JP2007172491A - Drive support device, drive support method, and drive support program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive support device, a drive support method and a drive support program, capable of reducing uncomfortable feeling of a driver caused by display of a side image under a travel environment not requiring the display of the side image. <P>SOLUTION: This drive support device is provided with a side image acquiring means for acquiring the side image expressing a side view field of a vehicle, from a camera system mounted on the vehicle, a vehicular speed acquisition means for acquiring a vehicular speed of the vehicle, a congestion determination means whether the vehicle is within a congested vehicle line or not, and a display control means for displaying the side image on a display, when the vehicular speed acquired by the vehicular speed acquisition means is a prescribed speed or less, and when the vehicle is determined not to exist within the congested vehicle line by the congestion determination means. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a driving support device, a driving support method, and a driving support program that support a driver's visibility with a camera.

  2. Description of the Related Art Conventionally, in a driving assistance device that assists a driver in securing a field of view using a camera, one that automatically activates a camera when the vehicle speed falls below a predetermined speed is known (for example, see Patent Document 1). In general, when turning right or left at an intersection or entering an intersection without a traffic light, the speed of the vehicle is reduced to ensure safety. For this reason, by automatically starting the camera when the vehicle speed falls below a predetermined speed, the driver can start the camera without performing a starting operation when turning left or right at an intersection or entering an intersection without a traffic light, for example. , The convenience for the driver is improved.

  However, according to the driving support device that activates the camera when the vehicle speed is equal to or lower than the predetermined speed, the camera is activated even when the vehicle speed is reduced due to traffic congestion, for example. The driving support device is intended to visually recognize the left and right at the intersection, and when the vehicle speed falls below the predetermined speed due to traffic congestion, there is no need to start the camera because there is no intersection ahead. . Nevertheless, if the camera is activated, the driver may feel uncomfortable. In particular, when there is a traffic jam, the vehicle speed may move around a predetermined speed, which may cause the camera to be frequently turned on and off to cause more discomfort.

JP 2003-143597 A

  The present invention has been made to solve the above-described problem, and is a driving assistance device that reduces driver discomfort caused by a side image being displayed in a driving environment that does not require the side image to be displayed. A driving support method and a driving support program are provided.

(1) A driving support apparatus for achieving the above object acquires a side image acquisition means for acquiring a side image representing a side view of the vehicle from a camera system mounted on the vehicle, and acquires the vehicle speed of the vehicle. Vehicle speed acquisition means, traffic congestion determination means for determining whether the vehicle is in a congested vehicle train, vehicle speed acquired by the vehicle speed acquisition means is equal to or lower than a predetermined speed, and the vehicle is detected by the traffic congestion determination means. Display control means for displaying the side image on the display when it is determined that the vehicle is not in a congested vehicle train.
The side image is for the purpose of securing the driver's field of view at the intersection, and the side image need not be displayed when the vehicle is slowed down due to traffic congestion. According to the present invention, when the vehicle speed acquired by the vehicle speed acquisition unit is equal to or lower than a predetermined speed and the traffic determination unit determines that the vehicle is not in the traffic jam train, a side image is displayed on the display. In other words, even if the vehicle speed is equal to or lower than the predetermined speed, if it is determined that the vehicle is in a congested vehicle train, the side image is not displayed, so that there is no need to display the side image. Nevertheless, driver discomfort due to the side image being displayed can be reduced.

(2) It further comprises road type acquisition means for acquiring the road type of the road on which the vehicle is traveling, and the display control means is configured to acquire the road type acquisition means even when the vehicle is not in a congested vehicle train. When the road type acquired in (1) is an expressway, an automobile-only road, or a mountain road, the side image does not have to be displayed on the display even when the vehicle speed falls below the predetermined speed.
As described above, the side image is intended to ensure the driver's visibility at the intersection, and it is a side image on a road with no or few intersections such as an expressway, a motorway, a mountain road, etc. Is not necessary. ADVANTAGE OF THE INVENTION According to this invention, a driver | operator's discomfort by a side image being displayed unnecessarily on a highway, a motor vehicle exclusive road, or a mountain road can be reduced.

