Vehicle driving assistance device

Abstract

Vehicle travel support device (2), comprising: a collision determination unit for determining a possibility of a collision of a subject vehicle (1) with an obstacle detected in front of the subject vehicle (1), a brake control unit (8) for performing a brake control with respect to an obstacle when the collision determination unit determines that there is a possibility of a collision between the subject vehicle (1) and the obstacle, and a control lock determination unit that determines a stop of the brake control when a brake pedal operation by a driver is detected, characterized by a control restart determining unit that determines to restart the stopped brake control when a depression amount of the brake pedal changes to a release side at or above a predetermined speed while determining that there is a possibility of collision with the obstacle.

Description

The present invention relates to a vehicle driving support device for preventing a collision by performing automatic brake intervention when there is a high possibility that a subject vehicle may collide with an obstacle such as a preceding vehicle.In recent years, there have been various proposals for a vehicle driving support device configured to recognize information outside the vehicle and in front of the vehicle by a millimeter wave radar, an infrared laser radar, a stereo camera, a monocular camera, or the like, and execute driving control for a vehicle based on the recognized information from outside the vehicle. As an example of such a travel control function, a follow-up travel control that serves to follow a preceding vehicle when such a vehicle is detected (picked up) in front of a subject vehicle is widely known. The follow-up travel control has been widely put into practice as part of adaptive cruise control (ACC). In a typical use of the ACC, the follow-up running control is executed when a preceding vehicle is detected in front of the subject vehicle, and constant speed running control at a preselected speed selected by the driver is executed when no preceding vehicle is detected.As a travel control function of the vehicle travel support device, various proposals have also been made for collision prevention control (pre-crash brake control) that outputs a warning that is the cause of a braking operation and performs automatic brake intervention independently of a braking operation by a driver when there is a high possibility that a subject vehicle may collide with an obstacle such as a preceding vehicle.In addition, for a vehicle driving support device of this type, various technologies have been proposed to cancel automatic brake intervention, for example, when a brake pedal is operated by a driver so as to give priority to the driver's intention (see, for example, JP 2004-255 928 A).Under the condition that there is a high possibility of collision with a preceding vehicle or the like, the driver normally steps on the brake pedal. According to the technology disclosed in JP 2004-255 928 A, therefore, the automatic brake intervention is canceled in most cases.Thus, according to the technology disclosed in JP 2004-255 928 A, it may be difficult to effectively avoid a collision when, for example, the driver's foot accidentally slips off the brake pedal after automatic braking is canceled in response to depression of the brake pedal during collision prevention control.DE 102 31 584 A1 discloses a method and a device for automatically triggering a deceleration of a vehicle. DE 10 2008 042 962 A1 discloses a method for setting a brake system of a vehicle.DE 10 2005 012 037 A1 and DE 10 2010 033 008 A1 disclose collision avoidance systems and DE 103 60 777 A1 discloses a speed controller for motor vehicles having an automatic shutdown function.The present invention has been made in view of the above, and it is an object of the present invention to provide a vehicle driving support device that effectively performs collision prevention control while giving priority to an intention of the driver, based on the above-mentioned related art.This object is achieved according to the invention by a vehicle driving support device having the features of patent claim 1. Advantageous embodiments of the invention are specified in the dependent claims.Thus, according to an aspect of the present invention, it provides a vehicle driving support device including: a collision determination unit for determining a likelihood of a collision of a subject vehicle with an obstacle detected in front of the subject vehicle; a brake control unit for performing brake control with respect to the obstacle when the collision determination unit determines that there is a possibility of a collision of the subject vehicle with the obstacle; a control inhibition determination unit that determines a stop of the brake control when an operation of the brake pedal by a driver is detected; and a control restart determination unit that determines restart of the stopped brake control when an amount of depression of the brake pedal changes with respect to a release side at or above a preset speed while being determined, there is a possibility of collision with the obstacle.The invention is further illustrated below by means of an embodiment with reference to the drawings, in which FIG. 1 is a schematic configuration diagram showing a vehicle driving support device installed in a vehicle, FIG. 2 is an exemplary diagram showing a timing of controlling a brake controller set with respect