JP2017174204A - Drive support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve deceleration responsiveness when a preceding vehicle applies brakes when controlling acceleration/deceleration of an own vehicle with respect to the preceding vehicle travelling in front of the own vehicle and to achieve appropriate acceleration of the own vehicle in the follow-up travelling to the preceding vehicle.SOLUTION: When a preceding vehicle is determined to be decelerated or a brake lamp of the preceding vehicle is determined to turn on, internal division point factors m and n of first target acceleration a1 and second target acceleration a2 are set to m=0, n=10 (S3, S5). When the preceding vehicle is determined not to decelerate and the brake lamp is determined to turn on, the internal division point factors m, n are set on the basis of recognition reliability of a brake lamp turning-on recognition (S6). The internal division point of the first target acceleration al and the second target acceleration a2 is calculated using the internal division point factors m, n and final target acceleration (a) is calculated (S8).SELECTED DRAWING: Figure 4

Description

  The present invention relates to a driving support apparatus for a vehicle that recognizes lighting of a brake lamp of a preceding vehicle traveling in front of the host vehicle and controls acceleration / deceleration of the host vehicle.

  In vehicles such as automobiles, images of the environment in front of the host vehicle are captured by a camera, etc., so that the vehicle and obstacles traveling in front of the host vehicle are recognized, and the vehicle automatically travels to maintain a safe distance from the preceding vehicle. Driving support technology that supports driving of a driver, such as increasing or decreasing speed or automatically operating a brake, has been developed and put into practical use.

  For example, in Patent Document 1, the reliability of obstacle detection in front and the predicted collision time are calculated, and the control type of the collision prevention control is switched based on them to perform a natural sense of collision prevention control. A vehicle driving support device that can be used is disclosed.

JP 2012-183868 A

  In such driving support control, when the traveling speed of the host vehicle is automatically adjusted, generally, two types of target accelerations are set: a normal target acceleration and a target acceleration that enables early deceleration. The reference map is switched from the normal reference map to the reference map for deceleration when the brake lamp lighting of the preceding vehicle is determined or when the deceleration determination is made based on the acceleration of the preceding vehicle. By setting, the deceleration response when the preceding vehicle brakes is improved.

  This target acceleration can be switched when the brake lamp lighting state is recognized with high reliability and it is determined that the brake lamp is on, so that unnecessary deceleration due to misrecognition can be avoided. Then, there are many “undetected” scenes where it is determined that the brake lamp is lit but not lit. In such a scene, traveling is controlled at a normal target acceleration, and the start of deceleration may be delayed.

  The present invention has been made in view of the above circumstances, and improves the deceleration response when the preceding vehicle brakes when controlling the acceleration / deceleration of the own vehicle with respect to the preceding vehicle traveling in front of the own vehicle. In addition, an object of the present invention is to provide a vehicle driving support device capable of optimizing the acceleration of the host vehicle in traveling following the preceding vehicle.

  A vehicle driving support device according to an aspect of the present invention recognizes a lighting state of a brake lamp of a preceding vehicle traveling in front of the host vehicle, and determines whether the brake lamp is on and lighting of the brake lamp. A brake lamp lighting recognition unit that outputs state recognition reliability, a preceding vehicle deceleration determination unit that determines whether or not the preceding vehicle has decelerated based on the acceleration of the preceding vehicle, and the host vehicle and the preceding vehicle, In response to the first target acceleration setting unit for setting the first target acceleration and the brake lamp lighting determination of the preceding vehicle or the deceleration determination of the preceding vehicle based on the traveling state of Based on the second target acceleration setting unit to be set, the deceleration determination result of the preceding vehicle, the determination result of lighting of the brake lamp, and the recognition reliability of the lighting state of the brake lamp, An internal dividing point coefficient setting unit for setting an internal dividing point coefficient for calculating an internal dividing point between the first target acceleration and the second target acceleration; and the first dividing point coefficient using the internal dividing point coefficient A target acceleration determining unit that calculates an internal dividing point between the target acceleration and the second target acceleration, and determines the calculated internal dividing point as the target acceleration of the host vehicle;

  According to the present invention, when controlling acceleration / deceleration of a host vehicle with respect to a preceding vehicle traveling in front of the host vehicle, the deceleration response when the preceding vehicle is braked is improved, and It is possible to optimize the acceleration of the host vehicle in the follow-up traveling.

