JPH07291063A - Device for alarming distance to stationary material - Google Patents

Abstract

PURPOSE:To alarm a stationary material, which exists forward far from a vehicle, so as to prevent the generation of accident by increasing the alarm distance in proportion to the speed of the own-car, and decreasing the gradient of increase in the high speed area than that of the low speed area. CONSTITUTION:When a sensor abnormal condition detecting block 43 detects the abnormal range of a value of the distance data, which is output from a distance computing unit of a fixed beam distance measuring unit 5, a sensor abnormal condition display unit 17 displays it. In the case where the own-car travels in a curve of a high way, when the detection area (Ar) of the fixed beam distance measuring unit 5 exists within the range showed with a figure, the fixed beam distance measuring unit catches roadside materials L0, L1, L2, L3, and when an article recognizing block 45 recognizes that the speed of the articles (the roadside materials) coming close to the own-car C and the speed of the own-car are equal to each other, each article is judged as a stationary material. At the time of alarming the stationary material, the time during the detection of the roadside materials L0, L1, L2, L3 by the fixed beam distance measuring unit 5 and the distance between they and the own-car C are checked.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention warns when a distance between a vehicle and a stopped object detected in front of the vehicle for a predetermined time is within an alarm distance set based on a running state of the vehicle. The present invention relates to a stopped object distance warning device for the purpose of executing processing to prevent accidents.

[0002]

2. Description of the Related Art Conventionally, as a device for issuing an alarm when the distance between a vehicle and an object in front is in a dangerous range, there is disclosed in Japanese Patent Laid-Open Publication No.
166097, JP-A-4-201643 and the like. The former (Japanese Unexamined Patent Publication No. 5-166097) is a device that warns when the distance between the own vehicle and the preceding vehicle traveling ahead is in a dangerous range, and warns only by detecting a simple inter-vehicle distance before that. It is an improvement of the existing device. However, this alarm system does not consider stationary objects such as roadside bodies. Therefore, especially when a roadside body is detected on a curve or the like, an alarm may be frequently issued to distract the driver.

To prevent such false alarms,
In the latter case (Japanese Patent Laid-Open No. 4-201643), the warning judgment area of the beam on the roadside body side is shortened in order to avoid warning the roadside body as much as possible in the curve.

[0004]

However, in the latter device, since three laser beams are used, the structure is complicated and the cost is increased. Further, in particular, when the own vehicle is traveling at a high speed, the warning judgment area extends to a long distance in proportion to the vehicle speed in consideration of the free running distance and the braking distance. In the detection of a long-distance object, since the beam is diffused, it is easy to detect an object in a wide range, but on the other hand, the detection accuracy is lowered and it is difficult to accurately determine the position. For this reason, an erroneous alarm may be frequently issued because there is a risk of collision even with a roadside body that is known to have no risk of collision when brought close to it.
Therefore, the problem of false alarms is no different from the former device. If such a situation that does not require an alarm is detected and the alarm is issued frequently, the alarm becomes extremely unpleasant for the driver, distracting attention, and possibly turning off the alarm device. . In this case, there is no point in providing an alarm device.

The present invention provides a stationary object distance warning device capable of identifying a stationary object such as a roadside body that does not hinder traveling and, as a result, can sufficiently fulfill the role of an alarm device or the like. .

[0006]

The invention according to claim 1 is
A stopped object distance alarm device that executes alarm processing when the distance between the own vehicle and the stopped object detected in front of the own vehicle for a predetermined time is within the alarm distance set based on the running state of the own vehicle. In addition, the above-mentioned warning distance increases substantially in proportion to the vehicle speed of the host vehicle, and the gradient of the increase is slower in the high speed area than in the low speed area.

The invention according to claim 2 is the stationary object distance warning device according to claim 1, wherein the boundary between the low speed region and the high speed region is 40 to 70 km / h. The invention according to claim 3 is the stationary object distance warning device according to claim 1 or 2, wherein the increasing gradient of the warning distance according to the vehicle speed in the high speed region is approximately ⅕ of the low speed region.

According to a fourth aspect of the present invention, the increasing gradient of the warning distance according to the vehicle speed in the high speed region is 0.
It is the described stopped object distance warning device. The invention according to claim 5 is the stationary object distance warning device according to any one of claims 1 to 4, wherein the warning distance in the low speed region is set by the sum of the free running distance and the braking distance.

According to a sixth aspect of the present invention, the warning distance in the high speed region is set by adding a margin time based on the avoidance distance by the steering operation, and the stopped object distance warning according to any one of the first to fifth aspects. It is a device.

