JP2011161935A - Drive support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To accurately execute warning of an obstacle when parking. <P>SOLUTION: A generation unit 22 generates a bird's eye view around a vehicle according to an image captured by at least one imaging device installed on the vehicle. A predicted trace storage unit 30 stores predicted traces of the vehicle to correspond to the bird's eye view when moving the vehicle by operating a steering wheel of the vehicle. A synthesis unit 32 superposes the predicted traces on the bird's eye image for display. A setting unit 38 sets detection areas of the obstacle according to the predicted traces. A warning unit 36 gives warning when the obstacle is detected in the set detection areas. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to driving support technology, and more particularly to a driving support device that supports driving based on an image captured by an imaging device installed in a vehicle.

A driving support device has been developed for informing the driver of the state behind the vehicle by installing an in-vehicle camera in the rear part of the vehicle and presenting an image captured by the in-vehicle camera to the driver. Furthermore, the driving support device not only presents an image but also warns the driver when approaching an obstacle. At this time, the obstacle is detected by capturing a reference image in advance and comparing the captured image with the reference image when moving backward (see, for example, Patent Document 1).
JP 2000-177513 A

  When the driver performs parking, an obstacle may exist not only in the rear of the vehicle but also in the front and side of the vehicle. For this reason, it is preferable to detect not only an obstacle behind the vehicle but also an obstacle around the vehicle. There are still and moving objects as obstacles when parking. A static body is an object that does not move when parking, such as a wall or another parked vehicle. On the other hand, a moving body is an object that moves when parking a ball or a person. The former requires higher detection accuracy than the high-speed detection speed, and the latter requires high-speed detection accuracy.

  The inventor has realized the present invention by recognizing such a situation, and an object of the present invention is to provide a technology for executing an obstacle warning at the time of parking with high accuracy.

  In order to solve the above problems, a driving support device according to an aspect of the present invention is an image generation unit that generates a bird's-eye view image around a vehicle based on an image captured by at least one imaging device installed in the vehicle. A predicted trajectory of the vehicle that should correspond to the bird's eye view image generated by the image generating unit, the predicted trajectory when the vehicle is moved by operating the steering wheel of the vehicle, and the predicted stored in the storage unit A display unit that superimposes and displays the locus on the bird's-eye view image generated by the image generation unit; a setting unit that sets an obstacle detection area based on the expected locus for the bird's-eye view image displayed on the display unit; And a warning unit that warns that when an obstacle in the detection area set by the setting unit is detected.

  It should be noted that any combination of the above-described constituent elements and a conversion of the expression of the present invention between a method, an apparatus, a system, a recording medium, a computer program, etc. are also effective as an aspect of the present invention.

  ADVANTAGE OF THE INVENTION According to this invention, the warning of the obstruction in the case of parking can be performed with high precision.

  Before describing the present invention in detail, an outline will be described. Embodiments of the present invention relate to a driving support apparatus that displays an image captured by a vehicle-mounted camera, displays an expected trajectory when parking, and warns the driver of an approach to an obstacle. In order to detect an obstacle with respect to the surroundings of the vehicle and detect each of a stationary body and a moving body with high accuracy as the obstacle, the driving support device according to the present embodiment executes the following processing. In-vehicle cameras are installed not only on the rear but also on the front of the vehicle. For example, a total of four in-vehicle cameras are installed on the left and right of the front part of the vehicle and on the left and right of the rear part. The driving support device acquires images captured by each of the plurality of in-vehicle cameras, and generates an all-around bird's-eye view image.

  In addition, the driving support device stores in advance an expected trajectory corresponding to a predetermined steering angle. Here, since the expected trajectory corresponds to the all-around bird's-eye view image, the trajectory includes not only the rear wheel but also the front wheel. The driving support device detects a still body on an expected trajectory or on an area having a certain width from the expected trajectory (hereinafter referred to as “first area”). For the detection of a stationary body, for example, a planar projection stereo method is used. On the other hand, the driving assistance device detects a moving object in an area (hereinafter referred to as “second area”) through which the vehicle 100 passes. For example, an optical flow is used for detecting a moving object. As described above, by using the all-around bird's-eye view image, it is possible to detect not only the rear but also the front and side obstacles. Moreover, since a static body and a moving body are detected separately, the detection method suitable for each can be used.

