JP6969184B2 - Driving support device - Google Patents

Description

The present invention relates to a driving support device.

There may be other vehicles that are about to join in the direction of travel of the own vehicle. The driver of the own vehicle estimates the course of another vehicle and determines whether or not it affects the course of the own vehicle. If it has an effect, it is necessary to take evasive action such as deceleration or lane change.

In such a situation, when there are a plurality of lanes, it is common for other vehicles to join the nearest lane (for example, a traveling lane). However, other vehicles may try to cross the nearest lane and directly join the adjacent lane (for example, the overtaking lane) at the convenience of subsequent driving, such as turning right after merging.

In addition, another vehicle may join the oncoming lane instead of the lane in the same traveling direction as the own vehicle. In this case, the other vehicle crosses the lane in which the own vehicle travels while taking a course in the direction opposite to the own vehicle.

The driver of the own vehicle must infer the course of the other vehicle from the movement of the other vehicle seen in the distance while driving the own vehicle traveling at high speed, and determine whether or not it affects the course of the own vehicle. It doesn't become. There is a demand for a driving support device that can reduce the burden on the driver and improve the preventive safety effect.

In Patent Document 1, a vehicle recognition device that infers the movement of another vehicle traveling in an adjacent lane and recognizes the vehicle before interrupting the own vehicle lane recognizes a line constituting the lower part of the side surface of the other vehicle. The angle formed by the line with respect to the white line that separates the own vehicle lane and the adjacent lane is regarded as the inclination angle φ of another vehicle, and when the other vehicle enters the own vehicle lane when the inclination angle φ is a large predetermined angle. It is stated to judge.

Further, in Patent Document 2, when the own vehicle is controlled so as to secure the target inter-vehicle distance from the preceding vehicle, the oncoming vehicle does not prevent the oncoming vehicle from entering the own lane by turning right or making a U-turn, and is in the oncoming lane. When the front wheel angle of the oncoming vehicle is acquired and the front wheel angle is equal to or greater than a predetermined threshold for determining whether or not the oncoming vehicle with respect to the own vehicle enters the own lane for the purpose of ensuring a smooth traffic flow. , It is described that it is determined that the oncoming vehicle enters the own lane.

Further, in Patent Document 2, the side surface of the front wheel and the side surface of the rear wheel are extracted from the image of the oncoming vehicle, and the ratio of the long axis and the short axis of the side surface of the front wheel shown in an elliptical shape and the elliptical shape are shown. It is described that the front wheel angle is obtained based on the ratio of the long axis to the short axis on the side surface of the rear wheel.

Japanese Unexamined Patent Publication No. 9-22235 Japanese Unexamined Patent Publication No. 2009-96361

However, the driving assistance technology described in Patent Document 1 predicts the course of another vehicle based only on the inclination angle φ of the other vehicle and does not consider the angle of the wheels. Therefore, when there are a plurality of lanes, the other vehicle It is difficult to determine whether to join the nearest lane, to the adjacent lane, or to the oncoming lane.

Further, in the driving assistance technique described in Patent Document 2, another vehicle is specified based on the radar information input from the radar, and the one that is stopped or slowing down is detected. Therefore, for example, from the outside of a road such as an exit of a parking lot on the side of a road or a side road leading to a road, the other vehicle joins the lane in which the own vehicle is traveling while starting or accelerating. It is not supposed to predict the course. Further, since the technology is premised on the use of a radar and an in-vehicle camera, the driving support device becomes expensive. Considering not only the cost but also small vehicles such as saddle-mounted vehicles, if the driving support device becomes large, it becomes difficult to install it.

Further, in Patent Document 2, although the angle of the front wheel is taken into consideration, it is premised that an image of the side surface of the rear wheel can be obtained. For example, when another vehicle is about to join the lane from a parking lot on the side of the road over the sidewalk, the rear wheels are blocked by obstacles such as hedges and guardrails, and an image of the side of the rear wheels can be obtained from the captured image. It is possible that there is no such thing. In such a case, the driving assistance technique described in Patent Document 2 cannot be used.

The present invention has been made in view of this point, and predicts the course of another vehicle when another vehicle joins the lane in which the own vehicle travels with higher accuracy, while improving preventive safety performance. However, one of the purposes is to provide a driving support device that can be reduced in size at low cost.

In one aspect of the driving support device of the present invention, another vehicle and a road are present in the image pickup means for photographing the front of the own vehicle and the image taken by the image pickup means, and the own vehicle travels on the road. When there is an oncoming lane with respect to the traveling lane and (i) the other vehicle joins the traveling lane, (ii) the other vehicle crosses the lane in which the own vehicle travels into the traveling lane. When merging, (iii) when the other vehicle crosses the lane in which the own vehicle travels and merges into the oncoming lane, (iv) when the other vehicle merges from the oncoming lane into the traveling lane. the making predictions of another vehicle path based on the path of predicted the other vehicle, anda driving support means for performing a predetermined driving support to the driver of the vehicle for the The other vehicle course predicting means for predicting the course of the other vehicle recognizes at least a part of the wheels of the other vehicle included in the image taken by the imaging means, and the other vehicle causes the other vehicle based on the movement of the front wheels of the other vehicle. When it is determined whether or not the vehicle is moving and it is determined that the other vehicle is moving, (i) when both the front wheels and the rear wheels of the other vehicle can be recognized from the image, the traveling direction of the own vehicle. On the other hand, the course of the other vehicle is predicted based on the first angle formed by the front wheels of the other vehicle and the second angle formed by the rear wheels of the other vehicle. When only the front wheels can be recognized, the course of the other vehicle is predicted based on the first angle, and the driving support means informs the driver of the own vehicle based on the predicted course of the other vehicle. On the other hand, it is characterized by providing predetermined driving support.

According to the present invention, the course of another vehicle when another vehicle joins the lane in which the own vehicle travels is predicted with higher accuracy, and the preventive safety performance is improved, while the driving support device is inexpensive and compact. Can be changed.

It is a schematic diagram which shows the road on which the own vehicle equipped with the driving support device which concerns on this embodiment travels. It is a functional block diagram of the operation support device which concerns on this embodiment. It is a figure which shows the control flow of the operation support apparatus which concerns on this embodiment. It is a schematic diagram which shows the photographed image taken by the front camera of the driving support apparatus which concerns on this embodiment. It is a schematic diagram which shows the front wheel wheel and the rear wheel wheel of another vehicle extracted from the photographed image shown in FIG. It is a schematic diagram which shows the state which the front wheel of another vehicle is cut in the left turn direction of another vehicle in this embodiment. It is a schematic diagram which shows the relationship between the rear wheel of another vehicle, and the 2nd angle θ2 in this embodiment. It is a schematic diagram which shows the state which the front wheel of another vehicle is cut in the right turning direction of another vehicle in this embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following, an example in which the driving support device according to the present invention is applied to a motorcycle is described, but the application target is not limited to this and can be changed. For example, the driving support device according to the present invention may be applied to other types of vehicles (for example, saddle-mounted vehicles such as motorcycles and tricycles). In the following description, the saddle-mounted vehicle will be described with a motorcycle as a typical example.