According to a seventh aspect of the invention, the predetermined time is
The stopped object distance warning device according to any one of claims 1 to 6, wherein when the vehicle speed of the own vehicle increases, the shorter distance is set, and when the vehicle speed of the own vehicle decreases, the longer distance is set.

[0011]

According to the present invention, the stopped object distance warning device executes the warning process when the detected stopped object is within the warning distance. This warning distance warns of a collision with a stopped object. When the time for avoiding a collision is converted into a distance, naturally, the faster the vehicle speed is,
Since the free running distance and the braking distance become long, the distance must be set long in proportion to the vehicle speed. Therefore, when traveling at a high speed, the warning distance is set to be long, and a stopped object in front of the vehicle is also within the warning distance.

However, the longer the distance, the easier it is to detect objects that are farther away from the running area, such as roadside bodies, as stationary objects ahead.
The detection accuracy decreases. This is because the detection device usually uses electromagnetic waves or sound waves, so the longer it diffuses,
It is inevitable. Therefore, in the present invention, the increase of the warning distance is suppressed in the high warning area where the warning distance is long. That is, the increasing gradient of the warning distance is made gentler in the high speed region than in the low speed region. As a result, it is possible to prevent detection of a stationary object such as a roadside body that does not cause a problem in traveling as much as possible to prevent the driver's attention from being distracted and the alarm device from being turned off. Moreover, since the processing can be performed with one fixed beam, it is sufficient to change only the processing with the conventional configuration and the cost does not increase.

In the stationary object distance warning device according to a second aspect of the present invention, the boundary between the low speed region and the high speed region is 40 to 40.
It is set to 70 km / h. By setting the boundary of this range, in addition to the effect of the first aspect, it is possible to further suppress the false alarm due to the roadside body or the like particularly in high-speed traveling in which the roadside body or the like is easily detected. In particular, it is preferable to set the above-mentioned boundary at 50 to 60 km / h in order to further suppress false alarms.

In the stationary object distance warning device according to a third aspect of the present invention, the increasing slope of the warning distance according to the vehicle speed in the high speed region is set to approximately 1/5 of that in the low speed region. In addition to the effects of the first or second aspect, this ratio further enhances the false alarm suppression effect by the roadside body or the like.

In the stationary object distance warning device according to a fourth aspect of the present invention, the increasing slope of the warning distance according to the vehicle speed in the high speed region is set to 0 in the first or second aspect. Thus, even if the alarm distance is completely constant in the high speed region, the false alarm suppressing effect by the roadside body or the like can be enhanced as in the first or second aspect.

According to a fifth aspect of the present invention, in the stationary object distance warning device, the warning distance in the low speed region is set by the sum of the free running distance and the braking distance. With such a setting, in addition to the effect of any one of claims 1 to 4, in the low speed region, the driver can stop immediately before the alarmed stopped object.

According to a sixth aspect of the present invention, in the stationary object distance warning device according to any one of the first to fifth aspects, the warning distance in the high speed region is set by adding a margin time based on the avoidance distance by the steering operation. There is. By doing so, in addition to the effect of any one of claims 1 to 5, it becomes possible to set the warning distance in the high speed region in consideration of further safety.

Here, the idle running distance is the running distance from when the driver tries to step on the brake until the brake actually starts (for example, a human reaction time of 1.5 seconds),
The braking distance is the traveling distance from when the brake is applied until the vehicle stops, which is almost proportional to the speed. The avoidance distance is a free-running distance during which the steering operation can be avoided (for example, 2 seconds), and the allowance distance is provided to allow smooth continuation with the warning distance on the low speed side.

Further, since the detection time of the stopped object has a sufficient margin until the approach if the vehicle speed of the own vehicle is low, the above-mentioned predetermined time is lengthened, and if the vehicle speed of the own vehicle is high, the approach time is approached. Since there is no time, it is preferable to shorten the above predetermined time. Specifically, for example, it is preferable to do as shown in FIG.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an obstacle warning device for a vehicle which is an embodiment of the present invention will be described. This obstacle warning device 1
This is a device that is mounted on a vehicle and that captures an object in front of the vehicle and outputs an alarm and notifies the driver when an obstacle exists in the area to be alerted.

FIG. 1 is a system block diagram thereof.
The obstacle warning device 1 is mainly composed of a controller 3. The controller 3 mainly includes a microcomputer and includes an input / output interface (I / O) and various drive circuits and detection circuits. Since these hardware configurations are general ones, detailed description will be omitted.

