JP2013003621A - Driving support device and driving support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device and a driving support method, which enable a user to intuitively recognize how to perform a steering operation for avoiding an obstacle around a vehicle of the user in order to avoid contact with the obstacle.SOLUTION: When the vehicle of the user is likely to come into contact with an obstacle, a second steering angle for avoiding contact between the vehicle and the obstacle is calculated, and an angle image 630 (650) showing a rotational angle from a first steering angle being a current steering angle to the second steering angle and a direction image 620 (640) showing a rotational direction of steering from the first steering angle to the second steering angle are displayed, so that the user can recognize how much degree and which direction the user should perform a steering operation in, as concrete information.

Description

  The present invention relates to a driving support device and a driving support method, and more particularly to a driving support device and a driving support method that support a steering operation performed by a driver so as to avoid contact with an obstacle around a vehicle.

  Conventionally, as a technique for assisting a steering operation performed by a driver in order to avoid contact with obstacles around the vehicle, there are the following techniques. That is, the position of the obstacle is detected using a sensor such as an ultrasonic sonar or a camera, while the course of the host vehicle is predicted from the vehicle state information such as the steering angle of the host vehicle. Then, based on the relationship between the position of the detected obstacle and the predicted course of the host vehicle, it is determined whether or not the host vehicle can avoid the obstacle, and the determination result is notified to the driver.

  The contents of the determination result to inform the driver include, for example, “a obstacle can be avoided without steering operation”, “an obstacle can be avoided by steering operation” and “steering operation”. But there are three types of obstacles that cannot be avoided. In accordance with the determination result, the driver can grasp in advance the possibility of contact with obstacles around the vehicle by the steering operation, and can use it for future steering operations.

  However, when the result of the determination that “steering operation can avoid obstacles” is informed, the user is intuitive about how steering operation can avoid obstacles There was a problem that could not be grasped. In order to avoid this problem, a technique for displaying the steering operation direction that the driver should perform in order to avoid contact with an obstacle has been proposed (see, for example, FIG. 14 of Patent Document 1).

JP 2005-045602 A

  However, according to the technique described in Patent Document 1, it is possible to grasp which direction the steering operation should be performed, but it is not possible to grasp how much the steering operation should be performed. For this reason, the technique described in Patent Document 1 still cannot solve the problem that the user cannot intuitively grasp how the obstacle can be avoided by performing the steering operation.

  The present invention has been made to solve such a problem. In order to avoid contact with obstacles around the vehicle, the user can avoid obstacles by performing a steering operation. The purpose is to be able to grasp intuitively about what can be done.

  In order to solve the above-described problem, in the present invention, when there is a possibility that the host vehicle and an obstacle are in contact with each other, a second steering steering angle for avoiding contact between the host vehicle and the obstacle is calculated. An angle image showing an angle from the first steering steering angle, which is the current steering steering angle, to the second steering steering angle, and from the first steering steering angle to the second steering steering angle. A direction image indicating the direction of rotation of the steering head is generated and displayed.

  According to the present invention configured as described above, when there is a possibility of contact between the host vehicle and the obstacle, not only the rotation direction of the steering necessary for the host vehicle to avoid contact with the obstacle, A steering rotation angle (steering operation amount) necessary for the host vehicle to avoid contact with an obstacle is also displayed. Therefore, the user who sees the display can recognize as specific information how much and in what direction the steering operation should be performed, and how to perform the steering operation to avoid obstacles You can intuitively understand whether you can.

It is a block diagram which shows the structural example of the driving assistance apparatus by this embodiment. It is a figure explaining the contact determination operation | movement by the driving assistance device of this embodiment. It is a figure which shows the example of the driving assistance image in this embodiment. It is a figure which shows the example of the driving assistance image in this embodiment. It is a figure which shows the example of the driving assistance image in this embodiment. It is a flowchart which shows the driving assistance operation example by the driving assistance apparatus by this embodiment. It is a figure which shows the modification of the driving assistance image in this embodiment. It is a figure which shows the modification of the driving assistance image in this embodiment.