<Overview>
The present inventor has noted that when another vehicle enters a road including a driving lane in which the own vehicle travels, there may be various possibilities in the course of the other vehicle.

FIG. 1 is a schematic diagram showing a road on which the own vehicle equipped with the driving support device according to the present embodiment travels. As shown in FIG. 1, the own vehicle 1 is traveling on the main road 2 from the right side to the left side shown in FIG. At this time, the lane in which the own vehicle 1 is traveling is referred to as a traveling lane 2a. Further, the lane in which the other vehicle 3 heading in the direction opposite to the traveling lane 2a is traveling is referred to as an oncoming lane 2b. The traveling lane 2a and the oncoming lane 2b are separated by a white line 2c.

A sidewalk 4 is provided on the left side (lower side shown in FIG. 1) of the traveling lane 2a on the main road 2. Curbs 4a and 4b are attached to both ends of the sidewalk 4, respectively. The sidewalk 4 is provided with a cut 4c for another vehicle 5 to cross the sidewalk 4 from a parking lot (not shown) and enter the main road 2, and curbs 4a and 4b are provided at that portion. Not done. However, there are often steps (not shown) at the boundary between the main road 2 and the sidewalk 4.

On the other hand, on the main road 2, a curb 2d is attached to the left side (upper side shown in FIG. 1) in the traveling direction of the oncoming lane 2b. Further, a side road 6 exists on the left side of the oncoming lane 2b in the traveling direction with respect to the main road 2, so that another vehicle 7 can enter the main road 2 from the side road 6.

In the situation shown in FIG. 1, there are various possibilities in the course of the other vehicle 5. Specific examples thereof will be given below, but the present invention is not limited thereto.

(1) When another vehicle 5 joins the driving lane 2a (No. 1)
As shown by the arrow α1 in FIG. 1, the other vehicle 5 may take a course (hereinafter referred to as “course α1”) so as to directly join the traveling lane 2a.

(2) When another vehicle 5 joins the driving lane 2a (Part 2)
As shown by the arrow α2 in FIG. 1, the other vehicle 5 crosses the traveling lane 2a, enters the oncoming lane 2b, and then joins the traveling lane 2a. I may take it.

(3) When the other vehicle 5 merges with the oncoming lane 2b As shown by the arrow β1 in FIG. 1, the other vehicle 5 crosses the traveling lane 2a, enters the oncoming lane 2b, and merges with the oncoming lane 2b as it is. It may take a course (hereinafter referred to as "course β1"). Similarly, as shown by the arrow β2 in FIG. 1, the other vehicle 7 crosses the oncoming lane 2b, enters the traveling lane 2a, and joins the traveling lane 2a as it is. ) May be taken.

The present inventor predicts the course of other vehicles 5 and 7 entering the main road 2 from the outside of the main road 2 such as the sidewalk 4 and the side road 6 which have various possibilities, and the present inventor predicts the course of the own vehicle 1. It is considered that if a driving support device capable of assisting the driver's driving can be provided, the burden on the driver of the own vehicle 1 can be reduced and the preventive safety performance can be improved, and the present invention has been completed.

That is, the driving support device according to the present embodiment recognizes at least a part of the wheels of the other vehicle included in the image pickup means for photographing the front of the own vehicle and the image taken by the image pickup means, and the other vehicle. It is determined whether or not the other vehicle is moving based on the movement of the front wheels, and when it is determined that the other vehicle is starting to move, (i) both the front wheels and the rear wheels of the other vehicle are recognized from the image. When possible, the course of the other vehicle is predicted based on the first angle formed by the front wheels of the other vehicle and the second angle formed by the rear wheels of the other vehicle with respect to the traveling direction of the own vehicle. (Ii) When only the front wheels of the other vehicle can be recognized from the image, the other vehicle course predicting means for predicting the course of the other vehicle and the predicted course of the other vehicle are used based on the first angle. Based on this, it is characterized by providing a driving support means for providing a predetermined driving support to the driver of the own vehicle.

An example of the driving support device according to the present embodiment uses an imaging means, but a radar is not essential. As a result, the driving support device can be inexpensive and can be easily miniaturized. As a result, it becomes easy to mount the driving support device on a small vehicle such as a saddle-mounted vehicle or a light vehicle.

Further, in an example of the driving support device according to the present embodiment, the case where the other vehicles 5 and 7 are starting to move is targeted for monitoring. Predicting the course, it is determined whether the other vehicles 5 and 7 obstruct the traveling direction of the own vehicle 1 (straight line X in FIG. 1) and whether avoidance is necessary, and the own vehicle 1 becomes the other vehicles 5 and 7. This is because the theme is to avoid contact.

Further, in an example of the driving support device according to the present embodiment, the vehicle body of the other vehicle 5 is the own vehicle 1 in order to correspond to various possibilities (1) to (3) of the course of the other vehicle 5 as described above. Not only the angle formed with respect to the traveling direction X of the other vehicle 5, but also the angle (first angle) formed by the front wheels of the other vehicle 5 with respect to the traveling direction X of the own vehicle 1 (FIG. 6, θ1'in FIG. 8). Then, the course of the other vehicle 5 is predicted as accurately as possible. That is, when (i) the image pickup means can recognize both the front wheels and the rear wheels of the other vehicle 5, the other vehicle course predicting means of the other vehicle 5 with respect to the traveling direction X of the own vehicle 1. The course of the other vehicle 5 is predicted based on the first angle θ1'formed by the front wheels and the second angle (θ2 in FIGS. 1 and 7) formed by the rear wheels of the other vehicle 5. As will be described later, the second angle θ2 formed by the rear wheels of the other vehicle 5 with respect to the traveling direction X of the own vehicle 1 is the angle formed by the vehicle body of the other vehicle 5 with respect to the traveling direction X of the own vehicle 1. Corresponds to.

Further, in an example of the driving support device according to the present embodiment, in particular, the other vehicle 5 entering the main road 2 from the outside of the main road 2 (parking lot, side road, etc.) is reared by obstacles such as hedges and guardrails. It is assumed that the driving support device cannot recognize the wheel. Even in such a case, when the other vehicle course prediction means can recognize only the front wheels of the other vehicle 5 from the image taken by (ii) the image pickup means, the other vehicle 5 is based on the first angle θ1'. Can predict the course of.