The controller 3 includes a fixed beam rangefinder 5, a vehicle speed sensor 7, a brake switch 9, and a throttle opening sensor 1.
Predetermined detection data is input from each one. Further, the controller 3 outputs a predetermined drive signal to the alarm sound generator 13, the distance indicator 15, the sensor abnormality indicator 17, the brake driver 19, the throttle driver 21, and the automatic transmission controller 23.

Further, the controller 3 is provided with an alarm sensitivity setting device 25 and an alarm volume setting device 27, and the settings are reflected in the alarm volume and processing described later. Further, the controller 3 includes a power switch 29, and when it is turned “on”, a predetermined process is started. Here, the fixed beam range finder 5 includes the transmitting / receiving unit 3
1 and a distance calculation unit 33. The transmission / reception unit 31 outputs a laser beam to the front of the vehicle to detect the reflected light, and the distance calculation unit 33 captures the reflected light. It is a device that detects the distance to. Since such a device is already well known, detailed description thereof will be omitted. Further, instead of using laser light, radio waves such as microwaves or ultrasonic waves may be used.

The controller 3 thus configured has a function of issuing an alarm when an obstacle is present in a predetermined alarm area described later for a predetermined time. As the obstacle, a front vehicle traveling in front of the own vehicle, a front vehicle stopped, or an object on the roadside (guardrail, pillar, etc.), or the like is applicable.

Further, the brake driver 19, the throttle driver 21 and the automatic transmission controller 23 of FIG. 1 may be omitted, but in the present embodiment, these are provided to adjust the vehicle speed according to the situation of the preceding vehicle. At the same time, so-called cruise control for controlling is performed. FIG. 2 shows a control block diagram of the controller 3. The data of the distance L output from the distance calculation unit 33 of the fixed beam rangefinder 5 is used as the sensor abnormality detection block 4
According to 3, if the value of this data indicates an abnormal range, the sensor abnormality indicator 17 is so displayed.

Further, the data of the distance L enters the object recognition block 45, and the recognition type and the position of the object are obtained. The recognition type is for recognizing whether the object is a stationary object or a moving object. Further, the distance display object selection block 47 selects an object that influences traveling based on the position of the object, and the distance is displayed by the distance display 15.

Further, the vehicle speed (own vehicle speed) V output from the vehicle speed calculation block 49 based on the detection value of the vehicle speed sensor 7
Then, based on the position of the object, the relative speed calculation block 51 obtains the relative speed Vr of the obstacle such as the preceding vehicle with reference to the own vehicle position. Further, based on the vehicle speed and the position of the object, the acceleration of the preceding vehicle is calculated in the preceding vehicle acceleration calculation block 53 with reference to the own vehicle position.

Then, the alarm determination and cruise determination block 55 determines the vehicle speed, the relative speed of the front vehicle, the front vehicle acceleration, the object position, the recognition type, the output of the brake switch 9, the opening degree from the throttle opening sensor 11, and the warning. Sensitivity setting device 2
Based on the sensitivity setting value according to 5, if it is an alarm determination, it is determined whether or not to issue an alarm, and if it is a cruise determination, the content of vehicle speed control is determined. If an alarm is required, the result is sent to the alarm sound generator 13 via the volume adjusting block 57.
Output to. The volume adjusting block 57 controls the output volume of the alarm sound generator 13 based on the set value of the alarm volume setting device 27. If the cruise determination is made, the automatic transmission controller 23, the brake driver 19 and the throttle driver 2
A control signal is output to 1 and the required control is performed.

Next, of the warning judgment and cruise judgment blocks 55, the warning judgment and warning will be mainly described with reference to a flowchart. Incidentally, the cruise determination is not directly related to the present invention, and therefore its explanation is omitted. FIG. 3 shows a flowchart of the alarm process. This process is the power switch 2
When 9 is turned on, the process is repeated. First, object recognition is performed and the result is determined (step 1000. The step will be simply referred to as S hereinafter). In this object recognition, the front object is a stationary object or a moving object by determining the front moving state based on the distance measured by the fixed beam rangefinder 5 and the vehicle speed detected by the vehicle speed sensor 7. This is determined by the object recognition block 45. Then, based on this result, if the object is a stationary object, the process proceeds to a stationary object warning process (S2000), and if the object is a moving object, the process proceeds to a moving object alarm process (S3000). The moving object warning process warns the driver when there is a risk of a collision with the preceding vehicle based on, for example, the inter-vehicle distance between the preceding vehicle and the own vehicle, the braking force, the moving speed or acceleration of the own vehicle and the preceding vehicle. Processing,
The moving object warning process is a known process and is not directly related to the present invention, and therefore a detailed description thereof will be omitted.