  Hereinafter, an embodiment of the present invention (hereinafter, this embodiment) will be described with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration example of the driving support apparatus 100 according to the present embodiment. The driving support device 100 supports a steering operation performed by the driver so as to avoid contact with obstacles around the vehicle. In the present embodiment, the driving support device 100 is incorporated as a part of the in-vehicle navigation device. The driving support apparatus 100 is connected to an obstacle detection unit 120, an imaging unit 140, a steering angle detection unit 160, and a monitor 180 (corresponding to a display unit in claims). In the present embodiment, a case where an obstacle (for example, another vehicle) exists in front of the host vehicle will be described.

  The obstacle detection unit 120 detects the position (direction and distance) of an obstacle present around the host vehicle. In the present embodiment, the obstacle detection unit 120 is an ultrasonic sensor, and detects the presence or absence of an obstacle in the vicinity of the own vehicle and the distance from the own vehicle to the obstacle based on the reflected wave of the emitted radio wave (ultrasonic wave). To do. The distance from the host vehicle to the obstacle can be obtained by the product of the time until the ultrasonic wave irradiated by the ultrasonic sensor is reflected by the obstacle and returned and the ultrasonic velocity. Further, the direction of the obstacle from the host vehicle can be obtained from the direction in which the reflected wave returns. For example, four ultrasonic sensors are installed on the front, rear, left, and right of the host vehicle, and each one has directivity within a predetermined range.

  The imaging unit 140 is a plurality of cameras installed at different positions of the host vehicle in order to capture the periphery of the host vehicle, and includes a front camera, a left side camera, a right side camera, and a rear camera.

  A front camera is arrange | positioned ahead of the own vehicle, and image | photographs the image of the front range. The left side camera is arranged on the left side of the host vehicle and takes an image of the left range. The right side camera is disposed on the right side of the host vehicle and captures images in the right range. The rear camera is arranged behind the host vehicle and takes an image of the rear range. Each camera includes a super wide-angle lens such as a fish-eye lens, and can photograph a wide range.

  The steering angle detector 160 detects the steering angle of the vehicle. In the present embodiment, the steering angle detector 160 detects the steering angle of the vehicle based on the detection result of the angle sensor incorporated in the steering shaft. The monitor 180 displays the driving assistance image output by the driving assistance device 100. The driving support image is an image for supporting a steering operation performed by the driver so as to avoid contact with obstacles around the host vehicle.

  Next, a functional configuration of the driving support device 100 will be described. As shown in FIG. 1, the driving support apparatus 100 includes a predicted travel locus calculation unit 200, a contact determination unit 220, a steering steering angle calculation unit 240, an image generation unit 260, and a display control unit 280.

  The predicted travel locus calculation unit 200 is based on the current steering steering angle (corresponding to the first steering steering angle of the present invention, hereinafter referred to as “first steering steering angle”) detected by the steering angle detection unit 160. The predicted travel locus of the host vehicle is calculated.

  The contact determination unit 220 may contact the host vehicle and the obstacle based on the position of the obstacle detected by the obstacle detection unit 120 and the predicted travel locus calculated by the predicted travel locus calculation unit 200. It is determined whether or not there is. When the contact determination unit 220 determines that there is a possibility that the host vehicle and the obstacle are in contact with each other, the contact determination unit 220 notifies the steering steering angle calculation unit 240 accordingly. On the other hand, when the contact determination unit 220 determines that there is no possibility that the host vehicle and the obstacle are in contact with each other, the contact determination unit 220 notifies the image generation unit 260 to that effect.

  Specifically, the contact determination unit 220 estimates the surface of the obstacle facing the host vehicle from the position of the obstacle detected by the obstacle detection unit 120. Then, the contact determination unit 220 determines whether or not the estimated obstacle surface and the surface obtained by extending the predicted traveling locus calculated by the predicted traveling locus calculating unit 200 in the vertical direction from the road surface intersect in three dimensions. judge. If it is determined that they intersect, the contact determination unit 220 determines that there is a possibility that the host vehicle and the obstacle are in contact with each other. On the other hand, when it determines with not crossing, the contact determination part 220 determines with the possibility that the own vehicle and an obstacle will contact.