Further, in an example of the driving support device according to the present embodiment, the other vehicle course predicting means has the width of the traveling lane 2a obtained based on the image taken by the imaging means when predicting the course of the other vehicle 5. It is preferable to consider the ratio with the wheelbase of the other vehicle 5. This is excellent because the course of the other vehicle 5 can be predicted more accurately.

Further, in an example of the driving support device according to the present embodiment, the driving support means evaluates whether or not the other vehicle 5 affects the future running of the own vehicle 1 based on a predetermined standard, and evaluates the evaluation. Driving support is provided based on the result, and it is preferable that the predetermined criteria include those based on the predicted course of the other vehicle 5.

Here, it is preferable that the predetermined criteria further include those based on the distance at which the own vehicle 1 can safely stop.

Further, in an example of the driving support device according to the present embodiment, the other vehicle course prediction means has a first angle θ1'and a second angle θ2, and the front and rear wheels of the other vehicle 5 are the own vehicle 1. It is preferable to obtain it as an angle formed with respect to the traveling direction X of.

Further, in an example of the driving support device according to the present embodiment, it is preferable that the driving support means includes an alarm means and / or a vibration generating means for calling the driver's attention of the own vehicle 1 by vibration.

Further, in an example of the driving support device according to the present embodiment, it is preferable that the driving support means is a deceleration control means for decelerating the speed of the own vehicle 1.

Further, in an example of the driving support device according to the present embodiment, it is preferable that the driving support means is a steering control means for changing the steering angle of the steering of the own vehicle 1.

Further, in an example of the driving support device according to the present embodiment, the raindrop detecting means and / or the road surface condition checking means are further provided, and the driving support means responds to the output from the raindrop detecting means and / or the road surface condition checking means. Therefore, it is preferable to change the timing of implementation of driving support.

Hereinafter, embodiments of the present invention will be described in more detail with reference to the drawings.

<Driving support device>
Hereinafter, the driving support device according to the present embodiment will be described with reference to driving support for the driver of the own vehicle 1 as an example.

First, the configuration of the driving support device according to the present embodiment will be described with reference to FIG. FIG. 2 is a functional block diagram of the driving support device 100 according to the present embodiment. In FIG. 2, for convenience of explanation, only the configuration related to the present invention is shown. It should be noted that the own vehicle 1 to which the driving support device 100 according to the present embodiment is applied is assumed to have a configuration (engine, tire, etc.) normally provided for a four-wheeled vehicle, and the description thereof will be omitted. .. The present invention can be applied to both four-wheeled vehicles and saddle-mounted vehicles. Further, the present invention can be applied to both an autonomous driving vehicle and a manned driving vehicle.

The driving support device 100 according to the present embodiment is mounted on the own vehicle 1. As shown in FIG. 2, the driving support device 100 includes a CPU (Central Processing Unit) 101 that controls the entire device. The CPU 101 is composed of, for example, a processor that executes various processes. The CPU 101 is configured to be able to realize the first determination means 121, the second determination means 122, and the driving support means 123, which will be described later, by executing a program stored in a storage unit (not shown).

A front camera 102, a raindrop amount sensor 103, a road surface sensor 104, and a steering sensor 105 are connected to the CPU 101. A steering 106 is connected to the steering sensor 105. The front camera 102, the raindrop amount sensor 103, the road surface sensor 104, and the steering sensor 105 are electrically connected to the CPU 101 so that they can transmit and receive signals to and from the CPU 101, or transmit or receive signals in one direction. Has been done.

The front camera 102 constitutes an example of the image pickup means, and captures a predetermined range in front of the own vehicle 1. More specifically, the front camera 102 captures a predetermined range in front of the own vehicle 1 (see the alternate long and short dash line shown in FIG. 1). The front camera 102 outputs the captured image (photographed image) to the CPU 101. This captured image is stored in a storage unit (not shown) arranged inside or outside the CPU 101, and is used for determination processing by the first determination means 121, as will be described in detail later.

The raindrop amount sensor 103 constitutes an example of the raindrop detecting means, and is composed of, for example, an infrared sensor. The raindrop amount sensor 103 has a light emitting unit and a light receiving unit, and detects the amount of raindrops based on the reflected amount of infrared rays that fluctuates depending on the presence or absence of adhesion of raindrops to the windshield. The raindrop amount sensor 103 outputs the detected raindrop amount to the CPU 101.

The road surface sensor 104 constitutes an example of the road surface condition confirmation means, and is composed of, for example, an ultrasonic detection type sensor. The road surface sensor 104 includes an ultrasonic oscillator that outputs ultrasonic waves to the road surface and a detection unit that detects ultrasonic waves reflected from the road surface, and detects the road surface state based on the amount of ultrasonic waves reflected from the road surface. .. For example, the road surface sensor 104 can detect the unevenness of the road surface and the presence or absence of foreign matter (gravel, etc.) on the road surface. The road surface sensor 104 outputs the detected road surface state to the CPU 101.

The steering sensor 105 detects the amount of change in the steering 106 steered by the driver, and calculates the steering angle from the detected amount of change. The steering sensor 105 outputs a signal (steering angle signal) corresponding to the calculated steering angle to the CPU 101.

Further, the alarm generation means 107, the steering vibration means 108, the deceleration control means 109, and the steering control means 111 are connected to the CPU 101. A deceleration means 110 is connected to the deceleration control means 109. A steering 106 is connected to the steering control means 111. The steering 106 includes an actuator (not shown) that steers the steering 106 according to a control signal from the steering control means 111. The alarm generating means 107, the steering vibration means 108, the deceleration control means 109, and the steering control means 111 form a part of the driving support means. The alarm generating means 107, the steering vibration means 108, the deceleration control means 109, and the steering control means 111 electrically transmit and receive signals to and from the CPU 101, or transmit or receive signals in one direction to the CPU 101. Is connected.

The alarm generating means 107 constitutes an example of the warning means, and issues an alarm to the driver of the own vehicle 1 under the control of the CPU 101. For example, the alarm generating means 107 includes an alarm generator and a speaker. The alarm generating means 107 issues an alarm as an example of driving support for the driver when a predetermined condition is satisfied. The alarm is not limited to the sound, and for example, the indicator lamp provided on the instrument panel (not shown) of the own vehicle 1 is turned on, or the display unit of the navigation device (not shown) is used for warning. A message or the like may be displayed.

The steering vibration means 108 constitutes an example of the vibration generating means, and generates vibration in the steering 106 under the control of the CPU 101. The steering vibration means 108 is composed of, for example, a vibration device such as a vibration motor built in the steering 106 and an instruction device that gives a vibration instruction to the vibration device.