Overall configuration diagram of the driving support device Explanatory drawing which shows the 1st target acceleration and the 2nd target acceleration Explanatory drawing showing an example of setting the internal dividing point coefficient Flow chart of target acceleration determination processing Explanatory diagram showing deceleration due to difference in recognition reliability of brake lamp lighting Explanatory diagram showing deceleration when recognition reliability decreases

  Embodiments of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 denotes a vehicle driving support device, which executes driving support control including automatic driving based on a recognition result of an external environment of the host vehicle for a driving operation of a driver. The driving support device 1 includes a communication bus 100 in which an external environment monitoring device 20, an engine control device 30, a brake control device 40, a steering control device 50, an alarm control device 60, and the like form an in-vehicle network with the traveling control device 10 as a center. And are connected to each other via two-way communication.

  The external environment monitoring device 20 includes a device group that can autonomously recognize the external environment and a device group that acquires information through communication with the outside. The former apparatus group includes a camera unit 20A that recognizes the external environment by processing an image obtained by capturing the external environment of the vehicle, and a radar unit (laser radar, millimeter wave) that receives a reflected wave from a three-dimensional object existing around the vehicle. (Wave radar, ultrasonic radar, etc.) 20B.

  Further, as the latter group of devices, the own vehicle position positioning unit 20C for measuring the own vehicle position (longitude, latitude, altitude) using GPS (Global Positioning System) etc., the own vehicle position positioning unit. It is integrated with 20C and displays the measured vehicle position on the map image to provide route guidance, and uses the detailed map data stored in the system to determine the shape of the road and the position of the branch (intersection) Navigation unit 20D that outputs coordinate data, road type (highway, arterial road, city road, etc.) data, facility information existing near node points on the map, road traffic by road-to-vehicle communication and vehicle-to-vehicle communication There is a road traffic information communication unit 20E for acquiring information.

  Here, in this embodiment, the camera unit 20A is configured by integrating a stereo camera 21 that captures an image of the same object from different viewpoints and an image processing unit 22. The stereo camera 21 is composed of a pair of left and right cameras using a solid-state image sensor such as a CCD or CMOS. These one set of cameras are shutter-synchronized cameras capable of color imaging. For example, the cameras are mounted at a predetermined interval in front of the ceiling in the vehicle interior, and are captured in stereo at a predetermined cycle to capture images outside the vehicle. 22 to output.

  The image processing unit 22 performs stereo matching processing on a pair of left and right images ahead of the host vehicle captured by the stereo camera 21 to obtain a pixel shift amount (parallax) at a corresponding position of the left and right images, and converts the pixel shift amount into luminance data. Equally, a distance image having distance information is generated. The point on the distance image is converted into a point on the three-dimensional coordinates in the real space from the principle of triangulation, and the white line (lane) of the road on which the vehicle travels, the obstacle, and the preceding vehicle traveling in front of the vehicle Vehicles and the like are recognized three-dimensionally. Then, an inter-vehicle distance between the host vehicle and the preceding vehicle, a vehicle speed (relative speed) of the preceding vehicle with respect to the host vehicle, an acceleration (deceleration) of the preceding vehicle, and the like are calculated, and the three-dimensional information of the recognized object is transmitted to the travel control device 10. Is output.

  As will be described later, the camera unit 20A functions as a brake lamp lighting recognition unit that recognizes the lighting state of the rear brake lamp of the preceding vehicle and outputs the recognition result to the travel control device 10 together with the recognition reliability. Also have.

  The engine control device 30 is a well-known control device that controls the operating state of a vehicle engine (not shown). For example, the intake air amount, the throttle opening, the engine water temperature, the intake air temperature, the air-fuel ratio, the crank angle, the accelerator Based on the opening degree and other vehicle information, main control such as fuel injection control, ignition timing control, and electronic throttle valve opening control is performed.

  The brake control device 40 controls a four-wheel brake device (not shown) independently of the driver's brake operation based on, for example, a brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. This is a well-known control device that can perform a well-known antilock brake system and a yaw moment control that controls a yaw moment applied to a vehicle such as a side slip prevention control. Then, when the brake force of each wheel is input from the traveling control device 10, the brake control device 40 calculates the brake fluid pressure of each wheel based on the brake force, and a brake drive unit (not shown). ).