  FIG. 2 is a diagram illustrating a contact determination operation performed by the driving support apparatus 100 according to the present embodiment. FIG. 2 schematically shows a vehicle 500 (front end portion) when viewed from above, and an obstruction surface 510 (a surface facing the host vehicle side) existing on the left front side of the vehicle 500. Yes. In FIG. 2, 520 and 530 are predicted travel tracks calculated by the predicted travel track calculation unit 200.

  FIG. 2A shows an example in which the surface 510 of the obstacle estimated by the contact determination unit 220 and a surface obtained by extending the predicted traveling locus 520 in the vertical direction from the road surface intersect at the surface position 525. In this case, the contact determination unit 220 determines that there is a possibility that the host vehicle and the obstacle are in contact with each other. FIG. 2B shows an example in which the surface 510 of the obstacle estimated by the contact determination unit 220 and the surface obtained by extending the predicted traveling locus 520 in the vertical direction from the road surface do not intersect at any point. In this case, the contact determination unit 220 determines that there is no possibility of contact between the host vehicle and the obstacle.

  When the steering steering angle calculation unit 240 receives a notification from the contact determination unit 220 that there is a possibility that the host vehicle and the obstacle are in contact with each other, the steering steering angle for the host vehicle to avoid contact with the obstacle is determined. Is calculated as the second steering angle. In the present embodiment, the steering steering angle calculation unit 240 includes a second predicted travel locus calculation unit 240a and a second contact determination unit 240b.

  The second predicted travel locus calculation unit 240a performs steering when the first steering angle is a positive value (the steering is in a neutral position (the steering position when the direction of each tire of the host vehicle is aligned with the longitudinal direction of the vehicle)). It is determined whether or not the angle is 0 degree, the direction in which the steering wheel is rotated clockwise is the positive direction, and the direction in which the steering wheel is rotated counterclockwise is the negative direction). When the second predicted travel locus calculation unit 240a determines that the first steering steering angle is a positive value, the steering is counterclockwise with respect to the variable X used to calculate the second steering steering angle. A predetermined angle (−5 [degrees] in the present embodiment) when rotating around is substituted.

  In addition, when the second predicted traveling locus calculation unit 240a determines that the first steering steering angle is not a positive value, the steering wheel is controlled with respect to the variable X used to calculate the second steering steering angle. A predetermined angle (5 [degrees] in the present embodiment) for rotating around is substituted.

  In addition, the second predicted travel locus calculation unit 240a uses the first steering steering angle and the variable X detected by the steering angle detection unit 160 with respect to the variable Y used to calculate the second steering steering angle. An angle obtained by adding the substituted angle (5 [degrees] or -5 [degrees] in the present embodiment) is substituted. Then, the second predicted travel locus calculation unit 240a calculates the predicted travel locus of the host vehicle using the angle substituted for the variable Y as the steering steering angle of the host vehicle.

  Based on the obstacle position detected by the obstacle detection unit 120 and the predicted travel locus calculated by the second predicted travel locus calculation unit 240a, the second contact determination unit 240b Whether or not there is a possibility of contact. The second contact determination unit 240b determines whether or not there is a possibility that the host vehicle and the obstacle are in contact with each other using the same method as the contact determination unit 220.

  When the second contact determination unit 240b determines that there is no possibility that the host vehicle and the obstacle come into contact with each other, the second contact determination unit 240b generates an image of steering angle information indicating the angle substituted for the variable Y as the second steering steering angle. Output to the unit 260.

  When the second contact determination unit 240b determines that there is a possibility that the host vehicle and the obstacle are in contact with each other, the second contact determination unit 240b notifies the second predicted travel locus calculation unit 240a to that effect. The second predicted travel locus calculation unit 240a substitutes for the variable Y an angle obtained by adding the angle currently assigned to the variable Y and the angle assigned to the variable X to the variable Y. Update the value. Then, the second predicted travel locus calculation unit 240a determines whether or not the angle substituted for the updated variable Y is larger than the rotatable angle (the angle at which the steering can be rotated).

  If it is determined that the angle is not larger than the rotatable angle, the second predicted travel locus calculation unit 240a calculates the predicted travel locus of the host vehicle using the angle substituted for the variable Y as the steering steering angle of the host vehicle. . The second contact determination unit 240b determines again whether there is a possibility that the host vehicle and the obstacle are in contact with each other. The subsequent processing is repeated. On the other hand, when the second predicted travel locus calculation unit 240a determines that the rotation angle is larger than the rotatable angle, the second contact determination unit 240b shifts the plurality of steerings shifted by a predetermined angle with reference to the first steering steering angle. For all the steering angles, the image generation unit 260 is notified that there is a possibility that the host vehicle and the obstacle are in contact with each other.