The deceleration control means 109 constitutes an example of the deceleration control means, and is controlled by the deceleration means 110 composed of mechanical brakes, engine brakes, electronic throttle opening control, fuel injection control, and the like under the control of the CPU 101. Decelerate the speed of vehicle 1.

The CPU 101 has a first determination unit 121, a second determination unit 122, and a driving support unit 123. The first determination means 121 can recognize the other vehicles 5 and 7 existing in front of the own vehicle 1 based on the captured image taken by the front camera 102. More specifically, the first determination means 121 can pattern match the characteristics of the vehicle contour, wheels, wheels, tail lamps, etc. in the captured image, and determine the presence or absence of the other vehicles 5 and 7. ..

Further, the first determination means 121 can determine whether the other vehicles 5 and 7 are moving or stopped based on the captured image. More specifically, for example, the front camera 102 continuously shoots the front of the own vehicle 1, compares the current shot image with the shot image immediately before it in chronological order, and the other vehicles 5 and 7 If the positions of the front wheels, the rear wheels, the front wheels, or the wheels of the rear wheels have changed, it can be determined that the other vehicles 5 and 7 have started to move.

Further, the first determination means 121 can determine whether or not the front wheels or rear wheels of the other vehicles 5 and 7 or the wheels of the front wheels or the rear wheels can be recognized based on the captured image. More specifically, it is possible to recognize the contours of the front wheels or rear wheels of the other vehicles 5 and 7 or the wheels of the front wheels or the rear wheels by pattern matching and determine whether or not the contours are possible.

In this embodiment, it is assumed that a high-performance camera with high image resolution is used for the front camera 102, but since the front wheels and the rear wheels are black, the front wheels and the wheels cannot be monitored at night. It can be difficult. On the other hand, the wheels are rarely black, and it is preferable to substitute the recognition of the wheels for the recognition of the front wheels and the rear wheels.

Further, the first determination means 121 sets a first angle (θ1'in FIGS. 6 and 8) formed by the front wheels of the other vehicles 5 and 7 with respect to the traveling direction X of the own vehicle 1 based on the captured image. Can be calculated. The details of the calculation method of the first angle θ1'will be described later.

Further, the first determination means 121 determines a second angle (θ2 in FIGS. 1 and 7) formed by the rear wheels of the other vehicles 5 and 7 with respect to the traveling direction X of the own vehicle 1 based on the captured image. Can be calculated. The method of calculating the second angle θ2 will be described later.

Further, the first determination means 121 has a ratio of the width W1 of the traveling lane 2a (see FIG. 4) to the wheelbase W2 (see FIG. 6) of the other vehicles 5 and 7 (hereinafter, “W1 /”) based on the captured image. "W2" can be calculated. Details of the calculation method of W1 / W2 will be described later.

Further, the first determination means 121 can recognize the height of the step generated at the boundary between the main road 2 and the sidewalk 4 based on the captured image.

The second determination means 122 constitutes another vehicle course prediction means, and can predict the paths of the other vehicles 5 and 7 based on the output of the first determination means 121. Details of the prediction of the course of the other vehicles 5 and 7 will be described later.

In addition, the operating state of the own vehicle 1 can be determined. For example, the second determination means 122 can recognize the traveling direction X (see FIG. 1) of the own vehicle 1 based on the steering angle signal from the steering sensor 105.

The driving support means 123 constitutes a part of the driving support means, and provides predetermined driving support to the driver of the own vehicle 1 based on the paths of the other vehicles 5 and 7 predicted by the second determination means 122. To carry out. The details of driving support will be described later.

The driving support means 123 evaluates whether or not the other vehicles 5 and 7 affect the future running of the own vehicle 1 based on a predetermined standard, and provides driving support based on the evaluation result. It is preferable that the standard includes one based on the predicted course of the other vehicles 5 and 7.

More specifically, the driving support means 123 implements a predetermined driving support. The driving support means 123 cooperates with the alarm generating means 107, the steering vibration means 108, the deceleration control means 109, and the steering control means 111, and responds to the driver according to the functions of the means 107, 108, 109, 111. Implement driving support.

Further, the driving support means 123 can change the timing of driving support for the driver based on the detection result from the raindrop amount sensor 103 and the road surface sensor 104.

Next, the control flow of the operation support device 100 according to the present embodiment will be described. FIG. 3 is a diagram showing a control flow of the operation support device 100 according to the present embodiment.

First, the first determination means 121 (see FIG. 2) determines whether or not there is another vehicle in front based on the photographed image in front of the own vehicle 1 taken by the front camera 102 (step (hereinafter, "ST"). ") 101). FIG. 4 is a schematic view showing a photographed image taken by the front camera 102 of the driving support device 100 according to the present embodiment. As shown in FIG. 4, the captured image 10 includes images of other vehicles 5 and 7. In this case, as described above, the first determination means 121 can recognize the other vehicles 5 and 7 in front by pattern matching. Hereinafter, for convenience, the processing of only the other vehicle 5 will be described.

In FIG. 4, the monitoring target distance shown by the broken line 11 changes depending on the vehicle speed of the own vehicle 1. For example, when the main road 2 is dry with asphalt at a speed of 60 km, the own vehicle 1 is safe. Since the distance that can be stopped is 32 m, it is preferable to set the monitoring target range by the front camera 102 (see FIGS. 1 and 2) slightly ahead of this distance, for example, up to 52 m 20 m ahead.

Here, the first determination means 121 determines whether or not there is another vehicle 5 in front of the vehicle, but determines whether or not the other vehicle 5 is outside the main road 2, that is, whether or not it is on the sidewalk 4. Is preferable. In this case, the driving support device 100 according to the present embodiment can particularly improve the safety prevention effect when the other vehicle 5 enters the main road 2 from outside the main road 2.

When there is another vehicle 5 in front based on the recognition result (ST101: YES), the first determination means 121 is based on the change in the position of the front wheel 5c of the front wheel 5a of the other vehicle 5 in the captured image. It is determined whether or not 5 is moving (ST102).

When the other vehicle 5 has started to move (ST102: YES), the first determination means 121 determines whether or not the front wheel 5c (see FIG. 4) has been recognized (ST103).

When the front wheel 5c of the other vehicle 5 is recognized (ST103: YES), the first determination means 121 calculates the first angle θ1'based on the captured image (ST104). In the present embodiment, the first angle θ1'is calculated as an angle formed by the traveling direction X of the own vehicle 1 (see FIG. 1) and the front wheel 5c of the other vehicle 5.

First, a case where the other vehicle 5 tries to join the traveling lane 2a of the own vehicle 1 and the other vehicle 5 makes a left turn will be described.

