JP2023106303A - Traveling controller of vehicle - Google Patents

Abstract

To alleviate discomfort given to an occupant even when it is hard to instantaneously determine whether a target is a real image or ghost image.SOLUTION: A traveling control unit of a traveling controller receives a reflected signal wave of a signal wave radiated from a sensor, detects for each measurement cycle a peripheral target, and discriminates based on a result of detection of the measurement cycle whether the detected target is a ghost image or a real image. When determining that the target is the real image and there is a possibility that the target may collide with an own vehicle, the traveling control unit causes the own vehicle to implement first traveling control, and determines whether the target detected by the sensor is a ghost image or real image based on a result of detection of measurement cycles, the number of which is smaller than that of a discrimination unit. When determining that the target is the ghost image and there is a possibility that the target may collide with the own vehicle, the traveling control unit causes the own vehicle to implement second traveling control different from the first traveling control.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle travel control device.

Conventionally, targets such as moving objects (dynamic targets) and fixed objects (static targets) in front of the vehicle and vehicles approaching the vehicle from behind (dynamic targets) are detected, and Sensors are often used as devices for measuring the positional relationship between the object and the target. This type of sensor is a general term for ultrasonic radar, millimeter wave radar, lidar (LiDAR: Light Detection and Ranging), etc. The signal wave (general term for sound waves, radio waves, and electromagnetic waves) emitted from this sensor is emitted to the target. , the reflected signal wave is received, and based on the received reflected signal wave, the distance between the vehicle and the target, the relative speed, and the direction of movement with respect to the vehicle are measured from the arrival time and direction. The measured target position information is used for vehicle control such as following distance control (ACC: Adaptive Cruise Control), collision damage mitigation braking (AEB: Autonomous Emergency Braking) control, and lane change assistance (LCA: Lane Change Assist ) Used as surrounding monitoring information during control.

By the way, the reflected signal waves from the target are not only directly received by the sensor, but also secondary reflected signal waves (multi path). When the sensor receives multipath signals, there is a problem that a non-existent ghost (virtual image) detected in the direction of transmission through the wall surface reflected immediately before incidence is erroneously determined as a target.

Therefore, various techniques have been proposed for distinguishing a real image from a ghost and eliminating the ghost. For example, in Patent Document 1 (Japanese Patent Application Laid-Open No. 2019-57197), based on the reflected signal wave received by the sensor, based on the relative relationship between the moving object and the own vehicle, the moving object is located in front of the traveling path of the own vehicle. There is disclosed a technique for recognizing a moving object as a ghost and erasing the moving object from the road map if the traveling direction of the moving object is different from that of the own vehicle, even if the moving object is on the road map.

JP 2019-57197 A

According to the technique disclosed in the above-mentioned document, ghosts are erased from the road map. It is possible to reduce discomfort given to passengers including passengers.

However, it is sometimes difficult to determine whether a target, typically a moving object, is a real image or a ghost. The travel control device detects the target based on the signal waves sent and received from the sensor in each measurement cycle. However, if it is difficult to determine whether the target is a real image or a ghost image, the measurement results for several tens of cycles are accumulated. will be determined by

As a determination method in this case, for example, first, the detection rate of the target with respect to the number of measurement cycles is obtained. is determined to be a real image.

Therefore, in the cruise control device, vehicle control is interrupted until several tens of cycles of measurement results for determining whether the target is a real image or a ghost are accumulated. Therefore, when it is determined that the target is a real image, it is difficult to ensure sufficient time for advance notification when brake control is to be executed due to the detection delay. As a result, when a collision avoidance operation is executed by AEB control, steering control, or the like, the passengers including the driver will panic.

By the way, when the target is a real image, passengers including the driver visually recognize it from the beginning. Therefore, if a control delay occurs in the cruise control device, the passenger feels uncomfortable.

