JP4237686B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a vehicle driving support device having an inter-vehicle distance control cruise control function for performing follow-up traveling control or constant speed traveling control in accordance with the state of capture of a preceding vehicle in front of a host vehicle traveling lane.

  In recent years, radar information such as millimeter wave radar and infrared laser radar, imaging means such as a stereo camera and a monocular camera, or a combination of these radar means and imaging means recognizes information outside the vehicle and recognizes the information outside the vehicle. Various proposals have been made for a vehicle driving support device that performs various types of vehicle control based on the above.

One of the functions of this type of vehicle driving support device is a cruise with inter-vehicle distance control that selectively performs follow-up driving control and constant-speed driving control according to the capture state of a preceding vehicle ahead of the host vehicle driving lane. A control (ACC: Adaptive Cruise Control) function is widely used. In such travel control, it is particularly important to perform acceleration / deceleration performed at the time of transition between control between follow-up travel control and constant speed travel control without causing the driver to feel uncomfortable. In response to such a request, for example, in Patent Document 1, a state where the tracking control target vehicle (preceding vehicle) is detected (captured) is changed to a non-detected (lost) state, and the traveling control is changed from the tracking traveling control to the constant speed. When the vehicle running on the adjacent lane of the own vehicle traveling lane is detected as the preceding vehicle candidate vehicle when shifting to the traveling control and accelerating to the set vehicle speed, during a predetermined time limit, A technique for limiting the acceleration of the host vehicle is disclosed.
JP 2004-114906 A

  By the way, as a case of losing a preceding vehicle captured by a radar means or an imaging means, in addition to a normal case of losing a preceding vehicle due to a lane change of the own vehicle or a preceding vehicle, deterioration of the outside environment, etc. There is a case where the actual preceding vehicle is temporarily lost. That is, for example, the millimeter-wave radar has a poor detection performance due to condensation inside the sensor device due to a temperature change near the mounting portion of the millimeter-wave radar or moisture adhering to a protective member that protects the antenna unit. In such a case, there is a case where a preceding vehicle actually existing on the own vehicle traveling lane is temporarily lost. In addition, the stereo camera is easily affected by the weather or the like, and there is a case where a preceding vehicle that actually exists on the own vehicle traveling lane is temporarily lost due to rain, fog, backlight, or the like. If the preceding vehicle is repeatedly captured and lost due to such a deterioration of the environment outside the vehicle, unnecessary acceleration and deceleration are repeated in a short time, and the feeling may deteriorate.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle driving support device capable of interrupting traveling control at an appropriate timing when the capture of a preceding vehicle becomes unstable. To do.

  The present invention recognizes information outside the vehicle including three-dimensional object recognition and registers a preceding vehicle from among three-dimensional objects existing on the own vehicle travel lane, and follows according to the registration state of the preceding vehicle by the recognition means. In a vehicle driving support device having a traveling control means that selectively performs traveling control and constant speed traveling control, when the preceding vehicle is registered by the recognizing means, the time from the previous lost to the current registration A counter unit that adds a predetermined counter value to the counter and periodically subtracts the predetermined counter value from the counter; and when the count value of the counter reaches a preset first threshold value, the travel control unit Control execution prohibiting means for determining whether or not the travel control is prohibited and maintaining the execution prohibition determination until at least the count value of the counter becomes equal to or less than a preset second threshold value. It is characterized in.

  According to the vehicle driving support device of the present invention, the travel control can be interrupted at an appropriate timing when the capture of the preceding vehicle becomes unstable.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a vehicle equipped with a driving support device, FIG. 2 is a functional block diagram showing a schematic configuration of the driving support device for vehicles, and FIGS. FIG. 5 is a timing chart showing an example of the transition of each counter value and the transition of the running control according to the registration state of the preceding vehicle.