  The steering control device 50 controls assist torque by an electric power steering motor (not shown) provided in a vehicle steering system based on, for example, vehicle speed, driver steering torque, steering wheel angle, yaw rate, and other vehicle information. This is a known control device. Further, the steering control device 50 can perform lane keeping control for running control while maintaining the host vehicle in the lane, and lane departure preventing control for performing departure prevention control from the running lane. A steering angle or steering torque necessary for the departure prevention control is calculated by the travel control device 10 and input to the steering control device 50, and the electric power steering motor is driven and controlled according to the input control amount.

  The alarm control device 60 is a device that appropriately generates an alarm when abnormality occurs in various devices of the vehicle. For example, visual output such as a monitor, a display, and an alarm lamp, and an auditory output such as a speaker and a buzzer. Warning / notification is performed using at least one of the correct output. Further, when driving support control is suspended by the driver's override operation, the driver is notified of the current driving state.

  The travel control device 10 that is the center of the driving support device 1 described above is detected by information from the devices 20, 30, 40, 50, and various sensors such as a vehicle speed sensor, a steering angle sensor, a yaw rate sensor, and a lateral acceleration sensor. Based on the driving state information of the own vehicle, driving support control such as constant speed traveling control including lane traveling while maintaining a constant inter-vehicle distance with respect to the preceding vehicle, lane keeping control, lane departure prevention control, and the like is performed. In addition, the traveling control device 10 forcibly applies a brake when the driver cannot recognize the deceleration of the preceding vehicle or the appearance of an obstacle and cannot properly start the deceleration action and determines that there is a possibility of a collision. Activate automatic emergency brake (pre-crash brake) to avoid collision or reduce collision damage.

  In such driving support control, the traveling control device 10 controls acceleration / deceleration of the host vehicle with a first target acceleration set based on the traveling state of the host vehicle and the preceding vehicle when following the preceding vehicle. To do. And when it determines with the preceding vehicle decelerating based on the information from camera unit 20A, or when it determines with the brake lamp having lighted, the 2nd target acceleration of a deceleration direction is switched and the own vehicle is decelerated. . In addition, even when the deceleration determination of the preceding vehicle or the brake lamp lighting determination is not performed, if there is a certain certainty in the lighting recognition of the brake lamp, the second target is set according to the reliability of the recognition. By controlling the acceleration / deceleration of the host vehicle with the target acceleration reflecting the acceleration component, early deceleration is possible.

  For this reason, the driving assistance apparatus 1 is provided with each function part which concerns on the setting of the target acceleration in the traveling control apparatus 10 corresponding to the function as a brake lamp lighting recognition part of the camera unit 20A. The functional units related to the setting of these target accelerations are a preceding vehicle deceleration determination unit 11, a first target acceleration setting unit 12, a second target acceleration setting unit 13, an internal dividing point coefficient setting unit 14, and a target acceleration determination unit 15. Represented by

  Schematically, the target acceleration determination unit 15 includes a first target acceleration set by the first target acceleration setting unit 12 and a second target acceleration set by the second target acceleration setting unit 13. The final target acceleration is determined using the internal dividing point coefficient set by the internal dividing point coefficient setting unit 14. The internal dividing point coefficient is set based on the deceleration state determined from the acceleration of the preceding vehicle, the determination result of lighting of the brake lamp of the preceding vehicle, and the recognition reliability of lighting of the brake lamp.

  The target acceleration determined by the target acceleration determination unit 15 is output to the acceleration / deceleration control unit 16, and a control command is transmitted from the acceleration / deceleration control unit 16 to the engine control device 30 and the brake control device 40 via the communication bus 100. The acceleration / deceleration of the host vehicle is controlled by increasing / decreasing the driving force, operating the brake, and the like. At this time, when the target acceleration of the host vehicle is switched from the first target acceleration to the second target acceleration according to the deceleration state of the preceding vehicle, the second target is determined according to the recognition reliability of the brake lamp lighting of the preceding vehicle. It is controlled to the target acceleration reflecting the acceleration component, and deceleration can be started at an early stage.