SUMMARY OF THE INVENTION The present invention provides a vehicle travel control device capable of reducing discomfort given to passengers without suddenly decelerating even when it is difficult to instantly determine whether a target is a real image or a ghost. intended to provide

A vehicle cruise control device according to one aspect of the present invention emits a signal wave from its own vehicle to the surroundings of the own vehicle, receives a reflected signal wave of the emitted signal wave, and measures a target around the own vehicle at each measurement cycle. and a travel control unit that controls travel of the own vehicle when it is determined that there is a possibility of collision between the target detected by the sensor and the own vehicle, wherein the travel control unit and determining whether the target detected by the sensor is a ghost or a real image based on detection results of a plurality of measurement cycles, and determining that the target is identified as a real image and that there is a possibility of collision between the target and the own vehicle. a discrimination unit that executes a first travel control when the determination is made; and a discrimination unit that determines whether the target detected by the sensor is a ghost or a real image based on the detection results of a smaller number of measurement cycles than the discrimination unit; is judged to be a ghost and that there is a possibility of collision between the target and the own vehicle, a second traveling control different from the first traveling control is executed.

A vehicle cruise control device according to one aspect of the present invention emits a signal wave from its own vehicle to the surroundings of the own vehicle, receives a reflected signal wave of the emitted signal wave, and measures a target around the own vehicle at each measurement cycle. and a travel control unit that controls travel of the own vehicle when it is determined that there is a possibility of collision between the target detected by the sensor and the own vehicle, wherein the travel control unit and determining whether the target detected by the sensor is a ghost or a real image based on detection results of a plurality of measurement cycles, and determining that the target is identified as a real image and that there is a possibility of collision between the target and the own vehicle. a discrimination unit that executes a first travel control when the determination is made; and a discrimination unit that determines whether the target detected by the sensor is a ghost or a real image based on the detection results of a smaller number of measurement cycles than the discrimination unit; is determined to be neither a ghost nor a real image, and it is determined that there is a possibility of collision between the target and the own vehicle, a deemed operation for executing a third running control different from the first running control and

According to the present invention, the traveling control unit accurately identifies whether the target is a ghost image or a real image based on the detection results of a plurality of measurement cycles, and at the same time detects the target based on the detection results of fewer measurement cycles than the identification process. It is tentatively determined whether the target is a ghost or a real image, and based on the determination result, control is intervened at an early stage. Therefore, it is possible to reduce the discomfort given to the passenger.

Schematic diagram of travel control device Flowchart showing ghost-free control routine (part 1) Flowchart showing ghost-free control routine (Part 2) An overhead view showing a state in which a target is detected on the transmission side of the side wall. A bird's-eye view showing a state in which a target is detected on the course of the vehicle when it is about to enter a priority road from a T-junction. A bird's-eye view showing a state in which a target is detected on the side of a road that intersects the road on which the vehicle is traveling. A bird's-eye view showing a state in which a target is detected in the direction in which the vehicle is about to turn left.

An embodiment of the present invention will be described below based on the drawings. In the following description, for the sake of convenience, a road on which left-hand traffic is stipulated will be exemplified. Therefore, on roads where right-hand traffic is stipulated, the left-hand side is read as the right-hand side.

As shown in FIG. 1, the travel control device 1 mounted on the own vehicle M has a travel control unit 11, and the surrounding environment information acquisition unit 12 and the own vehicle state sensor 13 are provided on the input side of the travel control unit 11. It is connected.

The running control unit 11 includes a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), rewritable nonvolatile memory (flash memory or EEPROM (Electrically Erasable and Programmable Read Only Memory)), and peripheral It consists of a microcontroller equipped with equipment.The ROM stores the programs and fixed data necessary for the CPU to execute each process.The RAM is provided as a work area for the CPU and is used by the CPU. A CPU is also called an MPU (Microprocessor) or a processor, and a GPU (Graphics Processing Unit) or a GSP (Graph Streaming Processor) may be used in place of the CPU. Alternatively, the CPU, GPU and GSP may be selectively used in combination.

The ambient environment information acquisition unit 12 also includes a radar sensor 12a as a sensor and a signal processing unit 12b. The radar sensor 12a is a general term for ultrasonic radar, millimeter wave radar, and lidar (LiDAR: Light Detection and Rangingus), and is capable of sensing the front, front side, rear side, and rear of the vehicle M. Multiple are placed. In addition, the radar sensor 12a senses the surrounding environment of the vehicle M for each measurement cycle to acquire surrounding environment information. The signal processing unit 12 b performs signal processing on the ambient environment information acquired by the radar sensor 12 a and outputs the processed information to the traveling control unit 11 . Surrounding environment information includes vehicles (surrounding vehicles) such as automobiles, motorcycles, and bicycles, dynamic targets such as pedestrians, and three-dimensional objects (walls, guardrails, utility poles, signboards, etc.). Includes static targets. From this embodiment, a radar sensor will be described, but the present invention is not limited to this, and any sensor that emits a signal wave may be used. For example, any device that can recognize the positions of objects around the own vehicle, such as sonar, may be used.