FIG. 5 is a schematic view showing a front wheel wheel 5c and a rear wheel wheel 5d of another vehicle 5 extracted from the photographed image 10 shown in FIG. Further, FIG. 6 is a schematic view showing a state in which the front wheel 5a of the other vehicle 5 is cut in the left turning direction (left side shown in FIG. 6) of the other vehicle 5 in the present embodiment. In FIG. 6, the two-dot chain line X is parallel to the traveling direction X of the own vehicle 1, and the one-dot chain line I indicates a straight line passing through the side surface of the front wheel 5c of the other vehicle 5. The first angle θ1'corresponds to the angle formed by the two-dot chain line X and the one-dot chain line I in FIG.

The vertical dimension A'of the front wheel 5c shown in FIGS. 5 and 6 corresponds to the diameter of the front wheel 5c, does not depend on the first angle θ1'of the front wheel 5c (see FIG. 6), and is constant. The lateral dimension B'of the front wheel 5c depends on the first angle θ1'of the front wheel 5c and changes. Specifically, the larger the steering of the other vehicle 5 is turned and the larger the first angle θ1'of the front wheel 5c is, the smaller the lateral dimension B'of the front wheel 5c is. For convenience of explanation, it is assumed in FIG. 6 that the vertical dimension A'and the horizontal dimension B'of the front wheel 5c are substantially the same as the respective dimensions of the front wheel 5a.

Therefore, since the front wheel 5c is circular, the first angle θ1'of the front wheel 5c can be calculated from the horizontal dimension B'/ vertical dimension A'of the front wheel 5c using the inverse trigonometric function. ..

Specifically, as shown in FIG. 6, it is assumed that the right triangle abc has the vertical dimension A'of the front wheel 5c as the hypotenuse (ab) and the horizontal dimension B'as the base (ac). Therefore, the angle θ1 formed by the hypotenuse (ab) and the remaining one side (bc) can be obtained by using the following equation (1) using the inverse trigonometric function.
θ1 = 90 ° -arccos (B'/ A') ... (1)

Further, since the angle θ1 corresponds to the complementary angle of the first angle θ1', the first angle θ1'can be obtained from the angle θ1 by using the following equation (2).
θ1'= 180 ° -θ1 ... (2)

Next, the first determination means 121 determines whether or not the rear wheel 5d (see FIG. 4) of the other vehicle 5 is recognized (ST105).

When the rear wheel 5d of the other vehicle 5 is recognized (ST105: YES), the first determination means 121 calculates the second angle θ2 based on the captured image (ST106). In the present embodiment, the second angle θ is calculated as the angle formed by the traveling direction X of the own vehicle 1 (see FIG. 1) and the rear wheel 5d of the other vehicle 5.

FIG. 7 is a schematic view showing the relationship between the rear wheel 5b of the other vehicle 5 and the second angle θ2 in the present embodiment. In FIG. 7, the two-dot chain line X is parallel to the traveling direction X of the own vehicle 1, and the one-dot chain line II indicates the direction of the rear wheel 5b of the other vehicle 5. For convenience of explanation, it is assumed in FIG. 7 that the vertical dimension A and the horizontal dimension B of the rear wheel wheel 5d are substantially the same as the respective dimensions of the rear wheel 5b.

The vertical dimension A of the rear wheel 5d shown in FIGS. 5 and 7 corresponds to the diameter of the rear wheel 5d and is constant regardless of the angle of the rear wheel 5d, that is, the orientation of the vehicle body of the other vehicle 5. be. The lateral dimension B of the rear wheel 5d changes depending on the angle of the rear wheel 5d, that is, the orientation of the vehicle body of the other vehicle 5. Specifically, the larger the steering of the other vehicle 5 is turned and the larger the second angle θ2 is, the smaller the lateral dimension B of the rear wheel 5d becomes.

Therefore, since the rear wheel 5d is circular, the angle of the second angle θ2 should be calculated from the horizontal dimension B / vertical dimension A of the rear wheel wheel 5d according to the following equation (3) using the inverse trigonometric function. Can be done.
θ2 = 90 ° -arccos (B / A) ... (3)

Next, a case where the other vehicle 5 tries to join the oncoming lane 2b and the other vehicle 5 makes a right turn will be described.

FIG. 8 is a schematic view showing a state in which the front wheel 5a of the other vehicle 5 is cut in the right turning direction (left side shown in FIG. 8) of the other vehicle 5 in the present embodiment. In FIG. 8, the two-dot chain line X is parallel to the traveling direction X of the own vehicle 1, and the one-dot chain line I indicates a straight line passing through the side surface of the front wheel 5c of the other vehicle 5. The first angle θ1'corresponds to the angle formed by the two-dot chain line X and the one-dot chain line I in FIG.

The vertical dimension A'of the front wheel 5c shown in FIGS. 5 and 8 corresponds to the diameter of the front wheel 5c, does not depend on the first angle θ1'of the front wheel 5c (see FIG. 8), and is constant. The lateral dimension B'of the front wheel 5c depends on the first angle θ1'of the front wheel 5c and changes. Specifically, as the steering of the other vehicle 5 is largely turned and the first angle θ1'of the front wheel 5c becomes smaller, the lateral dimension B'of the front wheel 5c becomes smaller. For convenience of explanation, it is assumed in FIG. 8 that the vertical dimension A'and the horizontal dimension B'of the front wheel 5c are substantially the same as those of the front wheel 5a.

Therefore, since the front wheel 5c is circular, the first angle θ1'of the front wheel 5c can be calculated from the horizontal dimension B'/ vertical dimension A'of the front wheel 5c using the inverse trigonometric function. ..

Specifically, as shown in FIG. 8, a right triangle a'b'c in which the vertical dimension A'of the front wheel 5c is the hypotenuse (a'b') and the horizontal dimension B'is the base (a'c'). 'Assuming. In the right triangle a'b'c', the angle formed by the hypotenuse (ab) and the remaining one side (bc) is equal to the first angle θ1'. Therefore, the first angle θ1'can be obtained by using the following equation (4) using the inverse trigonometric function.
θ1'= 90 ° -arccos (B' / A') ... (4)

After that, the first determination means 121 calculates the ratio of the width W1 of the traveling lane 2a to the wheelbase W2 of another vehicle, W1 / W2, based on the captured image (ST107). More specifically, as shown in FIG. 4, the distance between the curb 4a and the white line 2c of the sidewalk 4 attached to the traveling lane 2a is measured from the photographed image, and the width W1 is obtained. Further, the distance D1 between the line Y passing through the center of the front wheel 5c of the other vehicle 5 and the line Y'passing the center of the rear wheel 5d is obtained from the captured image. Then, based on the width W1, the interval D1, and the second angle θ2, the wheelbase W2 (see FIG. 6) on the captured image of the other vehicle 5 can be calculated by using the trigonometric function. Then, W2 / W1 can be calculated based on the calculated width W1 and the wheelbase W2 of the other vehicle 5.