  FIG. 1 shows a configuration of a vehicle 100 according to an embodiment of the present invention. The vehicle 100 includes a driving support device 10, a first imaging device 12 a, a second imaging device 12 b, a third imaging device 12 c, a fourth imaging device 12 d, and a display device 14 that are collectively referred to as an imaging device 12. The vehicle 100 includes components for realizing the original operation of the vehicle 100 such as an engine, a chassis, a handle, a brake, and the like. However, for the sake of clarity, FIG. 1 omits components other than those necessary for displaying an image for assisting driving and for warning when an obstacle is detected. Further, the left side of the vehicle 100 shown in FIG. 1 corresponds to the front side.

  The imaging device 12 continuously captures images and outputs the captured images to the driving support device 10. Here, the image itself or the image data is referred to as “image” without distinction. The first imaging device 12 a and the second imaging device 12 b are installed in the front part of the vehicle 100, and the third imaging device 12 c and the fourth imaging device 12 d are installed in the rear part of the vehicle 100. Here, the first imaging device 12a to the fourth imaging device 12d form a stereo camera in an arbitrary combination. A stereo camera is a camera that can record information in the depth direction by simultaneously photographing an object from a plurality of different directions. The number of imaging devices 12 is not limited to “4”.

  The driving support device 10 inputs an image from each imaging device 12. The driving support device 10 generates an all-round bird's-eye view image by converting the input image into a bird's-eye view image and further combining the bird's-eye view images corresponding to the plurality of imaging devices 12. The driving support device 10 stores the expected trajectory, and superimposes a plurality of types of expected trajectories on the generated all-around bird's-eye view image. Here, the all-around bird's-eye view image on which the expected trajectory is superimposed is referred to as a “composite image”. The driving support device 10 outputs the composite image to the display device 14.

  The display device 14 receives the composite image from the driving support device 10. The display device 14 includes a monitor, and displays the composite image on the monitor. Furthermore, the driving assistance device 10 sets the first area and the second area described above based on the expected trajectory. The driving assistance device 10 detects a stationary body in the first area and detects a moving body in the second area. The driving support device 10 outputs a warning to the driver when a stationary body or a moving body is detected. Note that the driving support device 10 and the display device 14 may be configured integrally.

  FIG. 2 shows the configuration of the driving support device 10. The driving support apparatus 10 includes a first frame buffer 20a, a second frame buffer 20b, a third frame buffer 20c, a fourth frame buffer 20d, a generation unit 22, a conversion table storage unit 24, and a control unit 26, which are collectively referred to as a frame buffer 20. , An operation unit 28, an expected trajectory storage unit 30, a synthesis unit 32, a monitoring unit 34, and a warning unit 36. The monitoring unit 34 includes a setting unit 38, a static body detection unit 40, and a moving body detection unit 42.

  The operation unit 28 is configured to include buttons and the like, and receives instructions from the driver. An example of an instruction received by the operation unit 28 is an instruction related to display of a composite image and start of monitoring processing. The operation unit 28 outputs the received instruction to the control unit 26. The control unit 26 controls the operation of the entire driving support device 10. Further, the control unit 26 controls a generation unit 22, a conversion table storage unit 24, an expected trajectory storage unit 30, a synthesis unit 32, a monitoring unit 34, and a warning unit 36, which will be described later, according to an instruction input from the operation unit 28. . Here, (1) before stopping, (2) before retreating, and (3) during retreating are defined as states of the driving support device 10 controlled by the control unit 26.

  The frame buffer 20 is arranged in association with each imaging device 12 (not shown). For example, the first frame buffer 20a to the fourth frame buffer 20d are associated with the first imaging device 12a to the fourth imaging device 12d, respectively. The frame buffer 20 stores the image from the imaging device 12 and outputs the image to the generation unit 22. The generation unit 22 receives images from the plurality of frame buffers 20 and converts each image into a bird's eye view image. For such conversion, a known technique, for example, a technique disclosed in Japanese Patent Application Laid-Open No. 2008-48345 may be used, and the description thereof is omitted here.