The host vehicle state sensor 13 is a general term for a group of sensors that detect various states of the host vehicle M, and includes a vehicle speed sensor that detects the vehicle speed of the host vehicle M (own vehicle speed) and a steering angle sensor that detects the steering angle of the host vehicle M. A steering angle sensor, a yaw rate sensor for detecting a yaw rate acting on the host vehicle M, and the like are included.

On the output side of the travel control unit 11, an EPS drive unit 14 that drives an electric power steering (EPS) to steer the own vehicle M, a brake drive unit 15 that decelerates the own vehicle M by forced braking, An acceleration/deceleration drive unit 16 that adjusts the output of the drive source (engine, electric motor, etc.) mounted on the host vehicle M and the gear ratio of the transmission, and an alarm device that notifies the driver of necessary information by audio or video. 17 are connected.

The travel control unit 11 has a vehicle traveling path estimation unit 11a, a target identification unit 11b, a ghost-assisting calculation unit 11c, and a collision avoidance control unit 11d as functions for avoiding a collision between a target T and the vehicle M, which will be described later. there is

The vehicle traveling route estimator 11a sets a traveling route (vehicle traveling route) for causing the own vehicle M to travel along a travel route to a destination set by a car navigation system (not shown). Alternatively, based on the road map information installed in the car navigation system and the steering angle detected by the steering angle sensor provided in the own vehicle state sensor 13, the course that the own vehicle M is going to travel (own vehicle course ).

Based on the surrounding environment information acquired by the radar sensor 12a of the surrounding environment information acquisition unit 12, the target identification unit 11b determines the distance of the target (dynamic target and static target) T located around the host vehicle M, and position. Further, the target identifying section 11b identifies whether the detected target T is a ghost Tg or a real image Tr. In other words, the reflected signal wave (a generic term for sound waves, radio waves, and electromagnetic waves) has multipaths other than those reflected by the target T and directly received by the radar sensor 12a. In this multipath, reflected signal waves from the target T are reflected by three-dimensional objects such as wall surfaces, guardrails, utility poles, etc. as reflecting surfaces, and are received by the radar sensor 12a.

3 to 6 show how the target identification unit 11b recognizes the ghost Tg detected based on the ambient environment information from the ambient environment information acquisition unit 12 as the target T. FIG. In addition, in each figure, only the reflected signal wave is described in order to facilitate the explanation.

FIG. 3 shows a mode in which the ghost Tg is detected by the reflected signal wave from the preceding vehicle. That is, since the reflected wave from the target (preceding vehicle) T, which is a real image Tr traveling in front of the own vehicle M, is reflected from the wall surface W1 and received by the radar sensor 12a, the reflected signal wave causes the radar sensor 12a to face the vehicle. A target T, which is a ghost Tg that does not actually exist on the road in the lane, is detected.

FIG. 4 shows a mode in which a ghost Tg is detected by a reflected signal wave from a vehicle running on the priority road when the own vehicle M is about to enter the priority road from a T-junction. That is, when the own vehicle M enters the priority road from the T-junction and is about to turn left, the reflected signal wave from the target (vehicle) T, which is the real image Tr approaching the own vehicle M, is reflected by the wall surface W2. is received by the radar sensor 12a, the radar sensor 12a detects the target T, which is a ghost Tg, in the traveling direction of the own vehicle M (own vehicle traveling path).

FIG. 5 shows a mode in which a ghost Tg is detected by a reflected signal wave from an oncoming vehicle when the own vehicle M is about to enter an intersection. That is, when the own vehicle M is about to enter an intersection, a reflected signal wave from a target (oncoming vehicle) T, which is a real image Tr traveling in the oncoming lane, is reflected by a static target OB1 such as a utility pole, and is reflected by the radar sensor 12a. , the radar sensor 12a detects the target T, which is a ghost Tg, in the direction of the lane crossing the lane in which the vehicle M is traveling.