The stationary object warning process (S2000) will be described with reference to the flowchart of FIG. First, a stationary object alarm calculation (S2100) is performed. The stationary object alarm calculation is a process of obtaining the stationary object detection duration and the approach distance. The detection continuation time is the time during which the stationary object continues, is detected by the fixed beam rangefinder 5, and is recognized by the object recognition block 45 as a stationary object. The approach distance is the distance between the stationary object and the vehicle.

The detection duration time and the approach distance are stored in the memory in the alarm determination and cruise determination block 55 for each stopped object, and are calculated and updated for each detection cycle. This value is read and used as the detection duration time and the approach distance. Next, a collision determination (S2200) is made.
It is determined whether or not the detection duration time and the approach distance for each stationary object, which are obtained in step 2100, are both within the range in which there is a possibility of collision (the range for warning). This range is as shown in the graph of FIG. Figure 5 (a) shows
It is a graph showing the area | region of the presence or absence of the warning of the detection continuation time set according to the vehicle speed of the own vehicle. FIG. 5B is a graph showing an area with or without a warning of the approach distance set according to the vehicle speed of the own vehicle.

FIG. 5 (a) is a graph showing a boundary line showing a tendency to decrease as the vehicle speed increases as a whole. More specifically, the vehicle speed S1 (for example, 40 km / h) or less is a constant time T2, and the vehicle speeds S1 to S4 (for example, 8 km).
Up to 0 km / h) with a constant gradient, decreasing to time T1,
A boundary line is shown where the vehicle travels at a vehicle speed S4 or higher for a certain period of time T1.

Above this boundary line, a stationary object is detected for a long time, and it is considered that there is a stationary object in the direction in which the vehicle is traveling. Below that, since the detection is for a short time, it is in the area of "stopped object without alarm".

Further, in FIG. 5B, the vehicle speed S2 (for example, 7
0 km / h) or less, that is, a line with a constant gradient θ1 in the low speed region and a line with a constant gradient θ2 in the vehicle speed S2 or more, that is, a high speed region, which is a boundary line (corresponding to an alarm distance)
It is shown. Here, the gradient θ1> θ2. The gradients θ1 and θ2 are set by the sum of the free running distance and the braking distance for the gradient θ1. For the gradient θ2,
It may be ⅕ of the gradient θ1, or θ2 = 0. Alternatively, a margin time may be added based on the avoidance distance by the steering operation so that the boundary line in the low speed region can be smoothly connected. The gradient θ1
Set by the sum of the free running distance and the braking distance, and the gradient θ2,
FIG. 6 shows an example of setting by adding a margin time based on the avoidance distance by the steering operation.

Above this boundary line, the distance is a distance that can be avoided by operating the brake or the steering wheel, so that it is in the area of "non-alarm stopped objects", and below the boundary line, it cannot be avoided by the brake or steering wheel. It is the area of "stopping things".

Therefore, on the basis of the detection duration time and the approach distance obtained in step 2100 and the current vehicle speed, it is determined which area the light source is based on the determination maps of FIGS. 5 (a) and 5 (b). . If both are determined to be "stopped objects for warning", it is determined that a collision occurs, and false alarm countermeasure 1 is implemented (S2400). If it is determined that either one or both of them are "stopped objects that do not warn", false alarm countermeasure 2 is implemented (S2600).

False alarm countermeasure 1 is shown in the flowchart of FIG. This processing is performed to reduce false alarms by limiting the operating conditions of the alarm.
Depending on each judgment result of 10 to S2440, an alarm is established (S
2450), alarm suspension (S2460), judgment suspension (S2)
470) three judgments.

The alarm is established (S2450) in S2.
In 410, it is determined that the recognized object is an approaching stationary object, in S2420 it is determined that the vehicle speed is equal to or higher than the warning-permitted vehicle speed, in S2430 it is determined that non-braking is being performed, and in S2440, they continue for a certain time or more. Only in case. Further, although the determinations up to S2430 are the same, if it is determined in S2440 that it has not continued for a certain time or longer, the alarm is suspended in S2460. In other cases, the determination in S2470 is suspended.