  When the steering angle information is output from the steering angle calculation unit 240, the image generation unit 260 generates a first contact avoidable image indicating that an obstacle can be avoided if a steering operation is performed. In the first contact avoidable image, an angle from the first steering steering angle detected by the obstacle detection unit 120 to the second steering steering angle indicated by the steering angle information is set as the rotation angle. And a direction image indicating the rotation direction of the steering from the first steering steering angle toward the second steering steering angle. The image generation unit 260 then captures an image captured by the imaging unit 140 (a front camera in the direction in which there is an obstacle, the same applies hereinafter) (an image of the front range of the host vehicle, which has been subjected to distortion correction, the same applies hereinafter). In the above, a driving assistance image is generated by superimposing the first contact avoidable image around the position of the obstacle detected by the obstacle detection unit 120. Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280.

  FIG. 3A is a diagram illustrating an example of a driving assistance image in which the first contact avoidable image is superimposed in the present embodiment. In the driving assistance image shown in FIG. 3A, reference numeral 600 denotes a road on which the host vehicle is traveling, 610 is an obstacle existing right in front of the host vehicle, and 620 is a direction image included in the first contact avoidable image. , 630 are angle images included in the first contact avoidable image. The direction image 620 shows a counterclockwise direction represented by a single direction arrow as a steering rotation direction necessary for the host vehicle to avoid contact with an obstacle. The angle image 630 represents a ratio of the rotation angle with respect to a certain angle (in this embodiment, 360 degrees that is an angle for rotating the steering wheel once) by a pie chart. In this pie chart, an angle corresponding to an uncolored portion (90 degrees in the example of FIG. 3A) is rotated from the first steering steering angle to become the second steering steering angle. (That is, the steering rotation angle necessary for the host vehicle to avoid contact with an obstacle).

  The user who sees the driving support image shown in FIG. 3A can recognize as specific information how much (90 degrees) and which direction (counterclockwise) the steering operation should be performed. It is possible to intuitively understand how the steering operation can be performed to avoid obstacles.

  Note that the driving assistance image in which the first contact avoidable image is superimposed may be in the form shown in FIG. In the driving assistance image shown in FIG. 3B, 600 is a road on which the host vehicle is traveling, 610 is an obstacle existing in the right front of the host vehicle, and 640 is a direction image included in the first contact avoidable image. , 650 are angle images included in the first contact avoidable image. The direction image 640 shows the left direction represented by a single direction arrow as the steering rotation direction (counterclockwise direction) necessary for the host vehicle to avoid contact with an obstacle. The angle image 650 shows the ratio of the rotation angle with respect to a certain angle (360 degrees that is an angle for rotating the steering wheel once) by a bar graph. In this bar graph, an angle corresponding to an uncolored portion (90 degrees in the example of FIG. 3B) is an angle from the first steering steering angle to the second steering steering angle. (That is, the steering rotation angle necessary for the host vehicle to avoid contact with an obstacle).

  In addition, when the image generation unit 260 receives a notification from the contact determination unit 220 that there is no possibility that the host vehicle and the obstacle are in contact with each other, the image generation unit 260 can avoid the obstacle without performing a steering operation. A second contact avoidable image shown is generated. Thereafter, the image generation unit 260 generates a driving assistance image in which a second contact avoidable image is superimposed on the periphery of the position of the obstacle detected by the obstacle detection unit 120 on the captured image captured by the imaging unit 140. To do. Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280.

  FIG. 4A is a diagram illustrating an example of a driving assistance image on which the second contact avoidable image is superimposed according to the present embodiment. In the driving assistance image shown in FIG. 4A, 700 is a road on which the host vehicle is traveling, 710 is an obstacle existing in the left front of the host vehicle, and 720 is a direction image included in the second contact avoidable image. , 730 are angle images of the pie chart included in the second contact avoidable image. The direction image 720 is represented by a bidirectional arrow, and shows that the obstacle 710 can be avoided without steering operation in either the clockwise direction or the counterclockwise direction. The angle image 730 is different from the angle image 630 in FIG. This indicates that the obstacle 710 can be avoided without performing any steering operation.