to a subject vehicle and an obstacle; and FIG. 3 is a flowchart of an utility of collision prevention control.An embodiment of the present invention will be described below with reference to the drawings. The drawings relate to an embodiment of the present invention. FIG. 1 is a schematic diagram of a configuration showing a vehicle driving support device installed in a vehicle. FIG. 2 is an exemplary diagram of a timing of control of a brake control that takes place between a subject vehicle and an obstacle, and FIG. 3 is a flowchart of an utility of a collision prevention control.In FIG. 1, reference numeral 1 denotes a vehicle (subject vehicle) such as an automobile. The subject vehicle 1 is equipped with a vehicle driving support device 2 having driving control functions such as collision prevention control (pre-crash brake control) and adaptive cruise control (ACC) with inter-vehicle distance control.For example, the vehicle driving support device 2 basically includes a stereo camera assembly 2 aintegrally provided with a stereo camera 3, a stereo image recognition device 4, and a driving control unit 5. the driving control unit 5 of the stereo camera assembly 2 ais connected to an onboard control unit such as an engine control unit (E / G_EV) 7, a brake control unit (BRK_ECU) 8, a transmission control unit (T / M_EV) 9, and the like to enable communication therewith.The stereo camera 3 includes left and right paired CCD cameras using solid-state image sensors such as charge coupled device (CCD) devices as a stereo optical system. The CCD cameras arranged in a pair are arranged in a front area of a headliner in a vehicle passenger compartment at a predetermined distance from each other, capture stereo images of objects outside the vehicle from different viewing angles, and output the captured image information to the stereo image recognition device 4.The stereo image recognition device 4 receives the image information from the stereo camera 3 as well as a subject vehicle speed V and the like from, for example, the T / M_EV 9. The stereo image recognition device 4 recognizes front information such as three-dimensional object data and white lane line data in front of the subject vehicle 1 based on the image information from the stereo camera 3, and estimates a travel route of the subject vehicle 1 based on the recognized information. In addition, the stereo image recognition device 4 detects a preceding vehicle on the traveling route of the subject vehicle, based on the recognized three-dimensional object data and the like.The stereo image recognition device 4 processes the image information from the stereo camera 3, for example, in the following manner. First, distance information is generated for a pair of stereo images taken in the traveling direction of the subject vehicle 1 by the stereo camera 3 using a misalignment amount between corresponding positions in the images according to the principle of triangulation. Then, the image information is subjected to a known grouping process, and the processed information is compared with three-dimensional road shape data, three-dimensional object data, and the like that have been stored in advance. As a result of the comparison, data on white road lines, side wall data on a guardrail or curb extending along the road, and three-dimensional data on a vehicle, and the like are extracted. Moreover, the stereo image recognition device 4 estimates the travel route of the subject vehicle 1 based on the white lane data, the side wall data, and the like, and extracts (detects), as a preceding vehicle, an object that is in the travel route of the subject vehicle 1 and moves at a predetermined speed (for example, 0 km / h or more) in substantially the same direction as the subject vehicle 1. When a preceding vehicle is detected, the stereo image recognition device 4 calculates information regarding the preceding vehicle such as a distance (inter-vehicle distance) D from the preceding vehicle, a speed Vf of the preceding vehicle (=(change rate of the inter-vehicle distance D)+(speed V of the subject vehicle)), and an acceleration af of the preceding vehicle (a differential value of the speed Vf of the preceding vehicle). A preceding vehicle that has a speed Vf of a predetermined value or a lower speed (for example, 4 km / h or less) and does not accelerate is recognized as a preceding vehicle that is in a practically stopped state.The travel control unit 5 receives recognition information of an area in front of and outside the subject vehicle 1 from the stereo image recognition device 4 and the speed V of the subject vehicle from, for example, the T / M_ECU 9.In addition, the cruise control unit 5 receives information regarding settings selected by a driver through a cruise control switch 15 via, for example, the E / G_EV 7. In this embodiment, the cruise control switch 15 is an operation switch configured with, for example, a push switch and a rocker switch disposed on a steering wheel. The cruise control switch 15 includes a cruise switch "CRUISE" (cruise) which is a main switch and turns on or off the operation of the ACC, a cancellation switch "CANCEL" (cancellation) for canceling the ACC, a setting switch "SET / -" (setting) for setting a current subject vehicle speed as a set vehicle speed Vset, an inter-vehicle distance setting switch for setting a mode for the inter-vehicle distance between a preceding vehicle and the subject vehicle, and a resume switch "RES / +" for resetting a previously stored selected