(Course prediction process A)
Next, the second determination means 122 performs the course prediction process A of the other vehicle 5 based on the first angle θ1', the second angle θ2, and W1 / W2 calculated by the first determination means 121 (. ST108).

First, the course prediction process A when the other vehicle 5 described with reference to FIG. 6 turns to the left will be described. In the second determination means 122, for example, when the first angle θ1'is larger than a predetermined angle a (for example, 135 °), the steering angle by the steering is large and the other vehicle 5 turns small, so that the other vehicle 5 makes a small turn. It can be predicted that the bulge when approaching the traveling lane 2a is small and the possibility of taking the course α1 (see FIG. 1) is high.

On the other hand, when the first angle θ1'is smaller than the predetermined angle a, the steering angle by the steering is small and the other vehicle 5 makes a large turn, so that the bulge when the other vehicle 5 enters the traveling lane 2a is large. , It can be predicted that there is a high possibility of taking the course α2 (see FIG. 1).

In this way, it is possible to roughly predict whether the other vehicle 5 is the course α1 or the course α2 from the first angle θ1 ′ formed by the front wheel 5c with respect to the traveling direction X of the own vehicle 1.

Further, the second determination means 122 can realize the prediction of the course with higher accuracy by taking into consideration the second angle θ2 (see FIGS. 1 and 7). For example, when the second angle θ2 is smaller than a predetermined angle b (for example, 45 °), the other vehicle 5 travels in an acute angle with respect to the traveling direction X of the own vehicle 1, so that the other vehicle 5 travels. It can be predicted that the bulge when approaching the traveling lane 2a will be smaller.

Therefore, when the first angle θ1'is larger than the predetermined angle a and the second angle θ2 is smaller than the predetermined angle b (θ1'> a and θ2 <b), the other vehicle 5 travels. The bulge when approaching the lane 2a becomes smaller, and the possibility of the course α1 increases.

Further, when the first angle θ1'is smaller than the predetermined angle a and the second angle θ2 is smaller than the predetermined angle b (θ1'<a and θ2 <b), the other vehicle 5 The bulge when the vehicle enters the traveling lane 2a becomes slightly larger, and the possibility that the vehicle is in the course α2 increases.

On the other hand, when the second angle θ2 is larger than the predetermined angle b, the other vehicle 5 travels in a direction close to a right angle to the traveling direction X of the own vehicle 1, so that the other vehicle 5 travels with respect to the traveling lane 2a. It can be predicted that the bulge will be larger when entering.

Therefore, when the first angle θ1'is smaller than the predetermined angle a and the second angle θ2 is larger than the predetermined angle b (θ1'<a and θ2> b), the other vehicle 5 travels. The bulge when approaching the lane 2a becomes larger, and the possibility of the course α2 increases.

Further, when the first angle θ1'is larger than the predetermined angle a and the second angle θ2 is larger than the predetermined angle b (θ1'> a and θ2> b), the other vehicle 5 The bulge when the vehicle enters the traveling lane 2a becomes slightly large, and there is a high possibility that the other vehicle 5 protrudes into the oncoming lane 2b and takes the course α2.

In this way, by taking into consideration both the first angle θ1'and the second angle θ2, it is possible to predict the course of the other vehicle 5 with higher accuracy.

Further, the second determination means 122 can realize the prediction of the course with higher accuracy by performing the course prediction in consideration of W1 / W2. For example, when W1 / W2 is close to 1, the wheelbase W2 of the other vehicle 5 is long and the minimum turning radius of the other vehicle 5 is large, so that the bulge when the other vehicle 5 enters the traveling lane 2a becomes large. Cheap. As a result, there is a higher possibility that the other vehicle 5 will have a course α2 as compared with the result of the course prediction based on both the first angle θ1'and the second angle θ2.

It should be noted that it is not essential in the present invention to predict the course of the other vehicle 5 in consideration of W1 / W2.

As described above, by taking W1 / W2 into consideration in addition to both the first angle θ1'and the second angle θ2, it is possible to predict the course of the other vehicle 5 with higher accuracy.

Next, the course prediction process A when the other vehicle 5 described with reference to FIG. 8 turns to the right will be described. In the second determination means 122, for example, when the first angle θ1'is smaller than a predetermined angle c (for example, 45 °), the steering angle by the steering is large and the other vehicle 5 turns small, so that the other vehicle 5 makes a small turn. The bulge when approaching the traveling lane 2a is small, and the course β1 (see FIG. 1) is taken, but it can be predicted that there is a high possibility of merging into the oncoming lane 2b quickly.

On the other hand, when the first angle θ1'is larger than the predetermined angle c, the steering angle by the steering is small and the other vehicle 5 makes a large turn, so that the bulge when the other vehicle 5 enters the traveling lane 2a is the course. It can be predicted that it is larger than β1 and is likely to join the oncoming lane 2b relatively slowly.

In this way, even when the other vehicle 5 turns to the right, in what course the other vehicle 5 is in the oncoming lane 2b from the first angle θ1'formed by the front wheel 5c with respect to the traveling direction X of the own vehicle 1. It is possible to roughly predict whether or not the vehicle will join.

Further, the second determination means 122 can realize the prediction of the course with higher accuracy by taking into consideration the second angle θ2 (see FIGS. 1 and 7). For example, when the second angle θ2 is larger than a predetermined angle d (for example, 90 °), the other vehicle 5 travels in the direction opposite to the traveling direction X of the own vehicle 1, so that the other vehicle 5 travels. It can be predicted that the bulge when approaching the traveling lane 2a will be smaller. On the other hand, when the second angle θ2 is smaller than the predetermined angle d, the other vehicle 5 travels in the same direction as the traveling direction X of the own vehicle 1, so that the other vehicle 5 travels with respect to the traveling lane 2a. It can be predicted that the bulge will be larger when entering.

In this way, even when the other vehicle 5 turns to the right, by taking both the first angle θ1'and the second angle θ2 into consideration, it is possible to predict the course of the other vehicle 5 with higher accuracy. Become.

Similarly, when the other vehicle 5 described with reference to FIG. 8 turns to the right, the other vehicle 5 takes into consideration both the first angle θ1'and the second angle θ2, so that the other vehicle 5 travels in the lane 2a. It is possible to more accurately predict the course until the vehicle crosses the road and joins the oncoming lane 2b.

The determination of whether the other vehicle 5 turns left or right is determined by, for example, the direction of the tip of the front wheel 5a of the other vehicle 5 based on the captured image taken by the front camera 102 by the first determination means 121. Can be identified by pattern matching and it can be determined whether it is a left turn or a right turn.