First, a schematic configuration of the vehicle driving support device of the present embodiment will be described.
In FIG. 1, reference numeral 1 denotes a vehicle such as an automobile (self-vehicle), and a driving assistance device (ADA: Active Drive Assist system) 2 is mounted on the vehicle 1. As shown in FIG. 2, the driving support apparatus 2 includes a stereo camera unit 3 as an imaging unit, a millimeter wave radar unit 4 as a radar unit, an image processing unit (IPU) 5, and a preview control unit (PCU) 6. An engine control unit (ECU) 7, a vehicle dynamics control unit (VDC) 8, and an integrated unit 9, which are connected by a multiple communication system such as a CAN (Controller Area Network). The integrated unit 9 includes, for example, a center display 10, a combination meter 11, an audio device 12, a horn 13, and a headlamp 14 via another communication system (vehicle body side communication system) having different communication speeds. And are connected.

  The stereo camera unit 3 includes a pair of (left and right) CCD cameras using a solid-state imaging device such as a charge coupled device (CCD). These left and right CCD cameras are each mounted at a predetermined interval in front of the ceiling in the vehicle interior (see FIG. 1), and images the object outside the vehicle from different viewpoints. The stereo camera unit 3 performs A / D conversion, affine conversion, and the like on each image (reference image and comparison image) captured by the left and right CCD cameras, and outputs these image signals to the IPU 5.

  The millimeter wave radar unit 4 is attached to, for example, a front bumper structure material of the vehicle 1 (see FIG. 1). The millimeter wave radar unit 4 has a transmission / reception unit (not shown), and the transmission / reception unit transmits and receives millimeter waves in the horizontal direction of the vehicle 1 within a predetermined scanning range at regular intervals. Then, the millimeter wave radar unit 4 generates a radar image composed of two-dimensional distribution information of the three-dimensional object ahead of the host vehicle based on the time difference until the transmitted millimeter wave is reflected by the reflection object such as the three-dimensional object and returns. It is generated and output to the IPU 5.

  The IPU 5 recognizes information outside the vehicle based on the image signals from the stereo camera unit 3 and the millimeter wave radar unit 4.

  More specifically, the IPU 5 uses a well-known calculation process based on the stereo image and the triangulation principle, etc., to obtain a white line on the road, a side wall such as a guardrail or curb along the road, and a three-dimensional vehicle or the like. Recognize things. That is, the IPU 5 divides the reference image into small areas of 4 × 4 pixels, for example, compares the luminance or color pattern of each small area with the comparison image, finds the corresponding area, and distributes the distance distribution over the entire reference image. Ask for. Further, the IPU 5 examines the luminance difference of each pixel on the reference image with an adjacent pixel (for example, a pixel adjacent on the right side and the lower side), and extracts those having both of the luminance differences exceeding the threshold as edges. At the same time, by providing distance information to the extracted pixel (edge), an edge distribution image (distance image) having the distance information is generated. Then, the IPU 5 recognizes white lines, side walls, three-dimensional objects, etc. in front of the vehicle by performing a well-known grouping process on the distance image, assigns different IDs to the recognized data, and assigns them to each ID. Monitor continuously between frames. At that time, since a three-dimensional object such as a vehicle often has two or more faces continuously recognized through a corner, the IPU 5 converts a three-dimensional object such as a vehicle into a corner-shaped three-dimensional object. Register separately.

  Further, the IPU 5 performs a three-dimensional object recognition based on the radar image by extracting a portion where distance values on the radar image are continuous as one solid object. Then, the IPU 5 assigns different IDs to the data related to the recognized three-dimensional object, and continuously monitors them for each ID.

  Then, the IPU 5 combines the three-dimensional object (hereinafter referred to as an image three-dimensional object) information recognized based on the stereo image and the three-dimensional object (hereinafter referred to as a radar three-dimensional object) information recognized based on the radar image. Then, further three-dimensional object recognition is performed (re-recognition is performed). That is, the IPU 5 determines the same probability for each combination of each image solid object and each radar solid object based on the position and moving speed of each image solid object and each radar solid object, and the same probability is equal to or greater than a predetermined value. Each combination of the image solid object and the radar solid object that most closely matches is recognized as a fusion solid object. Thereby, in the IPU 5, each three-dimensional object in the form of any one of the three-dimensional object recognized by the image three-dimensional object, the three-dimensional object recognized by the radar three-dimensional object, or the fusion three-dimensional object is displayed on the road ahead of the host vehicle. To recognize.