  Specifically, in the present embodiment, the preceding vehicle deceleration determination unit 11 checks the acceleration of the preceding vehicle transmitted from the camera unit 20A, and the preceding vehicle decelerates when the acceleration change of the preceding vehicle is greater than or equal to a set value. And the deceleration determination flag FG is turned ON (FG = 1 is set). Note that the deceleration of the preceding vehicle may be determined based on information from the radar unit 20B or information obtained by inter-vehicle communication by the road traffic information communication unit 20E.

  The first target acceleration setting unit 12 sets the first target acceleration a1 based on the traveling state of the host vehicle and the preceding vehicle. The first target acceleration a1 is, for example, a normal acceleration that accelerates the host vehicle so that the distance between the preceding vehicle and the preceding vehicle quickly reaches a set value. As shown in FIG. As the speed V increases, the first target acceleration a1 increases. When the relative speed V is negative (the speed of the host vehicle> the preceding vehicle), the first target acceleration a1 is set to a negative characteristic. ing. The first target acceleration a1 is stored in the first acceleration map M1.

  The second target acceleration setting unit 13 determines whether the brake lamp of the preceding vehicle is lit by the camera unit 20A (when a later-described recognition flag FL is turned on) or the preceding vehicle deceleration determination unit 11 In response to the vehicle deceleration determination (FG = 1), the second target acceleration a2 for decelerating the host vehicle at an early stage is set. The second target acceleration a2 is set such that the acceleration is set in the minus direction with respect to the relative speed V between the host vehicle and the preceding vehicle, and is equal to or less than a predetermined speed even if the relative speed V is a positive region. Then, the characteristic is set to decelerate the host vehicle (a2 <0). The second target acceleration a2 is stored in the second acceleration map M2.

  The internal dividing point coefficient setting unit 14 is an internal dividing point coefficient used when the target acceleration determining unit 15 determines the internal dividing point between the first target acceleration a1 and the second target acceleration a2 as the final target acceleration a. m and n (m and n are positive numbers) are set. Here, the internal dividing point coefficients m and n are coefficients for internally dividing the first target acceleration a1 and the second target acceleration a2 into n: m. Based on the recognition state of the brake lamp lighting of the vehicle, the internal dividing point coefficient table Tmn having characteristics as shown in FIG. 3 is set.

The target acceleration determining unit 15 is an internal dividing point between the first target acceleration a1 obtained by referring to the first acceleration map M1 and the second target acceleration a2 obtained by referring to the second acceleration map M2. And the calculated internal dividing point is determined as the final target acceleration a. As shown in the following equation (1), the internal dividing point between the first target acceleration a1 and the second target acceleration a2 is the internal dividing point coefficient m, n set by the internal dividing point coefficient setting unit 14. Is used to calculate.
a = (n × a2 + m × a1) / (m + n) (1)

  Specifically, the internal dividing point coefficients m and n are set based on the presence / absence of deceleration determination of the preceding vehicle by the preceding vehicle deceleration determination unit 11, the determination result of the brake lamp lighting of the preceding vehicle by the camera unit 20A, and the recognition reliability. Is done. For example, the brake lamp lighting recognition reliability R is divided into a plurality of stages of 0, 1, 2, 3, and 4, and the brake lamp lighting recognition flag FL is OFF (FL = 0; “Brake lamp lighting not detected”). The recognition reliability R when the recognition flag R is ON and the recognition flag FL is ON (FL = 1; the state where the recognition reliability is highest and the brake lamp is lit). When R = 4, interior dividing point coefficients m and n as shown in FIG. 3 are set.

  In the internal dividing point coefficient table Tmn shown in FIG. 3, when the deceleration determination flag FG indicating the deceleration determination of the preceding vehicle is FG = 1, or the recognition flag FL indicating the brake lamp lighting determination is FL = 1, n = 10, m = 0 is set, and the final target acceleration a is determined as the second target acceleration a2 (a = a2). Further, when FG = 0 and FL = 0, that is, in a state where the deceleration determination of the preceding vehicle and the lighting determination of the brake lamp are not performed, when R = 0 (no detection), n = 0 and m = 10 are set. The final target acceleration a is determined as the first target acceleration a1 (a = a1). Further, in the state where FG = 0 and FL = 0, the higher the recognition reliability of the brake lamp lighting, the higher the inner divided point coefficient on the second target acceleration a2 side than the inner divided point coefficient m on the first target acceleration a1 side. n becomes large and early deceleration is possible.