  The conversion table storage unit 24 stores a conversion formula used when converting the image into the all-around bird's eye view image. The generation unit 22 is stored in the conversion table storage unit 24 via the control unit 26. A bird's eye view image is generated by referring to the conversion formula. Moreover, the production | generation part 22 produces | generates an all-around bird's-eye view image by synthesize | combining a bird's-eye view image. Note that the technique disclosed in Japanese Patent Application Laid-Open No. 2008-48345 may be used for generating the all-around bird's-eye view image. Such an all-around bird's-eye view image can be said to be a bird's-eye view image around the vehicle 100. Here, since the generation unit 22 continuously inputs images from each frame buffer 20, the all-around bird's-eye view image is continuously generated. The generation unit 22 outputs the all-around bird's-eye view image to the synthesis unit 32. The generation unit 22 outputs the image received from the frame buffer 20 to the monitoring unit 34 separately from the generation of the all-around bird's-eye view image.

  The predicted trajectory storage unit 30 stores an expected trajectory of the vehicle 100 that should correspond to the all-around bird's-eye view image generated by the generating unit 22. Here, the expected trajectory is a route that the tire of the vehicle 100 is expected to pass through, and corresponds to a route when the vehicle 100 is moved backward by operating the handle of the vehicle 100. For example, the predicted trajectory is set in advance as a path when the handle is rotated to the end. The predicted trajectory storage unit 30 may also store another expected trajectory other than the expected trajectory when the handle is rotated to the end. At that time, an expected trajectory to be used is selected according to an instruction from the driver. In addition, the operation unit 28 receives an instruction from the driver, and the control unit 26 registers a setting corresponding to the instruction in the expected locus storage unit 30.

  The synthesizing unit 32 inputs the all-around bird's-eye view image from the generating unit 22 and inputs the predicted trajectory from the predicted trajectory storage unit 30. The composition unit 32 generates a composite image by superimposing the expected trajectory on the all-around bird's-eye view image. At that time, the combining unit 32 associates the coordinates of the vehicle 100 on the all-around bird's-eye view image with the coordinates of the expected trajectory. That is, the composite image is generated so that the starting point of the predicted locus is the vehicle 100. Details of the composite image will be described later. Here, the process of the synthesis unit 32 will be described along the above-described (1) to (3).

  (1) Before the vehicle stops, when the driver drives the vehicle 100 and arrives in the vicinity of the parking space, the operation unit 28 receives an instruction from the driver to display a composite image. This is realized by the driver pressing the button. Note that until the button is pressed, the composite image is not displayed on the display device 14, and a navigation screen or the like is displayed, for example. Therefore, it can be said that the display on the display device 14 is switched by pressing the button before parking. Note that the operation unit 28 may receive an instruction by, for example, a touch panel or voice recognition without receiving an instruction by a button. As described above, the operation unit 28 outputs the received instruction to the control unit 26.

  Upon receiving an instruction from the operation unit 28, the control unit 26 controls the operations of the generation unit 22 and the synthesis unit 32 so that a synthesized image is generated. The synthesizer 32 extracts an expected trajectory from the expected trajectory storage unit 30. Here, the expected trajectory corresponds to the initial steering angle α. Note that, in a scene that requires parking assistance, generally, the steering wheel is rotated to the end cutting position, and thus the steering angle with respect to the expected trajectory corresponds to the end cutting state. The composition unit 32 causes the display device 14 to display the composite image by outputting the composite image to the display device 14 (not shown). As a result, the driver operates the steering wheel while confirming the composite image displayed on the display device 14, thereby guiding the vehicle to a stop position that fits in the parking space without touching the front and rear obstacles. Is possible.

  (2) Before the reverse, when the driver stops the vehicle 100 at a position where parking starts, while looking at the composite image displayed on the display device 14, that is, before starting the reverse of the vehicle 100, the operation unit 28 detects a button depression by the driver. The operation unit 28 outputs the detection result to the control unit 26. Upon receiving the detection result from the operation unit 28, the control unit 26 outputs a voice guidance such as “Please turn the handle xx times to the left” from a speaker (not shown). Here, the content of the guidance is set in advance so as to correspond to the steering angle of the steering wheel with respect to the expected trajectory.

  (3) During retreat, the control unit 26 receives a detection result from the operation unit 28 and then starts a timer to measure a period after receiving the detection result from the operation unit 28. After a predetermined period has elapsed, that is, after a certain period has elapsed since the voice guidance was output from the speaker, the control unit 26 causes the synthesis unit 32 to stop superimposing the expected trajectory. As a result, the composition unit 32 generates a composite image by superimposing only the vehicle width extension line on the all-around bird's-eye view image, and outputs the composite image to the display device 14. The vehicle width extension line is a locus when the vehicle 100 moves straight back without turning the steering wheel.

