state. The said leaving determination means, when the distance between the white line and the preceding vehicle on the opposite side to the direction of the lateral speed of the preceding vehicle is decreasing , determines that it is more difficult to leave than the normal state. The vehicle exterior monitoring device according to 1 . Said deviation judgment means, when the lateral velocity of the orientation of the three-dimensional object group than the preceding vehicle and the preceding vehicle is the same direction, according to claim 1, wherein determining that the state hardly released from the normal state Outside monitoring device. The deviation judgment unit is not in a state of not easily released from the normal state, and, if the lateral velocity and the white line direction of the preceding vehicle is in a reverse direction, determining that state have easily disengaged from the normal state vehicle surroundings monitoring apparatus according to any one of claims 1 to 6, characterized. The departure determination means determines that the state is more easily separated than the normal state when the lateral speed of the preceding vehicle and the direction of the guard rail are opposite to each other. vehicle surroundings monitoring apparatus according to any one of claims 1 to 6,. If the separation determination means is not in a state where it is difficult to separate from the normal state and the distance between the white line and the preceding vehicle on the side opposite to the direction of the lateral speed of the preceding vehicle tends to increase , the departure determination means leaves the normal state. vehicle surroundings monitoring apparatus according to any one of claims 1 to 6, characterized in that to determine the likely state. The leaving determination means is not in a state that is less likely to leave than the normal state, and is more likely to leave than the normal state when the direction of the lateral speed of the three-dimensional object group other than the preceding vehicle and the preceding vehicle is in the reverse direction. vehicle surroundings monitoring apparatus according to any one of claims 1 to 6, characterized in that to determine that.

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