(Course prediction process B)
When the rear wheel 5d of the other vehicle 5 is not recognized (ST105: NO), the second determination means 122 uses only the first angle θ1'calculated by the first determination means 121, and the other vehicle 5 The course prediction process B is performed (ST109).

The course prediction process B will be described by taking as an example the case where the other vehicle 5 described with reference to FIG. 6 turns to the left. The second determination means 122 has, for example, a first angle θ1'(see FIG. 6). When the angle is larger than the predetermined angle a, the steering angle by the steering is large and the other vehicle 5 turns small, so that the bulge when the other vehicle 5 enters the traveling lane 2a is small, and the course α1 (see FIG. 1) is set. It can be predicted that it is likely to be taken.

On the other hand, when the first angle θ1'is smaller than the predetermined angle a, the steering angle by the steering is small and the other vehicle 5 makes a large turn, so that the bulge when the other vehicle 5 enters the traveling lane 2a is large. , It can be predicted that there is a high possibility of taking the course α2 (see FIG. 1).

As described above, according to the course prediction process B, it is roughly determined whether the other vehicle 5 is the course α1 or the course α2 from the first angle θ1'formed by the front wheel 5c with respect to the traveling direction X of the own vehicle 1. Can be predicted. The course prediction process B has lower accuracy than the course prediction process A, but has the advantage that the course of the other vehicle 5 can be predicted even when the rear wheel 5d of the other vehicle 5 cannot be recognized by an obstacle. be.

(Judgment of necessity of avoidance action)
When the processing of ST108 or ST109 is completed, the driving support means 123 determines the driver of the own vehicle 1 based on the course of the other vehicle 5 predicted by the course prediction process A or the course prediction process B. Implement driving support (ST110 to ST112).

First, the driving support means 123 evaluates whether or not the other vehicle 5 affects the future running of the own vehicle 1 based on the predicted course of the other vehicle 5, and evaluates the evaluation. Based on the result, it is determined whether or not avoidance action is necessary (ST110).

Here, the avoidance action includes deceleration control by the deceleration control means 109 (see FIG. 2) and / or course change control by the steering control means 111.

The above-mentioned predetermined criteria include at least the course predicted by the course prediction process A (ST108) and the course prediction process B (ST109). For example, if the course of the other vehicle 5 is the course α1 (see FIG. 1), the other vehicle 5 has a small bulge when the other vehicle 5 enters the traveling lane 2a and merges smoothly. It is unlikely that it will affect the future running of No. 1, and it can be determined that avoidance control is unnecessary.

On the other hand, if the course of the other vehicle 5 is the course α2 (see FIG. 1), the other vehicle 5 has a large bulge when the other vehicle 5 enters the traveling lane 2a and cannot smoothly join the vehicle. There is a high possibility that it will affect the future driving of No. 1, and it can be determined that avoidance control is necessary.

The above-mentioned predetermined criteria may include a distance (described above) at which the own vehicle 1 can safely stop. More specifically, when the position of the other vehicle 5 is in front of the distance (described above) at which the own vehicle 1 can safely stop, even if the course of the other vehicle 5 is the course α1 (see FIG. 1). Since there is a high possibility that it will affect the future running of the own vehicle 1, it can be determined that avoidance control is necessary. On the other hand, if the course of the other vehicle 5 is the course α1 and the position of the other vehicle 5 is ahead of the distance (described above) at which the own vehicle 1 can safely stop, the course of the other vehicle 5 is the own vehicle 1. Since it is unlikely that it will affect future driving, it can be determined that avoidance control is unnecessary.

Further, the above-mentioned predetermined criteria are the height of the step generated at the boundary between the main road 2 and the sidewalk 4 recognized by the first determination means 121, or the front wheel 5a or the front wheel of the other vehicle 5 with the step. A ratio to the vertical dimension A'(see FIG. 5) of 5c can be included. For example, when the height of the step is large or the ratio of the step to the vertical dimension A'is large, it is presumed that the other vehicle 5 slowly enters the main road 2 in order to exceed the step, and the other vehicle 5 Since there is a high possibility that the course of the own vehicle 1 will affect the future travel of the own vehicle 1, it can be determined that avoidance control is necessary.

Further, the above-mentioned predetermined criteria may include the above-mentioned W1 / W2. For example, when W1 / W2 is less than 1, the wheelbase W2 of the other vehicle 5 is long enough to exceed the width W1, so it is presumed that the other vehicle 5 is a large truck, a trailer, or the like. In this case, since it is presumed that the approach speed of the other vehicle 5 is slow, there is a high possibility that the course of the other vehicle 5 will affect the future traveling of the own vehicle 1, and it is determined that avoidance control is necessary. be able to.

Further, the driving support means 123 can change the timing of driving support for the driver based on the detection result from the raindrop amount sensor 103 and the road surface sensor 104. Specifically, when it is raining heavily or there is gravel on the road surface of the main road 2, the timing of driving support is advanced to prevent the own vehicle 1 from colliding with another vehicle 5, and preventive safety. Performance can be improved.

When the avoidance action is not necessary (ST110: NO), the driving support means 123 performs control to call the driver's attention (hereinafter referred to as “attention control”) (ST111). In this alert control, the driving support means 123 generates an alarm by the alarm generating means 107, or causes the steering 106 to vibrate by the steering vibration means 108. Both alarm and vibration may be performed at the same time. By performing the attention alert control in this way, it is possible to alert the driver of the own vehicle 1 and prevent the own vehicle 1 from coming into contact with the other vehicle 5.

The content executed by the alert control is not limited to these, and can be changed as appropriate.

On the other hand, when the avoidance behavior is required (ST110: YES), the driving support means 123 controls the avoidance behavior for the own vehicle 1 (ST112). As this avoidance behavior control, for example, the driving support means 123 operates the deceleration means 110 by the deceleration control means 109 to reduce the speed of the own vehicle 1.

Further, the driving support means 123 changes the steering angle of the steering 106 by the steering control means 111, and changes the course of the own vehicle 1. More specifically, the driving support means 123 drives the steering control means 111 to drive an actuator for steering the steering 106 based on the steering angle signal from the steering sensor 105 so that the steering angle of the steering 106 becomes a desired value. It is possible to change the course of the own vehicle 1 by controlling the steering.

The change of the course of the own vehicle 1 is preceded by, for example, that the width of the traveling lane 2a is sufficiently wide, there is no oncoming vehicle in the oncoming lane 2b, or another traveling lane exists adjacent to the traveling lane 2a. When the distance between the vehicle and the vehicle is sufficiently secured, it is preferable to perform the operation while ensuring safety. By performing the avoidance control in this way, it is possible to prevent the own vehicle 1 from coming into contact with the other vehicle 5.