  Further, the IPU 5 estimates the own vehicle traveling lane based on the information such as the white line and the side wall recognized from the stereo image, the traveling state information of the own vehicle 1 obtained from the VDC 8, and the estimated own vehicle traveling lane. Carry out the preceding vehicle capture / departure judgment. That is, when a three-dimensional object (forward moving object) having a predetermined speed component or more in the same direction as the traveling direction of the own vehicle is present in front of the traveling lane, the IPU 5 is the forward moving object closest to the own vehicle. Is registered (captured) as a preceding vehicle. On the other hand, when there is no forward moving object in front of the own vehicle traveling lane, the previous vehicle is determined to be lost (leaved) from the traveling lane. That is, the IPU 5 realizes a function as a recognition unit together with the stereo camera unit 3 and the millimeter wave radar unit 4.

  The PCU 6 supervises each function of the driving support device 2 and determines whether or not an alarm or acceleration / deceleration control is necessary based on information obtained from the IPU 5 or the VDC 8. Then, according to these determination results, the PCU 6 outputs a display signal to the center display 10 and the combination meter 11, and outputs a buzzer (or sound) signal to the speakers 11a and 12a connected to the combination meter 11 and the audio device 12. Various driving support functions are realized by appropriately performing output, outputting control signals to the ECU 7 and the VDC 8, and the like.

  For example, when the preceding vehicle is captured on the own vehicle traveling lane, the PCU 6 displays the warning light of the combination meter 11 when the inter-vehicle distance with the preceding vehicle is equal to or less than a predetermined warning inter-vehicle distance, A buzzer is output from the speaker 11a (inter-vehicle distance warning function).

  Further, the PCU 6 determines that the distance between the white line and the extension line of the outer side wall of the own vehicle 1 is approximately “0” within a preset front distance from the positional relationship between the white line of the own vehicle traveling lane and the own vehicle 1. When it is determined, the warning light of the combination meter 11 is turned on and a buzzer is output from the speaker 11a (lane departure warning function).

  Further, the PCU 6 performs follow-up running control for maintaining a constant distance between the preceding vehicle and the preceding vehicle when the preceding vehicle is registered on the own vehicle running lane by acceleration / deceleration control through the ECU 7 and the VDC 8 while the preceding vehicle is lost. Then, constant speed running control is performed to maintain the set vehicle speed (ACC function; inter-vehicle distance control cruise control function). That is, the PCU 6 realizes a function as travel control means.

  Further, the PCU 6 measures the wobbling on the driving lane based on the relationship between the own vehicle 1 and the white line, and when detecting the wobbling deeply related to looking away or falling asleep from the frequency analysis, Advance timing. Further, when a lane departure is detected, a warning is given by voice from the speaker 12a (stagger warning function).

  Further, the PCU 6 detects the wheel speed difference between the front and rear wheels when the driver depresses the brake. When this value exceeds a predetermined value, the PCU 6 determines that the tire is likely to slip, and this is indicated through the center display 10. Display (grip prediction function).

  Further, the PCU 6 displays information on the distance between the preceding vehicle traveling on the vehicle traveling lane and the oncoming vehicle through the center display 10. Further, when the host vehicle approaches the preceding vehicle at a speed equal to or higher than a certain speed, a buzzer is output from the speaker 12a (visual field support function).

  Here, the center display 10 is provided with a touch switch function, and the PCU 6 executes / cancels each driving support function and switches the display of the center display 10 in accordance with the operation of the touch switch by the driver.

  In such a configuration, when execution of the ACC function (travel control function) is set by the driver, the environment outside the vehicle becomes unstable, and the follow-up travel control and the constant speed travel control are frequently switched, and the own vehicle is In order to prevent unnecessary acceleration / deceleration from being repeated, the PCU 6 temporarily prohibits (HALT) execution of travel control (ACC function) in accordance with the registration state of the preceding vehicle in the IPU 5. In this embodiment, the execution prohibition determination of such traveling control is performed based on the count value of the determination counter Ct2. The determination counter Ct2 is a counter that counts a value from “0” to “10” by, for example, the PCU 6. The determination counter Ct2 corresponds to the time from when the preceding vehicle is lost by the IPU 5 to when it is registered this time. While the counter value is added as appropriate, the set counter value is subtracted every set period. Then, when the count value of the determination counter Ct2 reaches a preset first threshold value (for example, “10”), the PCU 6 determines whether or not the travel control is prohibited (HALT), and at least the counter of the determination counter Ct2 The HALT determination is maintained until the value falls below a preset second threshold (for example, “5”). That is, the PCU 6 implements various functions as a counting unit and a control execution prohibiting unit.