  The user who sees the driving assistance image shown in FIG. 4A can know in advance that an obstacle can be avoided without performing a steering operation at all, and can make use of it for future steering operations.

  Note that the driving assistance image in which the second contact avoidable image is superimposed may be in the form shown in FIG. In the driving assistance image shown in FIG. 4B, 700 is a road on which the host vehicle is traveling, 710 is an obstacle existing in the left front of the host vehicle, and 740 is a direction image included in the second contact avoidable image. 750 is an angle image of a bar graph included in the second contact avoidable image. The direction image 740 is represented by a bidirectional arrow, and shows that the obstacle 710 can be avoided without steering operation in either the clockwise direction or the counterclockwise direction. Unlike the angle image 650 of FIG. 3B, the angle image 750 is entirely colored. This indicates that the obstacle 710 can be avoided without performing any steering operation.

  In addition, the image generation unit 260 issues a notification that there is a possibility that the host vehicle and the obstacle may contact each other for a plurality of steering steering angles shifted by a predetermined angle with respect to the first steering steering angle. When the image is received from the second contact determination unit 240b, a contact unavoidable image indicating that an obstacle cannot be avoided even if the steering operation is performed is generated. Thereafter, the image generation unit 260 generates a driving assistance image in which a contact avoidance impossible image is superimposed on the periphery of the position of the obstacle detected by the obstacle detection unit 120 on the captured image captured by the imaging unit 140. Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280.

  FIG. 5A is a diagram illustrating an example of a driving assistance image in which a contact unavoidable image is superimposed in the present embodiment. In the driving support image shown in FIG. 5A, 800 is a road on which the host vehicle is traveling, 810 is an obstacle existing in front of the host vehicle, 820 is a direction image included in the contact avoidance impossible image, and 830 is It is an angle image of a pie chart included in a contact unavoidable image. Unlike the angle image 730 shown in FIG. 4A, the angle image 830 has a hatched line 840 drawn therein. This is contrary to the meaning indicated by the angle image 730 in FIG. 4A and indicates that the obstacle 810 cannot be avoided no matter what the steering operation is. Since the direction image 820 is represented by a bidirectional arrow and the oblique image 840 is drawn in the angle image 830, the obstacle 810 can be moved even if the steering operation is performed in either the clockwise direction or the counterclockwise direction. Indicates that it cannot be avoided.

  The user who has seen the driving assistance image shown in FIG. 5A can grasp in advance that an obstacle cannot be avoided even if a steering operation is performed, and can make use of it for future steering operations and braking operations.

  In addition, the aspect shown in FIG.5 (b) may be sufficient as the driving assistance image which superimposed the image which cannot avoid contact. In the driving assistance image shown in FIG. 5B, 800 is a road on which the host vehicle is traveling, 810 is an obstacle existing in front of the host vehicle, 850 is a direction image included in the contact unavoidable image, and 860 is It is an angle image of a bar graph included in an image that cannot be avoided. Unlike the angle image 750 shown in FIG. 4B, the angle image 860 has a diagonal line 870 drawn. This is contrary to the meaning indicated by the angle image 750 in FIG. 4B and indicates that the obstacle 810 cannot be avoided no matter what the steering operation is. The direction image 850 is represented by a bidirectional arrow, and the angle image 860 has a diagonal line 870 drawn. Therefore, the obstacle 810 is displayed even if the steering operation is performed in either the clockwise direction or the counterclockwise direction. Indicates that it cannot be avoided.

  When the driving support image is output from the image generation unit 260, the display control unit 280 performs control so that the driving support image is displayed on the monitor 180.

  Next, the operation of the driving support device 100 in the present embodiment will be described in detail. FIG. 6 is a flowchart illustrating an example of the driving support operation of the driving support apparatus 100 according to the present embodiment. The process in FIG. 6 is, for example, a process executed at regular intervals after the driving support device 100 is turned on. It is assumed that there are obstacles such as other vehicles in front of the host vehicle.