vehicle speed Vset. In this embodiment, the mode for the inter-vehicle distance may be set to "long", "medium", or "short". The cruise control unit 5 selects a target following distance Dtrg of different value for each of the modes according to, for example, the subject vehicle speed V.Further, for example, the cruise control unit 5 receives a degree of depression of the brake pedal, that is, a depression amount of the brake pedal θbrk by the BRK_ECU 8. The depression amount of the brake pedal θbrk is an operation stroke of the brake pedal by a driver, and is detected by a brake pedal depression sensor 21. The brake pedal depression sensor 21 may be replaced with a sensor that detects brake fluid pressure.When the cruise switch of the cruise control switch 15 is turned on, the selected vehicle speed Vset is set to a driver's desired value by the selector switch or the like, and the mode for selecting the target follow-up distance Dtrg is selected by the inter-vehicle distance selection switch, whereupon the cruise control unit 5 performs the adaptive cruise control ACC.When no preceding vehicle is detected by the stereo image recognition device 4, the travel control unit 5 executes the adaptive cruise control ACC as constant speed travel control that controls the subject vehicle speed V to correspond to the selected vehicle speed Vset. When a preceding vehicle is detected by the stereo image recognition device 4 during the constant speed traveling control, the traveling control unit 5 performs follow-up traveling control that sets the inter-vehicle distance D to the preceding vehicle to correspond to the target follow-up distance Dtrg. The follow-up travel control also includes a follow-up stop and a follow-up start.Accordingly, when the constant speed travel control is started, the travel control unit 5 calculates a target acceleration a 1 so that the subject vehicle speed V is made to coincide with the selected vehicle speed Vset.More specifically, for example, the cruise control unit 5 calculates a vehicle speed deviation Vsrel between the subject vehicle speed V and the selected vehicle speed Vset (=Vset-V), and refers to a preset map to calculate the target acceleration a1 corresponding to the vehicle speed deviation Vsrel and the subject vehicle speed V. For example, when the vehicle speed deviation Vsrel becomes a positive value, the target acceleration a1 is set to a larger value within a range having an upper limit value corresponding to the subject vehicle speed V as the vehicle speed deviation Vsrel becomes larger. On the other hand, when the vehicle speed deviation Vsrel becomes a negative value, the target acceleration a1 is set to a smaller value within a range having a lower limit value corresponding to the subject vehicle speed V as the vehicle speed deviation Vsrel becomes smaller (the target acceleration a1 is set to a larger value than a deceleration as the vehicle speed deviation Vsrel becomes larger on the negative side).When the cruise control unit 5 switches from the constant speed control to the follow-up cruise control, the cruise control unit 5 calculates the aforementioned target acceleration a1 and a target acceleration a2 for adjusting the inter-vehicle distance D to the target follow-up distance Dtrg.More specifically, for example, a map for selecting the target following distance Dtrg according to the "long" or "short" mode for the inter-vehicle distance is previously established and stored in the travel control unit 5. When the mode is set to "long" or "short", the cruise control unit 5 selects the target follow-up distance Dtrg based on the subject vehicle speed V using the corresponding map. When the mode is set to "medium", the cruise control unit 5 sets the target follow-up distance Dtrg to an intermediate value between the target follow-up distances Dtrg for the "long" and "short" modes. Further, for example, the travel control unit 5 calculates a distance deviation ΔD between the target follow-up distance Dtrg and the inter-vehicle distance D (=Dtrg-D), and calculates a relative speed Vfrel between the preceding-vehicle speed Vf and the subject-vehicle speed V (= Vf-V) so as to calculate the target acceleration a 2, referring to a preset map using the distance deviation ΔD and the relative speed Vfrel as parameters.The cruise control unit 5 then sets the target acceleration a 1 as the final target acceleration a in the constant speed cruise control, while the cruise control unit 5 sets the target acceleration a 1 or the target acceleration a 2, which is the smaller, as the final target acceleration in the follow-up cruise control.For example, in a case where the subject vehicle 1 enters a curve or rolls out during the constant speed running control or the follow-up running control, another target acceleration may be calculated in addition to the aforementioned target accelerations a 1 and a 2, and the target acceleration having the smallest value among these target accelerations may be set as the final target acceleration a.After setting the target acceleration a, the travel control unit 5 controls the opening degree of an electronic throttle control valve 17 (electronic throttle control valve) by the E / G_ECU 7 (engine output control) so as to generate an acceleration corresponding to the target acceleration a. Further, when it is determined that sufficient acceleration (deceleration) cannot be achieved only by the control of the engine output, the cruise control unit 5 controls a hydraulic pressure output from a