  Here, as shown in FIG. 5, the addition process to the determination counter Ct2 is specifically performed based on the count value of the lost counter Ct1. In the present embodiment, the lost counter Ct1 is a counter that counts the time from when the IPU 5 loses the preceding vehicle until it is registered again due to deterioration of the outside environment or the like. The PCU 6 loses the preceding vehicle when the preceding vehicle is lost. Is set to an initial value (for example, Ct1 = 380), and the lost counter Ct1 is continuously subtracted by the set counter value until the preceding vehicle is registered again (for example, t5 to t6 in FIG. 5C). , T9 to t10, t14 to t15, t17 to t18, t10 to t21). Then, the PCU 6 adds a predetermined counter value corresponding to the count value of the lost counter Ct1 when the preceding vehicle is registered again to the determination counter Ct2 (for example, t10, t15, t18, t21 in FIG. 5D). reference). However, if the time from the loss of the preceding vehicle to registration is extremely short at a set time or less (for example, 3 sec or less), the loss of the preceding vehicle is not due to deterioration of the outside environment, etc. The PCU 6 does not add to the determination counter Ct2 based on the lost counter Ct1 because there is a high possibility that it is caused by the lane change of the own vehicle or the preceding vehicle (see, for example, t6 in FIG. 5D). In addition, for example, the preceding vehicle before being lost is not sufficiently established as a control target, such as when the time for which the preceding vehicle has been continuously registered is extremely short within a set time (for example, 10 sec or less). In this case, the PCU 6 prohibits activation of the lost counter Ct1 (for example, see t11 in FIG. 5C).

  Further, the subtraction process to the determination counter Ct2 is specifically performed based on the count value of the clear counter Ct0. In this embodiment, the clear counter Ct0 is a counter that repeatedly counts counter values “0” to “300”, for example, and the PCU 6 is set from the determination counter Ct2 every time the clear counter Ct0 = 300 is counted. The counter value (for example, “1”) is subtracted (for example, see t1, t2, t3, t4, t7, t8, t13, t16, t19, t23, and t24 in FIG. 5D). However, in this embodiment, the PCU 6 resets the counter value of the clear counter Ct0 (Ct0 = 0) when the addition of the determination counter Ct2 based on the lost counter Ct1 is performed (for example, FIG. 5B). In t10, t15, t18, t21). Further, the PCU 6 increases the count speed of the clear counter Ct0 when the preceding vehicle is registered in the IPU 5 as compared with the case where the preceding vehicle is lost.

Next, the control execution prohibition determination routine executed by the PCU 6 when the execution of the ACC function (travel control function) is set by the driver will be described with reference to the flowcharts of FIGS. This routine is executed every set time (for example, 10 mmsec). When the routine starts, the PCU 6 first checks in step S101 whether or not the host vehicle is traveling substantially straight ahead at a set vehicle speed or higher. Specifically, the PCU 6 determines that the vehicle is traveling substantially straight at a set vehicle speed or higher when the traveling state of the host vehicle satisfies all of the following conditions (1) to (3), for example.
(1) The blinker is turned off.
(2) The host vehicle speed is 20 km / h or more.
(3) The steering angle is within the range of “−5” to “5”.
When the PCU 6 determines in step S101 that at least one of the above conditions (1) to (3) is not satisfied, the process proceeds to step S102. On the other hand, if all the conditions are satisfied, When it determines, it progresses to step S105.

  When the process proceeds from step S101 to step S102, the PCU 6 clears the lost counter Ct1 (Ct1 = 0) and prohibits the activation of the lost counter. That is, when the vehicle is traveling at a speed lower than the set vehicle speed, or when the vehicle is not traveling substantially straight, it is highly likely that the vehicle is changing lanes or traveling in a curve. In such a case, there is a possibility that the preceding vehicle may be temporarily lost even if the outside environment is good. Therefore, in the present embodiment, the lost counter Ct1 is cleared in order to prevent the loss of the preceding vehicle in such a case from being reflected in the determination of execution of travel control.