(3) Intersection detection means for detecting the nearest intersection in front of the vehicle, and line-of-sight determination means for determining whether the intersection detected by the intersection detection means is an intersection with poor visibility, If the vehicle is in a congested lane, the control means determines that the vehicle speed is equal to or less than the predetermined speed when the intersection determination unit determines that the intersection is an intersection with poor visibility. The side image may be displayed on a display.
According to the present invention, for an intersection with poor visibility, a side image is displayed when the vehicle speed falls below a predetermined speed even in a congested vehicle train, so safety at intersections with poor visibility is improved.

(4) It further comprises forward image acquisition means for acquiring a forward image representing the forward field of view of the vehicle from the camera system before the intersection detected by the intersection detection means, and the line-of-sight determination means includes an intersection with poor visibility It may be determined by analyzing the front image.

(5) The line-of-sight determination means may detect a feature peculiar to an intersection with a poor line of sight by pattern recognition processing, and may determine that the intersection has a poor line of sight if the feature can be detected.
In general, specific features are installed at intersections with poor visibility. Therefore, it is possible to determine whether an intersection has a poor line of sight by detecting features specific to the intersection having a poor line of sight on the front image.

(6) The predetermined feature may be a curved mirror.
In general, since a curve mirror is installed at an intersection with a poor view, it can be determined whether the intersection is a poor view by detecting the curve mirror.

(7) The line-of-sight determination means analyzes the front image to determine whether there is a feature that blocks the view at a corner on the left side before the intersection or a corner on the right side before the intersection, and blocks the view. If there is an intersection, it may be determined that the intersection has poor visibility.

(8) The line-of-sight determination means searches for map information in which attribute information indicating that the line of sight is poor is assigned to an intersection node corresponding to an intersection with a poor line of sight, and the line of sight of the intersection node corresponding to the intersection is poor. May be determined as an intersection with poor visibility.

(9) The attribute information may be information indicating that there is a curve mirror.
In general, since a curve mirror is installed at an intersection with a poor view, if there is a curve mirror, it can be determined that the intersection has a poor view.

(10) The line-of-sight determination means searches the map information to determine whether there is a feature in the left corner before the intersection detected by the intersection detection means or the right corner in front of the intersection. If there is, it may be determined that the intersection has poor visibility.
If there is a feature, it is estimated that the intersection has a poor view. Therefore, it is possible to determine whether or not the intersection has a poor view by searching the map information to determine the presence or absence of the feature.

(11) A driving support method for achieving the above object includes a side image acquisition step of acquiring a side image representing a side field of view of the vehicle from a camera system mounted on the vehicle, and acquisition of the vehicle speed of the vehicle. Vehicle speed acquisition stage, a traffic congestion determination stage for determining whether the vehicle is in a congested vehicle train, a vehicle speed acquired in the vehicle speed acquisition stage is equal to or lower than a predetermined speed, and the vehicle in the traffic congestion determination stage A display control step of displaying the side image on the display when it is determined that the vehicle is not in the congested vehicle line.
According to the present invention, when the vehicle speed acquired in the vehicle speed acquisition stage is equal to or lower than a predetermined speed and it is determined in the traffic jam determination stage that the vehicle is not in the traffic jam train, a side image is displayed on the display. In other words, even if the vehicle speed is equal to or lower than the predetermined speed, if it is determined that the vehicle is in a congested vehicle train, the side image is not displayed, so that there is no need to display the side image. Nevertheless, driver discomfort due to the side image being displayed can be reduced.

(12) A driving support program for achieving the above object acquires a side image acquisition means for acquiring a side image representing a side view of the vehicle from a camera system mounted on the vehicle, and acquires the vehicle speed of the vehicle. Vehicle speed acquisition means, traffic congestion determination means for determining whether the vehicle is in a congested vehicle train, vehicle speed acquired by the vehicle speed acquisition means is equal to or lower than a predetermined speed, and the vehicle is detected by the traffic congestion determination means. When it is determined that the vehicle is not in the congested vehicle train, the computer is caused to function as display control means for displaying the side image on the display.
According to the present invention, when the vehicle speed acquired by the vehicle speed acquisition unit is equal to or lower than a predetermined speed and the traffic determination unit determines that the vehicle is not in the traffic jam train, a side image is displayed on the display. In other words, even if the vehicle speed is equal to or lower than the predetermined speed, if it is determined that the vehicle is in a congested vehicle train, the side image is not displayed, so that there is no need to display the side image. Nevertheless, driver discomfort due to the side image being displayed can be reduced.