  Here, the reliability of lighting recognition of the brake lamp of the preceding vehicle by the camera unit 20A will be described. In the present embodiment, a region corresponding to the emission color of the brake lamp of the preceding vehicle is extracted from the color image captured by the camera unit 20A, and the luminance B of this region is compared with a plurality of luminance threshold values.

  The threshold values in a plurality of stages are set corresponding to the stages from the highest recognition reliability to the lowest recognition reliability. In this embodiment, the thresholds H4, H3, H2, and H1 are set in the descending order of the recognition reliability. ing. Then, as shown below, the recognition reliability R is calculated according to the comparison result between the luminance B of the lighting area of the brake lamp and the threshold values H4, H3, H2, and H1.

B ≧ H4 → R = 4 (Brake lamp lighting judgment: FL = 1)
H3 ≦ B <H4 → R = 3 (FL = 0; brake lamp lighting almost recognized)
H2 ≦ B <H3 → R = 2 (FL = 0; brake lamp is slightly lit)
H1 ≦ B <H2 → R = 1 (FL = 0; Brake lamp lighting is slightly recognized)
B <H1 → R = 0 (FL = 0; brake lamp lighting not detected)

  Among these threshold values H1 to H4, the threshold value H4 is a threshold value that is set in advance and is given in advance, and is a determination value that determines whether the brake lamp is turned on (turns the recognition flag FL on and off). Judgment value). With respect to the determination value H4, the threshold values H3, H2, and H1 are set as state values that are classified by decreasing the recognition reliability in stages. The determination value H4 is learned and updated for each predetermined travel distance and travel time in order to correspond to individual differences and aging of the camera unit 20A for each vehicle. Each state value H3, H2, H1 is reset.

  Next, the target acceleration determination program processing by the traveling control device 10 will be described with reference to the flowchart of FIG.

  In this target acceleration determination process, in the first step S1, information on the preceding vehicle is acquired from the external environment monitoring device 20 including the camera unit 20A, and it is determined whether or not the preceding vehicle has decelerated in step S2. As a result, if it is determined that the preceding vehicle has decelerated, the deceleration determination flag FG is turned on (set to FG = 1) and the process proceeds to step S3. If it is determined that the preceding vehicle has not decelerated, the deceleration determination flag FG is turned OFF (FG = 0 is cleared), and the process proceeds to step S4.

  When it is determined that the preceding vehicle has decelerated, the deceleration determination flag FG is referred to in step S3, and the internal dividing point coefficient table Tmn of FIG. 3 is referred to under the condition of FG = 1 (recognition reliability R = 4). The internal dividing point coefficients m and n are set to m = 0 and n = 10. On the other hand, if it is determined that the preceding vehicle is not decelerating, it is determined based on the recognition flag FL and the recognition reliability R whether or not it is determined in step S4 that the brake lamp of the preceding vehicle is lit. To do.

  If it is determined in step S4 that FL = 1, that is, the brake lamp of the preceding vehicle is lit (when the brake lamp lighting is recognized with a high reliability of R = 4), the process proceeds from step S4 to step S5. Then, the internal dividing point coefficients m and n are set with reference to the internal dividing point coefficient table Tmn of FIG. 3 according to the condition of FL = 1 (recognition reliability R = 4). The internal dividing point coefficients m and n at this time are set to m = 0 and n = 10 as in step S3 when the deceleration determination is made, and the component of the first target acceleration a1 is set to 0.

  If it is determined in step S4 that FL = 0 and it is not determined that the brake lamp is lit, the process proceeds from step S4 to step S6, and based on the recognition reliability R of the lit state of the brake lamp, FIG. The internal dividing point coefficients m and n are set with reference to the internal dividing point coefficient table Tmn. In this case, the inner dividing point coefficients m and n have a smaller value of m on the first target acceleration a1 side and a smaller value of n on the second target acceleration a2 side as the recognition reliability R is lower.

  After setting the internal dividing point coefficients m and n in any of steps S3, S5, and S6, the process proceeds to step S7, and the first acceleration map M1 and the second acceleration map M2 are referred to, and the first The target acceleration a1 and the second target acceleration a2 are acquired, and in step S8, the first target acceleration a1 and the second target acceleration based on the above equation (1) using the internal dividing point coefficients m and n are obtained. The target acceleration a is calculated by calculating the internal dividing point with the acceleration a2.