  The control unit 26 is connected to a shift position sensor (not shown) and accepts from the shift position sensor that the shift has started to move backward. Thereafter, the control unit 26 may cause the combining unit 32 to stop superimposing the expected trajectory when receiving from the shift position sensor that the shift has entered another position. Alternatively, the operation unit 28 may detect that the button is pressed again by the driver, and the control unit 26 may cause the combining unit 32 to stop superimposing the expected trajectory when the operation unit 28 detects the button. .

  FIGS. 3A to 3E show a combined image generated when the combining unit 32 performs reverse parking. These can also be said to be composite images displayed on the display device 14. FIG. 3A is a composite image when the vehicle 100 enters the parking lot. The vehicle 100 is shown near the center of the composite image. A parking space 70 is shown at the bottom of the composite image. Below, the case where the vehicle 100 parks in the parking space 70 is assumed. At this stage, the composite image may not be displayed on the display device 14. In this state, the driver depresses the button, so that the driving support device 10 is in the state (1) before stopping.

  FIG. 3B shows a composite image in a state before (1) stopping. As illustrated, a first predicted trajectory 50a, a second predicted trajectory 50b, and a third predicted trajectory 50c, which are collectively referred to as the predicted trajectory 50, are shown. Also shown are a first vehicle width extension line 58a and a second vehicle width extension line 58b, collectively referred to as a vehicle width extension line 58. The expected trajectory 50 corresponds to an expected trajectory when the handle is rotated to the end. The first predicted trajectory 50a corresponds to the predicted trajectory of the right rear wheel, the second predicted trajectory 50b corresponds to the expected trajectory of the left rear wheel, and the third predicted trajectory 50c corresponds to the expected trajectory of the front wheel. . In the state of FIG. 3B, the first predicted trajectory 50 a and the second predicted trajectory 50 b overlap with a vehicle parked in a space adjacent to the parking space 70 (hereinafter referred to as “adjacent vehicle”).

  That is, if the vehicle 100 moves backward from the stop position in FIG. 3B with the steering angle turned to the end, the vehicle 100 may collide with an adjacent vehicle. Therefore, the driver moves the vehicle 100 to a position where the predicted trajectory 50 does not overlap the adjacent vehicle while confirming the composite image displayed on the display device 14. This corresponds to searching for a stop position on the predicted locus 50 where no obstacle exists.

  FIG. 3C is a state following FIG. 3B, and the vehicle 100 exists at a position where the predicted trajectory 50 does not overlap the adjacent vehicle. Even if the vehicle 100 moves backward from the stop position in FIG. 3C with the steering angle turned to the end, the vehicle 100 does not collide with the adjacent vehicle. Therefore, in FIG. 3C, it can be said that the stop position has been determined, and it can be said that the state before the above-described (2) retreat is brought about. When the driver depresses the button in such a state, a voice guidance saying “Please turn the steering wheel to the left to the end” is output. FIG. 3D is a state following FIG. 3C and is a state in which the above described (3) is in reverse. As shown in the figure, the predicted trajectory 50 is deleted and only the vehicle width extension line 58 is displayed. The driver moves the vehicle 100 straight back. As a result, the vehicle 100 stops in the parking space 70 as shown in FIG.

  FIGS. 4A to 4C show composite images generated when the combining unit 32 starts from forward parking. Here, in the initial state, it is assumed that vehicle 100 is stopped in parking space 70 and goes out of parking space 70 while retreating. FIG. 4A corresponds to the above-described (1) state before stopping, and an expected trajectory 50 and a vehicle width extension line 58 are displayed. Further, the third predicted locus 50c overlaps with the adjacent vehicle. That is, when the vehicle 100 moves backward from the stop position in FIG. 4A with the steering angle turned to the end, the vehicle 100 may collide with an adjacent vehicle. Therefore, the driver moves the vehicle 100 to a position where the predicted trajectory 50 does not overlap the adjacent vehicle while confirming the composite image displayed on the display device 14.