  Then, when proceeding from step S102 to step S103, the PCU 6 examines whether or not the preceding vehicle is registered in front of the own vehicle traveling lane (that is, whether or not the preceding vehicle is captured by the IPU 5). If it is determined that the preceding vehicle is registered, the process proceeds to step S104, the counter value “2” is added to the clear counter Ct0 (Ct0 ← Ct0 + 2), and then the process proceeds to step S119.

  On the other hand, if it is determined in step S103 that the preceding vehicle is not registered at this time, the PCU 6 proceeds to step S109, adds the counter value “1” to the clear counter Ct0 (Ct0 ← Ct0 + 1), and then proceeds to step S109. The process proceeds to S119.

  Further, when proceeding from step S101 to step S105, the PCU 6 checks whether or not the preceding vehicle has been registered on the own vehicle traveling lane last time, and proceeds to step S106 if it is determined that the preceding vehicle has been registered. On the other hand, if it is determined that the preceding vehicle is not registered, the process proceeds to step S113.

  When the process proceeds from step S105 to step S106, the PCU 6 checks whether or not a preceding vehicle is currently registered on the own vehicle traveling lane. If it is determined that the preceding vehicle is not registered, the process proceeds to step S107. On the other hand, when it determines with the preceding vehicle having been registered, it progresses to step S111. Here, the case where the process proceeds from step 105 to step S106 to step S107 is a case immediately after the preceding vehicle recognized on the own vehicle travel lane until the previous time is lost, and from step S105 to step S106, the process proceeds to step S111. The case of proceeding to is a case where the preceding vehicle is continuously registered.

When the process proceeds from step S106 to step S107, the PCU 6 checks whether or not the preceding vehicle registered immediately before the lost is sufficiently established as a control target. Specifically, the PCU 6 determines that the three-dimensional object registered as the preceding vehicle has been established as a control target when, for example, all of the following (1) to (3) are satisfied.
(1) The number of preceding vehicle registrations just before the lost was 100 times (100 frames) or more.
(2) The distance between the vehicle and the preceding vehicle just before the lost was 50m or less.
(3) The preceding vehicle immediately before the lost vehicle was a forward moving object having a speed component moving in the same direction as the own vehicle.
When the PCU 6 determines in step S107 that at least one of the above conditions (1) to (3) is not satisfied, the PCU 6 proceeds to step S108, while when all the conditions are satisfied. Proceed to step S110.

  When the process proceeds from step S107 to step S108, the PCU 6 clears the lost counter Ct1 (Ct1 = 0), prohibits the activation of the lost counter, and then proceeds to step S109. That is, the travel control performed by the PCU 6 is not performed immediately after the preceding vehicle is registered, but is generally performed after a predetermined delay time, and when the registration time of the preceding vehicle is extremely short, The preceding vehicle is not reflected in the travel control at all. In addition, registration of a preceding vehicle whose inter-vehicle distance has become larger than a predetermined distance, a preceding vehicle that has stopped or generated a speed component in the opposite direction to the host vehicle, and the like is normally canceled. Therefore, in the present embodiment, the lost counter Ct1 is cleared in order to prevent the loss of the preceding vehicle in such a case from being reflected in the determination of execution of travel control.

  On the other hand, when the process proceeds from step S107 to step S110, the PCU 6 sets an initial value to the lost counter Ct1 (Ct1 = 380), starts the lost counter Ct1, and then proceeds to step S109.

  Further, when proceeding from step S106 to step S111, the PCU 6 clears the lost counter Ct1 (Ct1 = 0), and after adding the counter value “2” to the clear counter Ct0 (Ct0 ← Ct0 + 2) in the subsequent step S112, The process proceeds to step S119.

  In addition, when it is determined that the preceding vehicle has not been registered on the own vehicle traveling lane last time and the process proceeds from step S105 to step S113, the PCU 6 subtracts the set counter value (for example, “1”) from the lost counter Ct1. After (Ct1 ← Ct1-1), the process proceeds to step S114.