In FIG. 6, when the own vehicle M is about to turn left at an intersection, a signal wave from the radar sensor 12a is irradiated to a static target OB2 such as a guide plate erected on the roadside, and the reflected signal wave causes a ghost Tg. is detected. That is, when the own vehicle M that is going to turn left at the intersection is traveling on the left side before the intersection, the signal wave from the radar sensor 12a is irradiated to the static target OB2 set up on the roadside, and the reflected signal wave is generated. P1 may reflect host vehicle M, its reflected signal wave P2 may reflect again from static target OB2, and its reflected signal wave P3 may be received by radar sensor 12a. As a result, the target identification unit 11b detects the target T, which is a ghost Tg, on the traveling path of the vehicle set in the left-turn direction as if it had passed through the static target OB2 based on the surrounding environment information from the radar sensor 12a. is detected.

The target identification unit 11b accumulates the detection results of the target T for several tens of cycles, and obtains the detection rate of the target T with respect to the number of measurement cycles. That is, when the target T is a ghost Tg, the target T is detected when a certain condition is satisfied, so the detection rate is low. On the other hand, when the target T is a real image Tr, the target T is detected almost continuously. Therefore, when this detection rate is lower than a preset threshold, it is determined that the target T is a ghost Tg. Also, when this detection rate is higher than the threshold, it is determined that the target T is the real image Tr. Instead of the detection rate, it may be determined whether the target T is the real image Tr or the ghost Tg based on the number of times the target T is detected in a predetermined number of measurement cycles.

Then, when the target identification unit 11b identifies that the target T is the real image Tr, it examines whether or not there is a possibility that the own vehicle M will collide with the target T. If it is determined that there is a possibility of collision, , causes the collision avoidance control section 11d to execute the first travel control for avoiding a collision by operating the warning device 17 and operating the EPS drive section 14 and the brake drive section 15 . On the other hand, when the target identification unit 11b identifies the target T as a ghost Tg, the target identification unit 11b erases the ghost Tg from the target information. It should be noted that it may be determined whether the target T is the real image Tr or the ghost Tg only for the target T with which the own vehicle M may collide.

Further, the ghost-considering calculation unit 11c checks whether the target T is likely to collide with the own vehicle M when the target identification unit 11b identifies whether the target T is a ghost Tg or a real image Tr. , if it is determined that there is a possibility of collision, it is tentatively checked whether the target T can be regarded as a ghost Tg or whether it is a real image Tr.

Further, the collision avoidance control unit 11d automatically determines the target identification unit 11b or the ghost-free operation unit 11c when the target identification unit 11b or the ghost-free operation unit 11c determines that the target T is the real image Tr. When it is determined that there is a possibility that the vehicle M will collide with the target T, the EPS driving unit 14 and the brake driving unit 15 are forcibly operated to avoid collision with the real image Tr which is the target T. .

The above-described target identification unit 11b accumulates detection results for several tens of cycles by the radar sensor 12a and identifies whether the target T is a ghost Tg or a real image Tr. On the other hand, the ghost determination calculation unit 11c determines whether the target T is tentatively considered to be a ghost Tg based on the detection result of the number of cycles smaller than the identification by the target identification unit 11b. Specifically, the ghost-disregarding calculation unit 11c accumulates detection results for several cycles (for example, about 10 cycles) by the target identification unit 11b, and temporarily regards the target T as a ghost Tg or a real image. or whether any of these determinations are difficult. Based on the result of the determination, the ghost-assisting computing section 11c causes the collision avoidance control section 11d to execute second travel control for avoiding various collisions. For example, the second running control is different from the above-described first running control in that if it is determined that the target T is assumed to be a ghost Tg, the brake is gently applied to make the host vehicle M a ghost Tg. The assumed control to approach the target T is executed. The control for causing the own vehicle M to approach the target T is performed, for example, based on a well-known collision prediction time TTC (Time To Collision).
This collision prediction time is calculated for each calculation cycle from TTC=(distance between own vehicle and target)/relative speed based on the distance between own vehicle M and target T and relative speed.