  Each function of the plurality of means provided in the present invention is realized by hardware resources whose functions are specified by the configuration itself, hardware resources whose functions are specified by a program, or a combination thereof. Further, the functions of the plurality of means are not limited to those realized by hardware resources that are physically independent of each other. The present invention can also be specified as an invention of a recording medium on which a program is recorded. In addition, the order of each operation of the method described in the claims is not limited to the order of description unless there is a technical impediment, and may be executed in any order, and may be executed simultaneously. Also good.

Hereinafter, a plurality of embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
FIG. 2 is a block diagram showing a hardware configuration of the driving support apparatus 1 according to the first embodiment of the present invention. In the first embodiment, a case where a part of the navigation device 10 is used as the driving support device 1 will be described as an example. The navigation device 10 is mounted on a vehicle such as an automobile or a motorcycle, and guides the recommended route to the destination point and the travel point of the vehicle to the driver.

The CPU 19 as vehicle speed acquisition means, traffic jam determination means, display control means, road type acquisition means, intersection detection means and line-of-sight determination means controls each part of the navigation device 10 by executing a control program.
The flash memory 20 is a non-volatile storage medium such as an EEPROM that stores a control program executed by the CPU 19 and a display unnecessary condition indicating a condition that does not require the display of a side image. In the first embodiment, a condition “when the vehicle is in a congested vehicle train” is stored as a display unnecessary condition. The control program can also be stored in the flash memory 20 by downloading from a predetermined server via a network, reading from a computer-readable storage medium such as a removable memory (not shown), and the like.

The RAM 18 is a volatile storage medium that temporarily stores data and programs processed by the CPU 19.
The interface 21 includes an AD converter, a DA converter, and the like, and performs conversion of signal forms between the CPU 19 and each block and conversion of communication signal forms with the information center 23 via the communication unit 22.

The hard disk device (HDD) 17 stores a map database (map DB) 31 as a map information, a traffic jam learning database (traffic traffic learning DB) 36, and the like.
The map DB 31 is a database composed of information that digitally represents a map, and is used for detection of the current position of the vehicle on the road network, route search, and the like. In the map DB 31, intersections, junctions, turning points, dead ends, and the like are nodes, and roads are defined as links that connect nodes. For each link, lane information such as traffic direction, distance, number of lanes, road type (general road, expressway, automobile road, mountain road, etc.), link ID, start and end nodes, right turn lane and left turn lane Etc. are defined as attribute information. Further, at the intersection as a node, information indicating the degree of visibility or badness (for example, “good” or “no”), information indicating whether or not a curve mirror is present, and the like are defined as attribute information. In addition to this, the map DB 31 also contains features that help the driver to check the current position (buildings, houses, etc., traffic lights, pedestrian bridges, etc.), national road and street traffic situation surveys (road traffic census), etc. Stored.

The traffic congestion learning database (traffic congestion learning DB) 36 is a database that accumulates roads that have traveled in the past, vehicle speeds when traveling on the roads, and the like as travel history. The traffic jam learning DB 36 is used when determining whether or not the vehicle is in the traffic jam train based on the past travel history.
The vehicle speed sensor 14 is a sensor used for a speedometer. The vehicle speed sensor 14 can be composed of a vehicle speed sensor using wheel rotation speed, a Doppler ground vehicle speed sensor using radio waves or ultrasonic waves, a ground vehicle speed sensor using light and a spatial filter, and the like.

The direction sensor 15 includes a geomagnetic sensor, a left and right wheel speed difference sensor, a vibration gyro, a gas rate gyro, and an optical fiber gyro used for dead reckoning navigation.
The GPS unit 13 receives orbit data transmitted from three or four satellites used for satellite navigation, and outputs an latitude / longitude data of the current location of the vehicle, an ASIC (Application Specific Integrated Circuit), etc. Consists of.

The communication unit 22 receives various types of traffic information such as traffic jam information and traffic regulation information transmitted to each vehicle from the information center 23 by FM multiplex broadcasting, optical beacons, infrared beacons, and the like. The received traffic information is stored in the RAM 18 until the next traffic information is acquired.
The front camera unit 11 as a camera system is composed of, for example, a digital camera such as a CCD camera or a CMOS camera installed in the center of the grill at the front of the vehicle. The front camera unit 11 captures the front of the vehicle and generates a front image.