brake booster 18 by the BRK_ECU (Automatic Brake Intervention Control).When the follow-up travel control stops the subject vehicle 1 following a preceding vehicle, the travel control unit 5 maintains the stopped state by, for example, operating an electric parking brake, which is not shown. The cruise control unit 5 releases the brake and restarts the adaptive cruise control ACC on condition that the driver operates an accelerator pedal or, for example, operates the cruise (cruise) switch of the cruise control switch 15.Next, the collision prevention control will be described. In the collision prevention control, when three-dimensional objects are detected by the stereo image detection device 4 in the travel route of the subject vehicle 1, the travel control unit 5 detects an object closest to the subject vehicle as an obstacle. Examples of such an obstacle include the aforementioned preceding vehicle recognized by the stereo image recognition device 4 and a three-dimensional object standing in the traveling route of the subject vehicle. When the obstacle is detected, the travel control unit 5 calculates a time-to-collision TTC based on, for example, a relative distance and a relative speed between the subject vehicle 1 and the obstacle. The TTC is an expected time or time permission that passes until the subject vehicle 1 collides with the obstacle, and is obtained by dividing the relative distance to the obstacle by the relative speed thereto. When it is determined based on the TTC that there is a possibility of collision with the obstacle, the cruise control unit 5 performs brake control.In the embodiment, the braking control is a wide-sense control related to the braking of the subject vehicle 1. More specifically, the brake control includes three steps of a warning control, a warning brake control, and an emergency brake control.The warning control is first executed when the travel control unit 5 determines that there is a possibility of collision with the obstacle. The warning control is executed when the TTC becomes shorter than or equal to a predetermined threshold T 0 (for example, T 0=2 seconds) as shown in FIG. 2. The warning controller draws the driver's attention to the obstacle by, for example, outputting a warning sound or displaying a warning on an indicator so as to prompt the driver to perform a collision prevention measure such as a braking operation.The warning brake control is executed when the driver does not execute an appropriate collision prevention measure such as steering or braking in response to the warning control. The warning brake control is executed when the TTC becomes shorter than or equal to a predetermined threshold T 1 (for example, T 1=1.5 seconds) as shown in FIG. 2. The warning brake control performs smooth automatic brake intervention (for example, automatic brake intervention using a braking force of 0.3 g or less) by, for example, controlling an output hydraulic pressure from a brake booster 18 by the BRK_ECU 8 so as to alert the driver again.The emergency brake control is executed when the driver is still not performing an appropriate collision preventive measure in response to the warning brake control. The emergency brake control is executed when the TTC becomes equal to or shorter than a predetermined threshold T 2 (for example, T 2=1 second) as shown in FIG. 2. The emergency brake control performs a strong automatic brake intervention (for example, an automatic brake intervention using a braking force of 0.5 g or less) by, for example, controlling the output hydraulic pressure from the brake booster 18 by the BRK_ECU 8 so as to stop the subject vehicle 1 immediately in front of the obstacle.When the subject vehicle 1 is stopped from the automatic brake intervention, the travel control unit 5 maintains the subject vehicle 1 in the standing state, for example, activating an electronic parking brake, not illustrated.Meanwhile, when the cruise control unit 5 detects depression of the brake pedal based on a signal from the brake pedal depression sensor 21 or the like, the cruise control unit 5 gives priority to the collision preventing operation of the driver and determines stopping of the brake control. However, the cruise control unit 5 determines, even after the suspension of the brake control is determined, the restart of the suspended brake control when, at or above a preset speed ω0, the depression amount of the brake pedal θbrk changes toward the release side.Although the above-described collision prevention control can be independently executed, it may be used in combination with the adaptive cruise control ACC. In this case, when the execution of the brake control in the collision prevention control is determined, priority is fundamentally given to the brake control in the adaptive cruise control ACC.In this way, the travel control unit 5 according to the present embodiment performs functions of a collision determination unit, a brake control unit, a control blockage determination unit, and a control restart determination unit according to the present invention.Next, the collision prevention control executed by the cruise control unit 5 will be described with reference to the flowchart of a collision prevention control utility shown in FIG. 3.The utility program is executed at each predetermined time. When the program starts, the cruise control unit 5 first checks whether the TTC is shorter than or equal to the threshold T 0 (for example, T 0=2 seconds) in step S 101.When it is determined in step S 101 