  In step S114, the PCU 6 determines whether or not the preceding vehicle has been registered on the own vehicle traveling lane this time, that is, whether or not the preceding vehicle has been registered again from the state in which the preceding vehicle has been lost. If it is determined that the preceding vehicle has been registered on the own vehicle traveling lane, the process proceeds to step S115. On the other hand, if the preceding vehicle has been lost, the process proceeds to step S118.

  When the process proceeds from step S114 to step S115, the PCU 6 checks whether or not the lost counter Ct1 is equal to or greater than a preset counter value (for example, Ct1 ≧ 350). This determination is for determining whether the previous vehicle lost due to the deterioration of the environment outside the vehicle or due to a change in the lane of the host vehicle or the preceding vehicle or the like, and the lost counter Ct1 ≧ 350 (that is, the time until the preceding vehicle is re-registered is 3 seconds or less), and it is determined that there is a high possibility that the previous vehicle lost up to the previous time is due to the own vehicle or the lane change of the preceding vehicle, etc. In this case, the PCU 6 proceeds to step S111.

On the other hand, if it is determined in step S115 that Ct1 <350, the PCU 6 proceeds to step S116 and performs addition processing on the determination counter Ct2 using the lost counter Ct1. This addition process is performed when Ct1 ≠ 0 (that is, 0 <Ct1 <350). For example, the PCU 6 performs different addition processes according to the following situations (1) to (3).
(1) When the wiper is driven at low or higher: “1+ (Ct1 / 100)” is added to the determination counter Ct2.
(2) When the wiper is intermittently driven (the wiper is intermittent except in the situation (1))
“1+ (Ct1 / 150)” is added to the determination counter Ct2.
(3) When the wiper is stopped (other than situation (2))
“1” is added to the determination counter Ct2.
That is, the PCU 6 predicts a rain state according to the driving state of the wiper, and when a decrease in the recognition accuracy of the preceding vehicle due to the rain is predicted, sets a large counter value to be added to the determination counter Ct2.

  In step S116, addition processing is performed on the determination counter Ct2, and when the process proceeds to step S117, the PCU 6 resets the clear counter Ct0 (Ct0 = 0), and then proceeds to step S119.

  If it is determined that the preceding vehicle is not registered at this time and the process proceeds from step S114 to step S118, the PCU 6 adds the counter value “1” to the clear counter Ct0 (Ct0 ← Ct0 + 1), and then proceeds to step S119. .

  When the process proceeds from step S104, S109, S112, S117, or S118 to step S119, the PCU 6 checks whether or not the clear counter Ct0 has reached the upper limit value, and Ct0 = 300 and the clear counter has reached the upper limit value. In step S120, the counter value “1” is subtracted from the determination counter Ct2 (Ct2 ← Ct2-1). In the subsequent step S121, the clear counter Ct0 is reset (Ct0 = 0). The process proceeds to step S122.

  On the other hand, if it is determined in step S119 that the clear counter Ct0 <300, the PCU 6 directly proceeds to step S122.

  When the process proceeds from step S119 or step S121 to step S122, the PCU 6 checks whether or not the count value of the determination counter Ct2 has reached a first threshold value (for example, “10”). If the PCU 6 determines in step S122 that the count value of the determination counter Ct2 has reached “10”, the PCU 6 proceeds to step S123, prohibits execution of travel control (HALT), and then executes the routine. Exit.

  On the other hand, if it is determined in step S122 that the count value of the determination counter Ct2 is equal to or smaller than “10”, the PCU 6 proceeds to step S124, and the count value of the determination counter Ct2 is set to a second threshold (for example, “5”). ) It is as follows and it is checked whether or not the preceding vehicle is registered this time.

  In step S124, when it is determined that the count value of the determination counter Ct2 is equal to or smaller than “5” and this time the preceding vehicle is captured, the PCU 6 proceeds to step S125, and the travel control is performed. After determining execution permission (HALT release), exit the routine.

  On the other hand, if it is determined in step S124 that the current count value of the determination counter Ct2 is greater than “5”, or if it is determined that the preceding vehicle is lost this time, the PCU 6 The routine is exited while maintaining the determination result (that is, HALT or HALT release).