  The blind corner camera unit 12 as a camera system is a camera for assisting the driver's field of view at an intersection with poor visibility, and is provided on the left side of the bumper at the front end of the vehicle, and is a digital camera for imaging the left side of the vehicle. It is comprised by the digital camera etc. which are provided in the right side of this bumper and image the right side. For example, there are features that obstruct the field of view such as buildings and houses at the left corner in front of the intersection and the right corner in front of the intersection, where the feature becomes an obstacle, and the left and right sidewalks and the intersecting roadway become the driver's blind spot. Even if it exists, the driver | operator can confirm easily the presence or absence of the pedestrian who walks the sidewalk on either side, and the vehicle which drive | works the roadway which cross | intersect by seeing the image imaged with the blind corner camera unit 12. This allows the driver to enter the intersection safely. The blind corner camera unit 12 is composed of one digital camera and a prism that enters the left side optical image and the right side optical image into different areas of the light receiving surface of the digital camera. Also good.

  The display 16 is configured by an LCD (Liquid Crystal Display) used for displaying a map, displaying an image captured by the blind corner camera unit 12, and displaying various other information. In addition, the side image imaged with the blind corner camera unit 12 may be displayed on a display different from the display used for displaying the map, for example, HUD (Head Up Display).

Next, a flow of display control for causing the display 16 to display a side image captured by the blind corner camera unit 12 will be described.
FIG. 1 is a flowchart showing a flow of display control of an image captured by the blind corner camera unit 12. The process shown in FIG. 1 is started when a timer interrupt occurs at a preset interval.

In S <b> 105, the CPU 19 acquires the vehicle speed from the vehicle speed sensor 14 via the interface 21.
In S110, the CPU 19 determines whether or not the vehicle speed acquired in S105 is equal to or lower than a predetermined speed. If the CPU 19 determines that the speed is equal to or lower than the predetermined speed, the process proceeds to S115. If it is determined that the speed is higher than the predetermined speed, the CPU 19 ends the display if the side image is being displayed on the display 16, and does nothing if it is not displayed. Exit.

  In S115, the CPU 19 determines whether or not the own vehicle is in a congested vehicle train. Specifically, the CPU 19 performs correction by map matching using the map DB 31, while the latitude / longitude data of the current position of the vehicle input from the GPS unit 13, the travel speed input from the vehicle speed sensor 14, and the direction The vehicle position on the road network is calculated based on the traveling direction input from the sensor 15. Next, the CPU 19 determines that the vehicle is in the traffic jam train if the vehicle location is within the traffic jam section specified by the traffic jam information received by the communication unit 22. If the own vehicle is not in the congested vehicle row, the CPU 19 proceeds to S120, and if the own vehicle is in the congested vehicle row, the process ends.

  Note that the CPU 19 may determine whether the host vehicle is in the congested vehicle train based on the road traffic census stored in the map DB 31 and the travel history stored in the traffic jam learning DB 36. For example, in the case where the traveling road is a road that is likely to be congested in the investigation result of the road traffic census, the vehicle may be determined to be in the congested vehicle train. Further, for example, when the past vehicle speed on the traveling road is on average less than or equal to a predetermined speed, it may be determined that the own vehicle is in the congested train.

  In S <b> 120, the CPU 19 activates the blind corner camera unit 12, acquires a side image from the blind corner camera unit 12, and displays it on the display 16.

  According to the first embodiment of the present invention described above, the side image is displayed on the display when it is determined that the vehicle speed is equal to or lower than the predetermined speed and the vehicle is not in the congested vehicle train. In other words, even if the vehicle speed is equal to or lower than the predetermined speed, if it is determined that the vehicle is in a congested vehicle train, the side image is not displayed, so that there is no need to display the side image. Nevertheless, driver discomfort due to the side image being displayed can be reduced.

(Second embodiment)
In the second embodiment, display control is performed in consideration of poor visibility of an intersection ahead in addition to traffic jam information.
FIG. 3 is a flowchart showing the flow of display control according to the second embodiment. In addition, the same code | symbol is attached | subjected to the process same as 1st Example, and description is abbreviate | omitted.