that the TTC is longer than the threshold T 0, the cruise control unit determines that the possibility of collision of the subject vehicle with the obstacle is low and exits the program without any change.When it is determined in step S 101 that the TTC is less than or equal to the threshold T 0, the travel control unit 5 determines that there is a possibility that the subject vehicle 1 may collide with the obstacle and that it is therefore necessary to execute the brake control. Then, the travel control unit 5 proceeds to step S 102.When the cruise control unit 5 proceeds from step S 101 to step S 102, the cruise control unit 5 determines whether or not the driver has depressed the brake pedal based on the brake pedal depression amount θbrk detected by the brake pedal depression sensor 21.When it is determined in step S 102 that the driver has not depressed the brake pedal, the cruise control unit 5 proceeds to step S 104.When it is determined in step S102 that the driver has depressed the brake pedal, the cruise control unit 5 proceeds to step S103 to set a flag Fb to "1" which flag Fb indicates that the stopping or stopping of the brake control is determined in response to the brake operation by the driver. Then, the travel control unit 5 proceeds to step S 104.When the cruise control unit 5 proceeds from step S 102 or step S 103 to step S 104, the cruise control unit 5 checks whether or not the flag Fb is set to "1". When the flag Fb is set to "0", the cruise control unit 5 proceeds to step S 107.When it is determined in step S 104 that the flag Fb is set to "1", the cruise control unit 5 proceeds to step S 105 to check whether or not the accelerator pedal depressed by the driver is shifted toward the releasing side at a predetermined speed ω 0 or above. The predetermined speed ω 0 is set to a predetermined value within, for example, a speed (angular speed) that the brake pedal may represent when it swings toward the release side only under the pressing force generated by a return spring. In other words, the preset speed ω0is set to a speed unlikely to be generated when the driver operates the brake pedal toward the release side with the driver's foot lying on the brake pedal.When it is determined in step S 105 that the brake pedal is not displaced toward the release side at a preset speed ω 0 or above, the cruise control unit 5 determines that it is highly likely that the driver is still depressing the brake pedal or that it is highly likely that the driver has intentionally displaced the brake pedal toward the release side. The cruise control unit 5 then exits the program and maintains Fb=1.When it is determined in step S 105 that the brake pedal is displaced toward the release side at a predetermined speed ω 0 or above, the travel control unit 5 determines that there is a possibility that the driver's foot has accidentally slid off the brake pedal or the like. The cruise control unit 5 then proceeds to step S 106 to set the flag Fb to "0" again, and then proceeds to step S 107.When the cruise control unit 5 proceeds from step S 104 or step S 106 to step S 107, the cruise control unit 5 checks whether or not TTC is shorter than or equal to the threshold T 1 (for example, T 1=1.5 seconds).When it is determined in step S 107 that TTC is longer than T 1 (i.e., T 1< TTC≤T 0), the cruise control unit 5 proceeds to step S 108 to cause the driver to operate the brake or the like by outputting a warning sound from a not-illustrated buzzer, displaying a warning on an indicator on the instrument panel, or the like. The travel control unit 5 then exits the program.On the other hand, when it is determined in step S 107 that TTC is less than or equal to T 1, the cruise control unit 5 proceeds to step S 109 to check whether TTC is less than or equal to the threshold T 2 (for example, T 2=1 second).When it is determined in step S 109 that TTC is longer than the threshold T 2 (i.e., T 2< TTC≤T 1), the travel control unit 5 proceeds to step S 110 to perform the brake control also serving as a warning to the driver by means of smooth automatic brake intervention. The travel control unit 5 then leaves the program.When it is determined in step S 109 that TTC is less than or equal to the threshold T 2, the travel control unit 5 performs the brake control by the strong automatic brake intervention to stop the subject vehicle 1 immediately in front of the obstacle. The travel control unit 5 then exits the program.According to the present embodiment, when the operation of the brake pedal by the driver is detected during the brake control, it is determined that it is highly likely that the driver recognizes the possibility of collision of the subject vehicle 1 with an obstacle, and then the brake control is stopped. As a result, it is possible to prevent unnecessary intervention of the brake control from being performed against the driver's intention. On the other hand, when the depression amount of the brake pedal by the driver changes toward the release side at a preset speed or more, on condition that there is a high possibility of collision with a preceding vehicle or the like, the stopped brake control is restarted, whereby the collision prevention control can be effectively performed.Thus, for example, in the case where the driver who has notified of the warning control that there is a high possibility of collision with an obstacle such as a preceding vehicle wants to quickly perform a braking operation and then the driver's foot slides off the brake pedal so that