  FIG. 4B is a state following FIG. 4A, and is a case where the vehicle 100 has receded straight. At this position, the third predicted locus 50c does not overlap the adjacent vehicle. Therefore, in FIG. 4 (b), it can be said that the stop position has been determined, and it can be said that the state before the above-described (2) reverse movement has been reached. When the driver depresses the button in such a state, a voice guidance saying “Please turn the steering wheel to the left to the end” is output. FIG. 4C is a state following FIG. 4B, and is the state of (3) retreating described above. Here, the expected trajectory 50 is displayed, but thereafter, the expected trajectory 50 is erased and only the vehicle width extension line 58 is displayed. As a result, the exit from the parking space 70 by the vehicle 100 is completed.

  Returning to FIG. The setting unit 38 sets an obstacle detection region based on the expected trajectory for the composite image displayed on the display device 14 (not shown), that is, the composite image generated by the composite unit 32. Here, the setting unit 38 independently sets a stationary object detection area that is a stationary obstacle and a moving object detection area that is a moving obstacle. The former corresponds to the first area, and the latter corresponds to the second area. Here, the first area and the second area will be described with reference to the drawings.

  FIG. 5 shows an overview of the monitoring process in the warning unit 36. This is a composite image similar to FIG. 3B and the like, and shows the vehicle 100 and the parking space 70. Further, the first predicted trajectory 50a to the third predicted trajectory 50c are also shown. The first area is defined to be on the predicted locus 50 or on an area having a certain width from the predicted locus 50. However, for ease of explanation, it will be assumed below that the first area is on the predicted trajectory 50. Therefore, in FIG. 5, the first predicted trajectory 50a, the second predicted trajectory 50b, and the third predicted trajectory 50c correspond to the first area. On the other hand, the second area is defined as an area through which the vehicle 100 passes. In FIG. 5, a first detection area 60a that is an area between the first predicted locus 50a and the second predicted locus 50b, and a second detection area 60b that is an area between the vehicle 100 and the third predicted locus 50c. Corresponds to the second area. The predicted trajectory 50 outputs the position of the first area in the all-around bird's-eye view image, for example, coordinates to the still body detection unit 40, and outputs the region of the second area in the all-around bird's-eye view image, for example, coordinates to the moving object detection unit 42.

  The still body detection unit 40 receives a plurality of images from the generation unit 22 and receives the coordinates of the first area from the setting unit 38. The still body detection unit 40 specifies the height of an object included in the image by using the planar projection stereo method for the plurality of images. The planar projection stereo method is a method of projecting a plurality of captured images captured by a plurality of imaging devices 12 having different viewpoints onto a single reference plane, and obtaining a region of an object having a height from the difference between the images. .

  As the planar projection stereo method, for example, the technique described in Japanese Patent Application Laid-Open No. 2003-232867 may be used, and the description thereof is omitted here. It is assumed that the still body detection unit 40 detects a still body when the height of the object on the first area is higher than the threshold value. When the static body detection unit 40 detects a static body, it outputs a message to that effect to the warning unit 36. At that time, the still body detection unit 40 may output the position of the detected still body. Here, the detection of the obstacle is performed, for example, when the brake is depressed or stopped. Therefore, the static body detection unit 40 may input information from a brake sensor and a speed sensor (not shown).

  The moving body detection unit 42 continuously receives composite images from the combining unit 32 and receives coordinates of the second area from the setting unit 38. The moving object detection unit 42 detects the presence of a moving object in the second area based on the continuously received composite images. Optical flow is used to detect moving objects. Optical flow is one of the methods for analyzing moving objects, and is a technique for analyzing the motion from the luminance information in the all-around bird's-eye view image and expressing the motion of the moving object by the velocity vector. For such an optical flow, a publicly-known technique may be used, and the description thereof is omitted here. When the moving object detection unit 42 detects a moving object, the moving object detection unit 42 outputs a message to that effect to the warning unit 36. Here, the obstacle is detected when, for example, the vehicle is traveling at a certain speed or less or is stopped. The travel speed may be determined by the magnitude of the motion vector of the ground feature point, or speed information may be obtained from a speed sensor (not shown). The obstacle detection by the moving body detection unit 42 is performed, for example, when the brake is stepped on or stopped, as in the case of the obstacle detection by the still body detection unit 40. Therefore, the moving body detection unit 42 may also input information from a brake sensor and a speed sensor (not shown).

  The warning unit 36 warns that when the still body detection unit 40 detects a still body in the first area or when the moving body detection unit 42 detects a moving body in the second area. That is, if the warning unit 36 detects an obstacle in the vicinity of the expected trajectory in the front and rear of the vehicle 100, the warning unit 36 warns the driver. A specific example of the warning will be described later. In FIG. 5, there is no danger of contact in front of the vehicle 100, but there is a risk of contact with the ball that has entered rearward, so a warning is given to the driver.