In S205, the CPU 19 determines whether the intersection ahead is an intersection with poor visibility. Specifically, the CPU 19 searches the map DB 31 on the basis of the own vehicle position, and detects the nearest intersection in front of the own vehicle. Next, the CPU 19 determines whether or not the detected intersection is an intersection with poor visibility. An example of determination processing is shown below.
FIG. 4A shows a situation in which there is a feature 40 that blocks the view, such as a building or a house, at the left corner before the front T-junction (intersection) and the left side of the road ahead cannot be seen. As shown in FIG. 4A, a curved mirror 41 is generally installed at an intersection with a poor view. Conversely, it can be said that the intersection where the curve mirror 41 is installed is an intersection with poor visibility. The CPU 19 acquires a front image from the front camera unit 11 before the intersection, scans the acquired front image with a curve mirror template, and executes pattern recognition processing. If the CPU 19 can detect the curve mirror 41 on the front image, the CPU 19 determines that the intersection has a poor visibility. The curved mirror 41 corresponds to “a feature peculiar to an intersection with poor visibility” described in the claims. The “feature peculiar to the intersection with poor visibility” may be, for example, a character “stop” written on the road, or a sign for instructing the vehicle to stop temporarily.

  FIG. 4B shows a situation in which the left side cannot be seen by the feature 40 such as a building or a house and no curve mirror is installed as in FIG. 4A. In such a case, it is also possible to determine the presence or absence of a feature by referring to the map DB 31 and determining the presence of a feature such as a house or a building. The CPU 19 searches the map DB 31 before the intersection, and determines whether or not there is a feature at the left corner and the right corner before the front intersection. If there is a feature, the CPU 19 determines that the intersection has poor visibility.

  FIG. 4C shows a situation in which there are features 42 (for example, trees) that are not registered in the map DB 31 on the right side and the left side of the T-junction, neither the left nor the right can be seen, and no curve mirror is installed. ing. In such a case, the CPU 19 analyzes the front image and determines whether or not there is a feature that blocks the field of view at the left corner and the right corner. The feature may be determined by, for example, applying a predetermined spatial filter to the front image to generate an edge image, and determining that the feature 42 exists if there is an edge higher than the own vehicle in the height direction. This is because if there is an edge extending higher than the own vehicle in the height direction, it is highly likely that it is an outline of a building or a house. Alternatively, the lane mark 43 extending in the horizontal direction of the road may be extracted by image analysis, and if the lane mark cannot be extracted in either the left or right area in front, it may be determined that the feature exists on either the left or right. If there is a feature, the CPU 19 determines that the intersection has poor visibility.

If the CPU 19 determines that the line of sight is bad, the process proceeds to S120, and otherwise the process ends.
In addition, you may determine whether it is an intersection with a bad view by searching the attribute information of an intersection in map DB31 mentioned above. For example, in the map DB 31, if attribute information (for example, “No”) indicating that a line of sight is poor is assigned to an intersection, it may be determined that the intersection has a poor line of sight, or attribute information indicating that a curve mirror exists. If it is given, it may be determined that the intersection has poor visibility.

  According to the second embodiment, when there is an intersection with poor visibility in front of the vehicle, the side image is displayed when the vehicle speed falls below a predetermined speed even in a congested vehicle train. It is possible to ensure safety at intersections with poor visibility while reducing driver discomfort due to the side image being displayed in a driving environment where no display is required.

(Third embodiment)
In the third embodiment, display control is performed based on the road type in addition to the traffic jam information.
FIG. 5 is a flowchart showing the flow of display control according to the third embodiment. In addition, the same code | symbol is attached | subjected to the process same as 1st Example, and description is abbreviate | omitted.
In S305, the CPU 19 determines whether the road type of the vehicle position is an expressway, a car road or a mountain road. Specifically, the CPU 19 acquires the road type of the road at the own vehicle position from the map DB 31, and determines whether the road at the own vehicle position is an expressway, an automobile-only road or a mountain road based on the road type. The CPU 19 proceeds to S120 if the road type is not an expressway, an automobile-only road or a mountain road, and ends the process if the road type is an expressway, an automobile-only road or a mountain road.

  The side images are intended for visual recognition at the intersection, and it is not necessary to display the side images on roads with few or no intersections, such as highways, motorway roads, and mountain roads. . According to the third embodiment, since the side image is not displayed even if the vehicle speed is below a predetermined speed for any reason other than traffic congestion on a highway, a car road, or a mountain road, the highway, The driver's discomfort due to the side images being displayed unnecessarily on an automobile-only road or a mountain road can be reduced.

  In addition, this invention is not limited to the said several embodiment, It can apply to various embodiment in the range which does not deviate from the summary.