  By determining the target acceleration by such internal dividing point calculation, as shown in FIG. 5, even in a scene where the recognition reliability R is 1, 2, and 3 and the conventional brake lamp lighting is “not detected”, A deceleration component due to the second target acceleration a2 can be taken in, and deceleration earlier than before can be performed.

  In addition, as shown in FIG. 6, the threshold value H4 of the recognition flag FL is lowered, and the brake lamp is not lit even though it is lit. When comparing only the acceleration map M2 of FIG. 2 (broken line in the figure) with the case of calculating the internal dividing point with the recognition reliability being R = 1 (solid line in the figure), Since the deceleration component due to the second target acceleration a2 is reflected according to the recognition reliability R, the influence of unnecessary deceleration due to “false detection” can be reduced.

  Thus, in the present embodiment, when switching from the first target acceleration based on the traveling state of the host vehicle and the preceding vehicle to the second target acceleration corresponding to the brake lamp lighting of the preceding vehicle or the deceleration determination of the preceding vehicle. In addition, the internal dividing point between the first target acceleration and the second target acceleration is determined using the internal dividing point coefficient set based on the deceleration determination result of the preceding vehicle, the brake lamp lighting determination result, and the recognition reliability. The final target acceleration is calculated and determined. As a result, it is possible to improve the deceleration response when the preceding vehicle brakes and to optimize the acceleration when traveling following the preceding vehicle.

DESCRIPTION OF SYMBOLS 1 Driving assistance apparatus 10 Traveling control apparatus 11 Leading vehicle deceleration determination part 12 1st target acceleration setting part 13 2nd target acceleration setting part 14 Internal dividing point coefficient setting part 15 Target acceleration determination part 20 External environment monitoring apparatus 20A Camera unit FG Deceleration determination flag FL recognition flag R recognition reliability a target acceleration a1 first target acceleration a2 second target acceleration m, n internal dividing point coefficient

Claims (5)

Brake lamp lighting recognition that recognizes the lighting state of a brake lamp of a preceding vehicle traveling in front of the host vehicle and outputs a determination result of whether or not the brake lamp is lit and a recognition reliability of the lighting state of the brake lamp And
A preceding vehicle deceleration determination unit that determines whether the preceding vehicle has decelerated based on the acceleration of the preceding vehicle;
A first target acceleration setting unit for setting a first target acceleration based on the running state of the host vehicle and the preceding vehicle;
A second target acceleration setting unit that sets a second target acceleration in response to the brake lamp lighting determination of the preceding vehicle or the deceleration determination of the preceding vehicle;
An internal dividing point between the first target acceleration and the second target acceleration based on the deceleration determination result of the preceding vehicle, the determination result of lighting of the brake lamp, and the recognition reliability of the lighting state of the brake lamp An internal dividing point coefficient setting unit for setting an internal dividing point coefficient for calculating
A target acceleration determining unit that calculates an internal dividing point between the first target acceleration and the second target acceleration using the internal dividing point coefficient, and determines the calculated internal dividing point as a target acceleration of the host vehicle; A driving support apparatus for a vehicle, comprising:   The second target acceleration is set in a decelerating direction with respect to the first target acceleration, and the inner dividing point coefficient is set so that the inner dividing point approaches the second target acceleration as the recognition reliability increases. The vehicle driving support apparatus according to claim 1, wherein the driving support apparatus is set.   The brake lamp lighting recognition unit divides the recognition reliability into a plurality of stages, and the brightness of the area corresponding to the brake lamp lighting of the preceding vehicle in the image obtained by imaging the front of the host vehicle is set to the recognition reliability of each stage. The vehicle driving support device according to claim 1, wherein the recognition reliability is calculated by comparing with a corresponding threshold value.   The brake lamp lighting recognition unit gives the threshold corresponding to the stage with the highest recognition reliability as a determination value for determining whether or not the brake lamp is lit, and the threshold corresponding to another stage is 4. The vehicle driving support apparatus according to claim 3, wherein the recognition reliability is set as a state value divided in stages with respect to the determination value.   The vehicle driving support device according to claim 4, wherein the brake lamp lighting recognizing unit updates the determination value in a learning manner and resets the state values in accordance with the update of the determination value.

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