Explaining the implications of these judgments, if it is judged in S2410 that the vehicle is not approaching, it means that the distance from the host vehicle does not change or is moving away. Judgment is suspended. The warning permission speed in S2420 is, for example, 20K.
About m / h is possible. For example, in a parking lot, the vehicle often changes directions, so if no guard is put on it, it will warn other parked vehicles, walls, and pillars. Therefore, in order to avoid those false alarms, for example, 20 km
At low speeds below / h, the judgment is suspended and no alarm is issued. In addition, when it becomes 20 Km / h once, it is preferable to give an alarm until it becomes less than 15 Km / h.

Further, in S2430, it is considered that the driver is trying to decelerate when the brake pedal is being depressed, so in this case, no warning is given. Then, the fixed time in the determination of S2440 is set to a relatively short time such as 0.3 seconds. This is to prevent an erroneous alarm due to noise or the like, and in a state where an alarm is truly necessary, for example, it continues for 0.3 seconds or more, so that an erroneous judgment due to noise can be preferably avoided.
There is no mistake in making judgments when necessary.

False alarm countermeasure 2 is shown in the flowchart of FIG. This processing is performed when it is determined in S2200 that no collision occurs, and when the determination is suspended in S2400, as shown in FIG. 4, and as shown in FIG.
Then, the continuation state is judged, and the alarm is not established only when it continues for a certain period of time (S2620). In other cases, the alarm is suspended (S2630). In other words, even if it is not necessary to give an alarm for each condition, the alarm is not stopped for a moment, but is only stopped if the condition for not giving an alarm continues for a certain period of time. Of.

The actual operating state of the embodiment 1 thus constructed will be described. As shown in the schematic view of FIG. 9A, when the vehicle C is traveling on a curve of a highway, assuming that the detection area Ar of the fixed beam rangefinder 5 is within the range shown in the figure, the fixed beam The range finder 5 is the left side body L0, L
1, L2, L3 are captured, and in the object recognition block 45, since the speed at which the object (roadside body L0, L1, L2, L3) approaches the own vehicle is equal to the speed of the own vehicle, To judge. Therefore, in step 1000 of FIG. 3, it is determined that the object is a stationary object, and the stationary object warning process (S2000) is performed.

In the stationary object alarm processing, the roadside bodies L0, L1, L
The distance between the time when L and L3 are detected by the fixed beam rangefinder 5 and the vehicle C is checked. For example, in FIG.
As shown in (b), at time t0, the roadside body L0 is detected by the fixed beam rangefinder 5 at a distance d0 from the own vehicle, recognized as a stationary object, and continuously detected until time t1. To do.

In this case, the detection continuation time is from 0 to M0.
It gradually extends to (t1-t0). At the same time, the approach distance also decreases from d0 to d2, and the roadside body L0 approaches the vehicle C. Step 200 is repeated several times during this time t0 to t1.
0 is performed, and the vehicle speed and time (detection continuation time) at that time are included in which area shown in FIG. 5A, and the vehicle speed and distance (approach distance) at that time are shown in FIG.
It is determined which of the areas shown in (b) is included. Naturally, the detection duration gradually becomes longer and the approach distance gradually becomes shorter. Therefore, at first, it is judged as "a stationary object without warning", but it gradually approaches the boundary line.
However, if the duration M0 does not fall within the region above the boundary line in FIG. 5 (a), or if the closest distance d2 is in FIG.
Unless the area below the boundary line in (b) is entered, the step 2 is executed each time the processing in step 2000 is executed.
False alarm countermeasure 2 (S260)
If 0) is executed and it is determined that the collision does not occur for a predetermined time, the alarm stop processing is performed in step 2700, and the alarm is not issued.

The same applies to the roadside bodies L1 to L3 in which the appearing distance d1 and the closest approach distance d2 are almost the same, and the final detection duration (M1, M2, M3) and the approach distance (d1− If both d2) and d2) do not enter the "warning object for alarm" area shown in FIGS. 5 (a) and 5 (b), no alarm is issued. Note that, for example, a stationary object that is easily detected from a long distance, such as the first roadside body L0 of the curve, has a longer detection duration than the roadside bodies L1 to L3 at other positions of the curve. The first detected and recognized distance starts from the longest distance, d0.

Here, as shown in FIG. 5B, the slope of the approach distance decreases from the vehicle speed S2. That is, even if the vehicle speed becomes high, the area of the "warning object" does not spread to the far side. At a long distance, the fixed beam spreads and the object is easily detected, but the detection accuracy is lowered, so that a false alarm is likely to occur. Therefore, for such a long distance, the slope of the boundary line is suppressed with respect to the vehicle speed to prevent the frequent occurrence of false alarms, rather than the slope as in the low speed region. Since it is sufficient to avoid a stationary object by steering at this long distance, there is no problem even if the gradient of the boundary line is lowered in a high vehicle speed region (for example, 80 km / h) as shown in FIG. 5B. Actually, an example in which the boundary line is set for avoidance by braking in the low speed region and avoidance by steering in the high speed region is as already shown in FIG.