  6A to 6F show an overview of warning processing in the warning unit 36. FIG. In FIG. 6A, the color when displaying the predicted locus 50 is changed depending on whether an obstacle exists or not. For example, when there is an obstacle, the predicted locus 50 is shown in red, and when there is no obstacle, the expected locus 50 is shown in blue. In FIG. 6B, the display method of the predicted locus 50 is changed depending on whether an obstacle exists or not. For example, when there is an obstacle, the predicted locus 50 is indicated by blinking, and when there is no obstacle, the expected locus 50 is indicated by lighting.

  FIG. 6C displays the colored portion 80 when there is an obstacle, and does not display the colored portion 80 when there is no obstacle. The colored portion 80 is colored red, for example. FIG. 6D displays the flash portion 82 when there is an obstacle, and does not display the flash portion 82 when there is no obstacle. The flash portion 82 is indicated by blinking, for example. FIG. 6E displays the colored portion 80 as in FIG. 6C, but displays the colored portion 80 on the vehicle 100 instead of the obstacle portion. FIG. 6F displays the flash portion 82 as in FIG. 6D, but displays the flash portion 82 on the vehicle 100 instead of the obstacle portion.

  FIGS. 7A to 7C show another outline of warning processing in the warning unit 36. FIG. FIG. 7A displays the colored portion 80 when there is an obstacle, as in FIG. 6C, but from the first colored portion 80a according to the distance from the adjacent vehicle that is the obstacle. The third colored portion 80c is displayed. The third colored portion 80c is closest to the adjacent vehicle, and the first colored portion 80a is farthest from the adjacent vehicle. Here, each of the first colored portion 80a to the third colored portion 80c is shown in a different color.

  FIG. 7B displays the flash portion 82 when there is an obstacle, as in FIG. 6D, but from the first flash portion 82a according to the distance from the adjacent vehicle that is the obstacle. The third flash portion 82c is displayed. The third flash portion 82c is closest to the adjacent vehicle, and the first flash portion 82a is farthest from the adjacent vehicle. Here, each of the first flash portion 82a to the third flash portion 82c blinks at different intervals. FIG.7 (c) is a modification of FIG.6 (c), and shows the 1st coloring part 80a instead of the coloring part 80 of FIG.6 (c). In addition, the second colored portion 80b is shown so as to overlap the third predicted locus 50c. Here, the first colored portion 80a and the second colored portion 80b are shown in different colors. In addition to or together with the warning display shown in FIGS. 6A to 6F and FIGS. 7A to 7C, a warning may be output by voice.

  This configuration can be realized in terms of hardware by a CPU, memory, or other LSI of any computer, and in terms of software, it can be realized by a program loaded in the memory, but here it is realized by their cooperation. Draw functional blocks. Accordingly, those skilled in the art will understand that these functional blocks can be realized in various forms by hardware only, software only, or a combination thereof.

  The operation of the driving support apparatus 10 having the above configuration will be described. FIG. 8 is a flowchart showing a display procedure in the driving support device 10. The operation unit 28 detects the depression of the button (S10). The synthesizing unit 32 generates a synthesized image based on the all-around bird's-eye view image and the plurality of expected trajectories, and displays the synthesized image on the display device 14 (S12). The static body detection unit 40 and the moving body detection unit 42 execute an obstacle detection process (S14). If an obstacle is detected (Y in S16), the warning unit 36 outputs a warning (S18). On the other hand, if no obstacle is detected (N in S16), step 18 is skipped.

  If the operation unit 28 does not detect pressing of the button (N in S20), the process returns to step 14. On the other hand, if the operation unit 28 detects the depression of the button (Y in S20), the control unit 26 outputs guidance on the steering angle of the steering wheel from the speaker (S22). If the predetermined period has not elapsed (N in S24), the composition unit 32 continues to generate a similar composite image. On the other hand, if a certain period of time has elapsed (Y in S24), the composition unit 32 deletes the display of the predicted locus 50 (S26) and leaves the display of the vehicle width extension line 58.