After that, the driving support means 123 determines whether or not to end the driving support (ST113). When the driving support is terminated (ST113: YES), the process is terminated.

If the determination result is NO in the determinations of ST101 to ST103 and ST113, the processing is returned to ST101, and the processing after ST101 is repeated.

As described above, in the driving support device 100 according to the present embodiment, there are various possibilities, the other vehicle 5 entering the main road 2 from the outside of the main road 2 such as the sidewalk 4 and the side road 6. It is possible to predict the course of 7 and support the driver of the own vehicle 1, reduce the burden on the driver of the own vehicle 1, and improve the preventive safety performance. Such an effect is extremely important in consideration of the aging society.

In particular, in the driving support device 100, since the front camera 102 is used for each process ST101 to ST103 and ST105 to ST109, a small motorcycle for manned operation is not added with any special detection means (especially a radar). And since it can be easily realized even in a saddle-type vehicle such as a motorcycle, the preventive safety performance can be economically improved.

Further, in the driving support device 100, the driving support means 123 changes the timing of execution of driving support (for example, attention alert control, deceleration control) according to the detection result from the raindrop amount sensor 103 and / or the road surface sensor 104. Is preferable as an embodiment. In this case, since the timing of driving support is changed according to the amount of raindrops and the road surface condition, it is possible to provide appropriate driving support according to the environment in which the own vehicle 1 travels.

The present invention is not limited to the above embodiment, and can be modified in various ways. In the above embodiment, the size and shape shown in the attached drawings are not limited to this, and can be appropriately changed within the range in which the effect of the present invention is exhibited. In addition, it can be appropriately modified and implemented as long as it does not deviate from the scope of the object of the present invention.

For example, in the above embodiment, the other vehicle 5 that directly joins the traveling lane 2a of the main road 2 (see FIG. 1) has been described as an example, but the vehicle travels across the oncoming lane 2b of the main road 2. The driving support device 100 of the present embodiment can also handle other vehicles 7 merging into the lane 2a.

Further, in the above embodiment, the case where the main road 2 (see FIG. 1) includes the traveling lane 2a and the oncoming lane 2b has been described as an example, but the main road includes two or more lanes in the same direction. Even when another vehicle merges into a lane adjacent to the traveling lane in which the own vehicle travels, the driving support device 100 of the present embodiment can handle the situation.

Further, in the above embodiment, the attention alert control (ST111) is performed only when the avoidance action is not necessary (ST110: NO in FIG. 3), but also when the avoidance action is required (ST110: YES). Attention control may also be performed.

As described above, the present invention predicts the course of another vehicle when the other vehicle joins the lane in which the own vehicle travels with higher accuracy, and improves the preventive safety performance while driving support device. It has the effect of being able to be miniaturized at low cost, and is particularly useful for driving support devices such as motorcycles and saddle-mounted vehicles.

1 Own vehicle 2 Main road 4 Sidewalk 6 Side road 5, 7 Other vehicle 100 Driving support device 101 CPU
102 Front camera (imaging means)
103 Raindrop amount sensor (raindrop detection means)
104 Road surface sensor (road surface condition confirmation means)
105 Steering sensor 106 Steering 107 Alarm generation means (alarm means)
108 Steering vibration means (vibration generating means)
109 Deceleration control means 110 Deceleration means 111 Steering control means 121 First determination means 122 Second determination means (other vehicle course prediction means)
123 Driving support means

Claims (11)

An imaging means that captures the front of the vehicle and
In the image taken by the imaging means, another vehicle and a road exist, and the road has an oncoming lane with respect to the traveling lane in which the own vehicle travels.
(I) When the other vehicle joins the traveling lane
(Ii) When the other vehicle crosses the lane in which the own vehicle travels and joins the traveling lane.
(Iii) When the other vehicle crosses the lane in which the own vehicle travels and joins the oncoming lane.
(Iv) When the other vehicle joins the traveling lane from the oncoming lane, the course of the other vehicle is predicted.
A driving support means for providing a predetermined driving support to the driver of the own vehicle based on the predicted course of the other vehicle is provided.
The other vehicle course predicting means for predicting the course of the other vehicle recognizes at least a part of the wheels of the other vehicle included in the image taken by the image pickup means, and the other vehicle is based on the movement of the front wheels of the other vehicle. Judges whether or not is starting to move,
When it is determined that the other vehicle is starting to move,
(I) When both the front wheels and the rear wheels of the other vehicle can be recognized from the image, the first angle formed by the front wheels of the other vehicle and the rear wheels of the other vehicle with respect to the traveling direction of the own vehicle. Predicting the course of the other vehicle based on the second angle made by
(Ii) When only the front wheels of the other vehicle can be recognized from the image, the course of the other vehicle is predicted based on the first angle.
The driving support means is a driving support device characterized by providing predetermined driving support to the driver of the own vehicle based on the predicted course of the other vehicle. When predicting the course of the other vehicle, the other vehicle course predicting means considers the ratio of the width of the lane in which the own vehicle travels and the wheelbase of the other vehicle obtained based on the image. The driving support device according to claim 1. The driving support means evaluates whether or not the other vehicle affects the future running of the own vehicle based on a predetermined standard, provides the driving support based on the evaluation result, and provides the predetermined driving support. The driving support device according to claim 1 or 2 , wherein the criteria include those based on the predicted course of the other vehicle. The driving support device according to claim 3 , wherein the predetermined standard further includes a device based on a distance at which the own vehicle can safely stop. The other vehicle course predicting means is characterized in that the first angle and the second angle are obtained as angles formed by the front wheels and the rear wheels with respect to the traveling direction of the own vehicle. The driving support device according to any one of 1 to 4. The driving support device according to any one of claims 1 to 5 , wherein the driving support means includes an alarm means. The driving support device according to any one of claims 1 to 6 , wherein the driving support means includes a vibration generating means that attracts the driver's attention by vibration. The driving support device according to any one of claims 1 to 7 , wherein the driving support means is a deceleration control means for decelerating the speed of the own vehicle. The driving support device according to any one of claims 1 to 8 , wherein the driving support means is a steering control means for changing the steering angle of the steering of the own vehicle. Further provided with raindrop detecting means and / or road surface condition checking means, the driving support means changes the timing of implementation of the driving support according to the output from the raindrop detecting means and / or the road surface condition checking means. The driving support device according to any one of claims 1 to 9, wherein the driving support device is characterized. The driving support means is used when the other vehicle enters the traveling lane from a cut of a curb for entering the traveling lane provided on a sidewalk attached to the traveling lane or a side road connected to the oncoming lane. The driving support device according to any one of claims 1 to 10 , wherein a predetermined driving support is provided to the driver of the own vehicle.

Images