As a result, while the target identification unit 11b identifies whether or not the target T is a ghost Tg, the vehicle control is not interrupted, and the ghost detection calculation unit 11c identifies the target T as a ghost Tg. slows down gradually. Therefore, even if the target identification unit 11b subsequently determines that the target T is the real image Tr, the steering control by the EPS driving unit 14 and the brake control by the brake driving unit 15 are performed to avoid collision with a margin. can be made

2A and 2B show a ghost control routine executed by the travel control unit 11. FIG. In this routine, steps S12, S15, and S16 are processes executed by the collision avoidance control section 11d, and the other steps are processes executed by the ghost presumed calculation section 11c. The ghost determination in this routine is performed every predetermined number of measurement cycles Cso, which is smaller than the number of ghost identification cycles (several tens of cycles) executed by the target identification section 11b. cycle). Therefore, the vehicle control can be executed early before reaching the number of measurement cycles at which the target identification unit 11b can identify the target T as the ghost Tg.

This routine is executed at predetermined calculation intervals after the system is activated. First, in step S1, the information on the target T is read from the target identifying section 11b. Next, in step S2, it is checked whether or not there is a possibility that the target T will collide with the host vehicle M based on the read target T information. Whether or not there is a possibility that the vehicle M will collide with the target T is determined, for example, based on the relative distance between the vehicle traveling path set by the vehicle traveling path estimation unit 11a and the target T and the detected position of the target. Find the point and time at which T reaches the target course. Next, the time at which the own vehicle M reaches the point is obtained, and the time is compared with the arrival time of the target T to check whether there is a possibility of collision. If it is determined that there is a possibility that the target T will collide with the host vehicle M, the process proceeds to step S3. Also, if there is no possibility of collision, exit the routine.

Proceeding to step S3, provisional determination processing of whether the read target T is a ghost Tg or a real image Tr is executed using reliability processing. The reliability used in the reliability processing is, for example, the reliability calculated based on the relative positional relationship between the plurality of targets T and the radar sensor 12a. In this reliability processing, the reliability for the target T detected at a detectable location is determined to be "high". On the other hand, the reliability of the target T detected at a location where it should not be detected is determined to be "low". For example, as shown in FIGS. 3 and 4, when the reflected signal wave from the target T of the real image Tr is reflected by the wall surfaces W1 and W2 and received by the radar sensor 12a, the target T is transmitted through the wall surfaces W1 and W2. direction is detected. Therefore, the reliability of this target T is low, and it can be tentatively determined that the target T is a ghost Tg.

Then, the process proceeds to step S4 to check whether or not the target T is tentatively determined to be a ghost Tg. If it is tentatively determined to be a ghost Tg, the process proceeds to step S5 to increment the number of ghost cycles Stg (Stg←Stg+1). , go to step S7. If it is tentatively determined to be a real image Tr, the process branches to step S6, increments the real image cycle number Str (Str.rarw.Str+1), and proceeds to step S7.

When the process proceeds from step S5 or step S6 to step S7, the cycle count value Csi is incremented (Csi←Csi+1), and the process proceeds to step S8. In step S8, it is checked whether the cycle count value Csi has reached the set cycle value Cso (for example, 10 cycles).

If the cycle count value Csi has not reached the set cycle value Cso (Csi<Cso), the routine exits. Also, when the cycle count value Csi reaches the set cycle value Cso (Csi≧Cso), the process proceeds to step S9.

In step S9, the number of ghost cycles Stg is compared with the ghost determination cycle value Stg1 (for example, 3 to 4 cycles) to determine whether the number of ghost Tg determinations within the set cycle value Cso is equal to or greater than the ghost determination cycle value Stg1. investigate. If Stg≧Stg1, it cannot be concluded that the image is a real image, so the process proceeds to step S10, where the target T is regarded as a ghost Tg, and the process proceeds to step S12. If Stg<Stg1, the process branches to step S11. When branching to step S11, the real image cycle number Str and the real image determination cycle value Str1 (for example, 6 to 7 cycles) are compared, and the number of times the real image Tr is determined to be the real image Tr within the set cycle value Cso is equal to or greater than the real image determination cycle value Str1. find out if If Str≧Str1, the process proceeds to step S13. If Str<Str1, the process branches to step S16.