  According to such a form, the counter value is added to the determination counter Ct2 according to the time from the loss of the preceding vehicle recognized by the IPU 5 to the capture of the preceding vehicle again, and the period from the determination counter Ct2 Accordingly, the determination counter Ct2 is counted by subtracting the set counter value, and the acquisition (registration) of the preceding vehicle is unstable by determining whether to prohibit the execution of the traveling control according to the count value of the determination counter Ct2. When it becomes, traveling control can be interrupted at an appropriate timing.

  That is, when the preceding vehicle is frequently captured and lost by the IPU 5, the counter value is added to the determination counter Ct2 by the action of the lost counter Ct1, and when the preceding vehicle is continuously captured, Alternatively, when the preceding vehicle is continuously lost, the counter value Ct2 is periodically subtracted from the determination counter Ct2 by the action of the clear counter Ct0, so that the determination counter Ct2 is set according to the captured state of the preceding vehicle. Appropriate timing can be obtained by determining the HALT of the traveling control until the count value of the determination counter Ct2 reaches the first threshold value and at least becomes equal to or less than the second threshold value. Thus, the driving control can be interrupted to reduce the driver's uncomfortable feeling due to unnecessary acceleration / deceleration.

  At that time, when the time from when the IPU 5 lost the preceding vehicle to the last time it is captured is extremely short at a set time (for example, 3 sec) or less, the addition processing to the determination counter Ct2 based on the lost counter Ct1 is not performed. Accordingly, it is possible to prevent the temporary loss of the preceding vehicle based on the lane change or the like of the own vehicle or the preceding vehicle from being reflected in the determination of prohibition of execution of the traveling control.

  Further, when the time until the loss of the preceding vehicle captured by the IPU 5 is extremely short at a set time (for example, 10 sec) or less, the addition process to the determination counter Ct2 based on the lost counter Ct1 is not performed. Therefore, it is possible to prevent the loss of the preceding vehicle that cannot be sufficiently established as the target of travel control from being reflected in the determination of prohibition of execution of travel control.

  Further, when the preceding vehicle is captured by the IPU 5, the count of the clear counter Ct0 is made faster than when the preceding vehicle is lost, and particularly when the preceding vehicle is captured, the prohibition of execution of the travel control can be quickly released.

Schematic configuration diagram of a vehicle equipped with a driving support device Functional block diagram showing a schematic configuration of a vehicle driving support device Flowchart showing control execution prohibition determination routine Flowchart showing control execution prohibition determination routine Timing chart showing an example of the transition of each counter value and the transition of running control according to the capture state of the preceding vehicle

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... Driving support apparatus for vehicles 3 ... Stereo camera unit (recognition means)
4 ... Millimeter wave radar unit (recognition means)
5 ... Image processing unit (recognition means)
6 ... Preview control unit (running control means, counting means, control execution prohibiting means)
Agent Patent Attorney Susumu Ito

Claims (4)

Recognizing means for recognizing information outside the vehicle including three-dimensional object recognition and registering the preceding vehicle from among the three-dimensional objects existing on the own vehicle traveling lane, and follow-up driving control according to the registration state of the preceding vehicle by the recognizing means. In a vehicle driving support device including a traveling control unit that selectively performs high-speed traveling control,
Counting means for adding a predetermined counter value corresponding to the time from the previous lost time to the current registration when the preceding vehicle is registered by the recognition means to the counter and periodically subtracting the predetermined counter value from the counter; ,
When the count value of the counter reaches a first threshold value set in advance, the execution prohibition of the travel control by the travel control means is determined, and this execution prohibition determination is made based on at least a second count value set by the counter in advance. A vehicle driving support apparatus, comprising: a control execution prohibiting unit that maintains the threshold until the threshold value is reached.   3. The vehicle according to claim 2, wherein the counting means does not perform addition processing to the counter when the time from when the recognizing means lost the preceding vehicle to when it is registered is equal to or shorter than a set time. Driving assistance device.   3. The counting unit according to claim 1, wherein the counting unit does not perform addition processing to the counter when the time until the preceding vehicle registered by the recognizing unit is lost is less than a set time. Driving support system for vehicles.   2. The counting means according to claim 1, wherein the counting means performs subtraction processing to the counter at a shorter cycle when the recognition means captures the preceding vehicle than when the preceding vehicle is lost. 4. The vehicle driving support apparatus according to claim 1.

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