the brake is released, the stopped brake control can be effectively restarted with respect to the obstacle. In this case, a collision due to a driver's operation error can be prevented or reduced.In the present embodiment, for example, when the brake control is stopped when TTC is extremely short, it may be impossible to restart the brake control with respect to the obstacle in an appropriate time. Stopping of the brake control may therefore be permitted only at a time when TTC is not less than or equal to a preset time. More specifically, the stopping of the brake control in response to an operation of the brake by the driver is permitted only when TTC is longer than the threshold T 2, for example. At a time when TTC is shorter than or equal to the threshold T 2, the stopping of the brake control is prohibited even when a brake operation is detected, and the emergency brake control is subsequently performed.The present invention is not limited to the above embodiments and may allow various modifications and changes within the scope of the invention. For example, the brake control is not limited to the above-described form. Further, the above-described embodiments perform the collision prevention brake control based on the time to collision TTC. However, the present invention is not limited thereto. Alternatively, the collision prevention brake control may be performed using directly the relative distance to the obstacle or the like as a parameter.SUMMARY OF THE DISCLOSUREIn a vehicle driving support device, when an operation of the brake pedal by a driver is detected during brake control, a driving control unit 5 determines that it is highly likely that the driver recognizes the possibility of a collision of a subject vehicle 1 with an obstacle, and stops the brake control. On the other hand, when a depression amount of the brake pedal by the driver changes toward the release side at a predetermined speed or faster than a predetermined speed, the cruise control unit 5 restarts the stopped brake control.

Claims

A vehicle driving support device (2) comprising: a collision determination unit for determining a possibility of collision of a subject vehicle (1) with an obstacle detected in front of the subject vehicle (1); a brake control unit (8) for performing brake control with respect to an obstacle when the collision determination unit determines that there is a possibility of collision of the subject vehicle (1) and the obstacle; and a control inhibition determination unit that determines stopping of the brake control when brake pedal operation by a driver is detected, characterized a control restart determination unit that determines restart of the stopped brake control when a depression amount of the brake pedal changes toward a release side at or above a predetermined speed while determining that there is a possibility of collision with the obstacle.The vehicle driving support device (2) according to claim 1, wherein the preset speed is set to a high speed unlikely to be generated when the driver operates the brake pedal toward the releasing side with the driver's foot being set to the brake pedal.The vehicle driving support device (2) according to claim 2, wherein the brake pedal swings toward the releasing side by a pressing or spring force, and the preset speed is set to a value higher than a speed at which the brake pedal swings toward the releasing side only due to the pressing or spring force.The vehicle driving support device (2) according to claim 1, wherein the collision determination unit comprises: a time-to-collision calculation unit for calculating a time-to-collision of the subject vehicle (1) with the obstacle; and a warning execution unit for warning the driver when the time-to-collision becomes shorter than or equal to a predetermined threshold.The vehicle driving support device (2) according to claim 1, wherein the collision determination unit includes a time-to-collision calculation unit for calculating a time-to-collision of the subject vehicle (1) with the obstacle, and the brake control unit (8) performs brake control to alert the driver when the time-to-collision becomes shorter than or equal to a predetermined threshold.The vehicle driving support device (2) according to claim 1, wherein the collision determination unit includes a time-to-collision calculation unit for calculating a time-to-collision of the subject vehicle (1) with the obstacle, and the brake control unit (8) performs brake control to stop the subject vehicle (1) when the time-to-collision becomes shorter than or equal to a predetermined threshold.The vehicle driving support device (2) according to claim 1, wherein the collision determination unit includes a time-to-collision calculation unit for calculating a time-to-collision of the subject vehicle (1) with the obstacle, and the brake control unit (8) permits the stopping of the brake control determined by the control blockage determination unit only when the time-to-collision is longer than a predetermined threshold.The vehicle driving support device (2) according to claim 1, wherein the collision determination unit includes a time-to-collision calculation unit for calculating a time-to-collision of the subject vehicle (1) with the obstacle, and the brake control unit (8) prohibits the stopping of the brake control determined by the control blockage determination unit when the time-to-collision is shorter than or equal to a predetermined threshold.

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