FIG. 10 shows a measurement result in which the false alarm is drastically reduced by such a setting. FIG. 10 is a distribution explanatory view in which the distribution of the detected closest approach distance of the roadside body and the detection duration is plotted on the plane of the distance and time when the own vehicle is driven on the highway at about 80 km / h. As is clear from FIG. 10, the “warning area” (approaching distance = 62 m or less and detection duration = 1.5 seconds or more) includes only 4% of the entire roadside body, and all others do not warn. It is in the area. In the past, at 80 km / h, the stopped object warning distance was 8
Since it exceeds 0 m, as indicated by the alternate long and short dash line in FIG. 10, the area X becomes an "alarm area", and an erroneous alarm is issued by a roadside body near 20%, which does not make sense as an alarm device. At other speeds in the high speed range as well, a warning is hardly given to the roadside body. Of course,
Almost no warning is given to the roadside body even in the low speed region.

Therefore, according to the present embodiment, it is possible to prevent an alarm for a stationary object such as a roadside body that has no problem in traveling as much as possible. For this reason, it is possible to prevent the driver's attention from being distracted and the alarm device from being turned off. Further, even if the conventional single fixed beam configuration is maintained, only the processing needs to be changed, and the cost does not increase.

[Brief description of drawings]

FIG. 1 is a system block diagram of an obstacle warning device according to an embodiment.

FIG. 2 is a control block diagram of the controller.

FIG. 3 is a flowchart of the alarm process.

FIG. 4 is a flowchart of the stopped object warning process.

5A and 5B are map diagrams for collision determination, where FIG. 5A shows an area with or without a warning of a detection duration set according to the vehicle speed of the own vehicle, and FIG. 5B shows according to the vehicle speed of the own vehicle. This area indicates whether or not there is an alarm for the set approach distance.

FIG. 6 shows an example in which the slope in the low speed region of FIG. 5 is set by the sum of the free running distance and the braking distance, and the slope in the high speed region is set by adding a margin time based on the avoidance distance by the steering operation. It is a map figure shown.

FIG. 7 is a flowchart of false alarm countermeasure 1.

FIG. 8 is a flowchart of false alarm countermeasure 2.

9A and 9B are explanatory diagrams showing a relationship between an actual traveling state and a detected value, wherein FIG. 9A is a traveling state and FIG. 9B is a graph showing a detected state of a detected value of a stationary object.

FIG. 10 is a graph showing the effect of the example.

[Explanation of symbols]

1 ... Obstacle warning device 3 ... Controller 5 ... Fixed beam rangefinder 7 ... Vehicle speed sensor 9 ... Brake switch 11 ... Throttle opening sensor 13 ... Warning sound generator 45 ... Object recognition block 49 ... Vehicle speed calculation block 51 ... Relative Speed calculation block 55 ... Alarm judgment and cruise judgment block

Claims (7)

[Claims] 1. A stop for executing an alarm process when a distance between a host vehicle and a stationary object detected in front of the host vehicle for a predetermined time is within an alarm distance set based on a running state of the host vehicle. An object distance warning device, wherein the warning distance increases substantially in proportion to the vehicle speed of the host vehicle, and the gradient of increase is slower in the high speed region than in the low speed region. 2. The boundary between the low speed region and the high speed region is 40 to 70.
The stopped object distance warning device according to claim 1, which is km / h. 3. The stationary object distance warning device according to claim 1 or 2, wherein the increasing gradient of the warning distance with the vehicle speed in the high speed area is approximately 1/5 of that in the low speed area. 4. The stationary object distance warning device according to claim 1 or 2, wherein the increasing gradient of the warning distance according to the vehicle speed in the high speed region is 0. 5. The stationary object distance warning device according to claim 1, wherein the warning distance in the low speed region is set by the sum of the free running distance and the braking distance. 6. The stationary object distance warning device according to claim 1, wherein the warning distance in the high speed range is set by adding a margin time based on the avoidance distance by the steering operation. 7. The stopped object distance warning device according to claim 1, wherein the predetermined time is set shorter when the vehicle speed of the own vehicle increases and set longer when the vehicle speed of the own vehicle decreases.