The flowchart which concerns on embodiment of this invention. The block diagram of the driving assistance device which concerns on embodiment of this invention. The flowchart which concerns on embodiment of this invention. The schematic diagram of the intersection which concerns on embodiment of this invention. The flowchart which concerns on embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Navigation apparatus (driving support apparatus), 11 Front camera unit (camera system), 12 Blind corner camera unit (camera system), 16 Display, 19 CPU (congestion determination means, display control means, intersection detection means, visibility determination means, Road type acquisition means), 31 Map database (map information)

Claims (12)

Side image acquisition means for acquiring a side image representing a side view of the vehicle from a camera system mounted on the vehicle;
Vehicle speed acquisition means for acquiring the vehicle speed of the vehicle;
A traffic jam judging means for judging whether the vehicle is in a traffic jam train;
Display control for displaying the side image on the display when the vehicle speed acquired by the vehicle speed acquisition unit is equal to or lower than a predetermined speed and the traffic determination unit determines that the vehicle is not in the traffic jam line Means,
A driving support apparatus comprising: A road type acquisition means for acquiring the road type of the road on which the vehicle is running;
The display control means, even when the vehicle is not in a congested vehicle train, if the road type acquired by the road type acquisition means is a highway, an automobile exclusive road, or a mountain road, the vehicle speed is the predetermined speed. The driving support device according to claim 1, wherein the side image is not displayed on the display even when the speed is lower than a predetermined speed. An intersection detection means for detecting the nearest intersection in front of the vehicle;
Line of sight determination means for determining whether the intersection detected by the intersection detection means is an intersection with poor visibility,
The display control means is configured to reduce the vehicle speed to the predetermined speed or less if the intersection is determined to be an intersection with poor visibility even when the vehicle is in a congested vehicle train. The driving support device according to claim 1, wherein the side image is displayed on the display. It further comprises a forward image acquisition means for acquiring a forward image representing the forward field of view of the vehicle from the camera system before the intersection detected by the intersection detection means,
The driving assistance apparatus according to claim 3, wherein the line-of-sight determination unit determines whether the intersection is a poor line-of-sight by analyzing the front image.   The driving assistance device according to claim 4, wherein the line-of-sight determination means detects a feature peculiar to an intersection with a poor line-of-sight by pattern recognition processing, and determines that the intersection has a poor line-of-sight when the feature can be detected. .   The driving support device according to claim 5, wherein the feature is a curved mirror.   The line-of-sight determination means analyzes the front image to determine whether there is a feature that blocks the view at the left corner before the intersection or the right corner before the intersection, and there is a feature that blocks the view. The driving support device according to claim 4, wherein is determined to be an intersection with a poor view.   The line-of-sight determination means searches for map information in which attribute information indicating that the line of sight is poor is assigned to an intersection node corresponding to an intersection with a poor line of sight, and an attribute indicating that the line of sight has a poor line of sight The driving support device according to claim 3, wherein when the information is given, the intersection is determined to be an intersection with a poor view.   The driving support device according to claim 8, wherein the attribute information is information indicating that a curve mirror is present.   The line-of-sight determination means searches the map information to determine whether there is a feature at the left corner before the intersection detected by the intersection detection means, or the right corner before the intersection, and if there is a feature The driving support device according to claim 3, wherein the driving assistance device determines that the intersection has a poor view. A side image acquisition step of acquiring a side image representing a side view of the vehicle from a camera system mounted on the vehicle;
A vehicle speed acquisition step of acquiring the vehicle speed of the vehicle;
A traffic judgment stage for judging whether the vehicle is in a traffic jam line;
Display control for displaying the side image on the display when it is determined that the vehicle speed acquired in the vehicle speed acquisition stage is equal to or lower than a predetermined speed and the vehicle is not in the traffic jam line in the traffic jam determination stage. Stages,
Driving support method including. Side image acquisition means for acquiring a side image representing a side view of the vehicle from a camera system mounted on the vehicle;
Vehicle speed acquisition means for acquiring the vehicle speed of the vehicle;
A traffic jam judging means for judging whether the vehicle is in a traffic jam train;
Display control for displaying the side image on the display when the vehicle speed acquired by the vehicle speed acquisition unit is equal to or lower than a predetermined speed and the traffic determination unit determines that the vehicle is not in the traffic jam train A driving support program that causes a computer to function as a means.

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