  According to the embodiment of the present invention, since the all-around bird's-eye view image is used, it is possible to display the expected trajectory on the front outer periphery as well as the rear of the vehicle. In addition, since an expected trajectory on the front outer periphery is also displayed, information for improving the alignment accuracy when parking is started can be provided to the driver. Further, since the all-around bird's-eye view image is used, not only the rear of the vehicle but also the safety for obstacles in front and parked vehicles can be considered. Moreover, since safety not only to the rear of the vehicle but also to obstacles in front and parked vehicles is taken into consideration, the vehicle can be guided to a more optimal stop position. Moreover, since the safety with respect to obstacles and parked vehicles as well as the rear of the vehicle is taken into consideration, the warning of obstacles during parking can be executed with high accuracy. Further, since each of the static and moving objects is detected separately, a detection algorithm suitable for each can be used.

  In addition, since a detection algorithm suitable for each of a stationary body and a moving body is used, an obstacle warning during parking can be executed with high accuracy. In addition, since the first area that is narrower than the second area is used to detect the still body, highly accurate detection can be realized while reducing the processing amount. In addition, since the height of the stationary body is taken into account in order to detect the stationary body, the detection accuracy of the stationary body can be improved. Further, since the second area wider than the first area is used to detect the moving object, the detection accuracy of the moving object can be improved. In addition, since an obstacle on the front-rear expected trajectory is detected and warned, the driver can move to a safe optimum stop position without gazing at the display device.

  In the above, this invention was demonstrated based on the Example. This embodiment is an exemplification, and it will be understood by those skilled in the art that various modifications can be made to the combination of each component and each processing process, and such modifications are also within the scope of the present invention. .

  In the Example of this invention, the synthetic | combination part 32 displays the path | route which a tire should pass on the display apparatus 14 as an estimated locus | trajectory. However, the present invention is not limited thereto, and for example, the combining unit 32 may cause the display device 14 to display a traveling surface on which the vehicle 100 travels as an expected trajectory. More specifically, in FIG. 3, the running surface is displayed by coloring between the first predicted locus 50a and the second expected locus 50b. According to this modification, the driver can easily recognize the portion through which the vehicle 100 passes.

  In addition to this modification, the operation unit 28 may receive an instruction relating to the color of the expected trajectory and the switching of the display of the route or the display of the traveling surface as the expected trajectory. The control unit 26 may change the setting in the synthesizing unit 32 according to the instruction received in the operation unit 28. According to this modification, it is possible to provide a screen that allows the driver to easily recognize information.

It is a figure which shows the structure of the vehicle which concerns on the Example of this invention. It is a figure which shows the structure of the driving assistance apparatus of FIG. FIGS. 3A to 3E are diagrams illustrating composite images generated when the parking unit is reversely parked in the combining unit of FIG. FIGS. 4A to 4C are diagrams illustrating a composite image generated when starting from forward parking in the combining unit of FIG. It is a figure which shows the outline | summary of the monitoring process in the monitoring part of FIG. FIGS. 6A to 6F are diagrams showing an outline of warning processing in the warning section of FIG. FIGS. 7A to 7C are diagrams showing another outline of the warning process in the warning unit of FIG. It is a flowchart which shows the display procedure in the driving assistance device of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Driving assistance apparatus, 12 Imaging apparatus, 14 Display apparatus, 20 Frame buffer, 22 Generation | occurrence | production part, 24 Conversion table memory | storage part, 26 Control part, 28 Operation part, 30 Expected locus | trajectory memory | storage part, 32 Synthesis | combination part, 34 Monitoring part, 36 Warning section, 38 setting section, 40 still body detection section, 42 moving body detection section, 100 vehicle.

Claims (2)

An image generation unit that generates a bird's-eye view image around the vehicle based on an image captured by at least one imaging device installed in the vehicle;
A storage unit that stores an expected trajectory of a vehicle that should correspond to the bird's-eye view image generated in the image generation unit and that moves the vehicle by operating a handle of the vehicle;
A display unit that superimposes and displays the predicted trajectory stored in the storage unit on the bird's eye view image generated in the image generation unit;
For the bird's eye view image displayed on the display unit, a setting unit that sets an obstacle detection area based on an expected trajectory;
When an obstacle in the detection area set in the setting unit is detected, a warning unit that warns that effect,
A driving support apparatus comprising:   2. The setting unit according to claim 1, wherein the setting unit sets a first detection region for detecting a stationary obstacle and a second detection region for detecting a moving obstacle. Driving assistance device.

Images