In step S12, presumed control is executed as the second traveling control, and the process proceeds to step S17. This assumed control cannot determine that the target T is a real image, but based on the distance and relative speed between the host vehicle M and the target T, earlier than the timing of identification by the target identification unit 11b, in other words, target identification Control intervention is executed without waiting for the completion of identification by the unit 11b. This presumed control is a traveling control that causes the own vehicle M to approach the target T gently, and is performed by coordinated control of brake control by the brake drive unit 15 and acceleration/deceleration control by the acceleration/deceleration drive unit 16 .

When the process proceeds to step S13, it is determined that the target T is the real image Tr, and the process proceeds to step S14 to operate the alarm device 17 to notify the driver that the target T, which is the real image Tr, exists on the vehicle traveling path. , and the process proceeds to step S15. At step S15, running control for adjusting the distance to the target T is executed. This running control is performed by decelerating the own vehicle M by brake control by the brake drive unit 15 . The processing of steps S14 and S15 is the same as the processing executed when the target identification unit 11b identifies the target T as a real image Tr and there is a possibility that the target T and the own vehicle M collide. . Then, after executing the process of step S15, the process proceeds to step S17. The deceleration of the running control executed in step S15 is executed when the target identification unit 11b identifies the target T as a real image Tr and when there is a possibility that the target T and the own vehicle M collide. It may be set to a smaller value than that for running control.

On the other hand, when branching from step S11 to step S16, it cannot be determined whether the target T is a ghost Tg or a real image Tr. A third travel control is executed to gently approach the target T by light braking control or acceleration/deceleration control to the extent that the host vehicle M can be stopped in front of the target T. After executing the process of step S16, the process proceeds to step S17. By causing the own vehicle M to approach the target T gently in step S16, even if it is difficult to determine the ghost, it is determined whether or not it is the ghost Tg in the next cycle without giving discomfort to the passenger. You can set aside time for

As described above, the travel control executed in steps S12, S15, and S16 is control for decelerating the own vehicle M by brake control or acceleration/deceleration control. Here, the deceleration of the own vehicle M performed in each driving control is set such that the driving control executed in step S15 is the largest and the driving control executed in step S12 is the smallest. The deceleration of the cruise control executed in step S16 is set smaller than the deceleration of the cruise control executed in step S15 and greater than the deceleration of the cruise control executed in step S12.

Then, when proceeding to step S17 from any of steps S12, S15, and S16, after clearing the number of ghost cycles Stg, the number of real image cycles Str, and the cycle count value Csi (Stg, Str, Csi←0), the routine exits. . As a result, the running control of the own vehicle M is handed over to the running control corresponding to the identification result of the target identifying section 11b.

If the target identification unit 11b identifies the target T as a ghost Tg during the execution of the travel control in steps S12, S15, and S16, it is not necessary to decelerate the own vehicle M. is terminated. On the other hand, when the target identification unit 11b identifies the target T as the real image Tr during the running control executed in step S12 or step S16, the target identification unit 11b identifies the target T as the real image Tr and Processing (warning and travel control) that is executed when there is a possibility of collision between the target T and the own vehicle M is executed.

As described above, in the present embodiment, while the target identification unit 11b accurately identifies whether the target T is a ghost Tg or a real image Tr based on the detection results of a plurality of measurement cycles, the ghost-disregarding calculation unit 11c It is tentatively determined whether the target is a ghost or a real image based on the detection results of the measurement cycles less than 11b. Then, when the target T is regarded as the ghost Tg by the ghost-assisting computing unit 11c, it is caused to execute the controlling to cause the own vehicle M to gradually approach the target T. Therefore, the target T is not recognized by the passenger. Either the ghost Tg or the real image Tr visually recognized by the passenger can reduce discomfort given to the passenger. Further, even if the target identification unit 11b subsequently determines that the target T is the real image Tr, the brake does not suddenly operate and the passenger does not panic.

The present invention is not limited to the above-described embodiment. For example, in the above-described ghost control routine, after determining that the target T is the ghost Tg in step S10, the process in step S12 is executed. Alternatively, the step may proceed to S17.

Further, since step S16 is a state in which it is not possible to determine whether the target T is a ghost Tg or a real image Tr, the control intervention may be canceled, the present routine may be exited, and ghost-free control may be executed again. In step S2, it was determined whether or not the vehicle M and the target T would collide. may be determined.

1 ... travel control device,
11 ... travel control unit,
11a ... own vehicle course estimation unit,
11b ... target identification unit,
11c... no ghost calculation section,
11d... Collision avoidance control section,
12 ... Surrounding environment information acquisition unit,
12a ... radar sensor,
12b ... signal processing unit,
13 ... own vehicle state sensor,
14... EPS driving unit,
15 ... brake driving unit,
16... Acceleration/deceleration driving unit,
17 ... alarm device,
Csi ... cycle count value,
Cso: set cycle value,
M... own vehicle,
OB1. OB2: static target,
P1 to P3...reflected signal waves,
Sio ... the number of measurement cycles,
Stg: number of ghost cycles,
Stg1: ghost judgment cycle value,
Si ... cycle count value,
Str: the number of real image cycles,
Str1: real image determination cycle value;
T ... target,
Tg... Ghost,
Tr... real image,
W1 ... outer wall,
W2... Wall surface

Claims (10)

a sensor that emits a signal wave from the own vehicle to the surroundings of the own vehicle, receives a reflected signal wave of the emitted signal wave, and detects a target around the own vehicle in each measurement cycle;
A travel control unit that controls travel of the own vehicle when it is determined that there is a possibility of collision between the target detected by the sensor and the own vehicle,
The travel control unit is
Identifying whether the target detected by the sensor is a ghost or a real image based on the detection results of a plurality of measurement cycles, and determining that the target is identified as a real image and that there is a possibility of collision between the target and the own vehicle. an identification unit that executes the first traveling control when
Determining whether the target detected by the sensor is a ghost or a real image based on the detection results of the number of measurement cycles smaller than that of the identification section, the target is determined to be a ghost, and the target collides with the own vehicle. A vehicle running control device having an assumed calculation unit that executes a second running control different from the first running control when it is determined that there is a possibility. 2. The vehicle cruise control device according to claim 1, wherein the cruise control unit terminates the second cruise control when the identifying unit identifies the target as a ghost during execution of the second cruise control. 2. The vehicle cruise control device according to claim 1, wherein the cruise control unit executes the first cruise control when the identifying unit identifies the target as a real image during execution of the second cruise control. The travel control unit performs the first travel control when the assumed operation unit determines that the target cannot be determined as a ghost or a real image and that there is a possibility of collision between the target and the host vehicle. and a third running control different from the second running control. The first running control is a control for decelerating the own vehicle, and the second running control is a control for decelerating the own vehicle at a deceleration smaller than that of the first running control. 1. The vehicle running control device according to any one of 1. 5. The control according to claim 4, wherein the third cruise control decelerates the host vehicle at a deceleration smaller than that of the first cruise control but greater than that of the second cruise control. vehicle cruise control device. a sensor that emits a signal wave from the own vehicle to the surroundings of the own vehicle, receives a reflected signal wave of the emitted signal wave, and detects a target around the own vehicle in each measurement cycle;
A travel control unit that controls travel of the own vehicle when it is determined that there is a possibility of collision between the target detected by the sensor and the own vehicle,
The travel control unit is
Identifying whether the target detected by the sensor is a ghost or a real image based on the detection results of a plurality of measurement cycles, and determining that the target is identified as a real image and that there is a possibility of collision between the target and the own vehicle. an identification unit that executes the first traveling control when
Whether the target detected by the sensor is a ghost or a real image is determined based on the detection results of the measurement cycles which are smaller in number than the identification unit, and when the target cannot be determined as a ghost or a real image, and the target and the self image are determined. and a presumed calculation unit that executes a third running control different from the first running control when it is determined that there is a possibility of collision with the vehicle. 8. The vehicle cruise control device according to claim 7, wherein the cruise control unit terminates the third cruise control when the identifying unit identifies the target as a ghost during execution of the third cruise control. 8. The vehicle cruise control device according to claim 7, wherein the cruise control unit executes the first cruise control when the identifying unit identifies the target as a real image during execution of the third cruise control. The first running control is a control for decelerating the own vehicle, and the third running control is a control for decelerating the own vehicle at a deceleration smaller than that of the first running control. 10. The vehicle running control device according to any one of 9.

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