  First, the predicted travel locus calculation unit 200 calculates the predicted travel locus of the host vehicle based on the first steering steering angle detected by the steering angle detection unit 160 (step S100). Next, the contact determination unit 220 makes contact between the host vehicle and the obstacle based on the position of the obstacle detected by the obstacle detection unit 120 and the predicted travel locus calculated by the predicted travel locus calculation unit 200. It is determined whether or not there is a possibility of doing so (step S120).

  If contact determination unit 220 determines that there is no possibility of contact between the host vehicle and the obstacle (NO in step S120), contact determination unit 220 notifies image generation unit 260 accordingly. The image generation unit 260 receives a notification from the contact determination unit 220 that there is no possibility that the host vehicle and the obstacle are in contact with each other, and indicates that the obstacle can be avoided without performing the steering operation. A contact avoidable image is generated (step S140).

  Next, the image generation unit 260 displays a driving assistance image in which a second contact avoidable image is superimposed on the periphery of the position of the obstacle detected by the obstacle detection unit 120 on the captured image captured by the imaging unit 140. Generate (step S160). Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280. Thereafter, the process proceeds to step S420.

  Returning to the determination in step S120, when the contact determination unit 220 determines that there is a possibility of contact between the host vehicle and the obstacle (YES in step S120), the contact determination unit 220 indicates that the steering steering angle. The calculation unit 240 is notified. Next, the second predicted traveling locus calculation unit 240a of the steering steering angle calculation unit 240 determines whether or not the first steering steering angle is a positive value (step S180).

  If the second predicted travel locus calculation unit 240a determines that the position is positive (YES in step S180), the second predicted travel locus calculation unit 240a calculates the second steering steering angle. A predetermined angle (−5 [degrees]) for rotating the steering counterclockwise is substituted for the variable X used for this purpose (step S200). Thereafter, the process proceeds to step S240.

  On the other hand, when the second predicted travel locus calculation unit 240a determines that the first steering angle is not a positive value (NO in step S180), the second predicted travel locus calculation unit 240a uses the variable X. On the other hand, a predetermined angle (5 [degrees]) when the steering wheel is rotated clockwise is substituted (step S220). Thereafter, the process proceeds to step S240.

  In step S240, the second predicted travel locus calculation unit 240a uses the first steering steering angle and the variable detected by the steering angle detection unit 160 with respect to the variable Y used to calculate the second steering steering angle. An angle obtained by adding the angle (5 [degrees] or -5 [degrees]) substituted for X is substituted.

  Next, the second predicted travel locus calculation unit 240a calculates the predicted travel locus of the host vehicle using the angle substituted for the variable Y as the steering steering angle of the host vehicle (step S260). Next, the second contact determination unit 240b is based on the position of the obstacle detected by the obstacle detection unit 120 and the predicted travel locus calculated by the second predicted travel locus calculation unit 240a. It is determined whether or not there is a possibility of contact with the obstacle (step S280).

  If the second contact determination unit 240b determines that there is a possibility of contact between the host vehicle and the obstacle (YES in step S280), the second predicted travel locus calculation unit 240a sets the variable Y to On the other hand, an angle obtained by adding the angle currently assigned to the variable Y and the angle assigned to the variable X is substituted (step S300). Next, the second predicted travel locus calculation unit 240a determines whether or not the angle assigned to the variable Y is larger than the rotatable angle (the steering rotatable angle) (step S320).

  If the second predicted travel locus calculation unit 240a determines that the angle is not larger than the rotatable angle (NO in step S320), the second predicted travel locus calculation unit 240a uses the angle assigned to the variable Y. Is calculated again using the steering steering angle of the host vehicle (step S260).

  On the other hand, when it is determined by second predicted travel locus calculation unit 240a that the rotation angle is larger than the rotatable angle (YES in step S320), second contact determination unit 240b is predetermined based on the first steering steering angle. The image generation unit 260 is notified that there is a possibility that the host vehicle and the obstacle are in contact with each other for a plurality of steering angles shifted by an angle.

  Next, in response to the notification from the second contact determination unit 240b, the image generation unit 260 generates a contact unavoidable image indicating that an obstacle cannot be avoided even if a steering operation is performed (step S110). S340). Next, the image generation unit 260 generates a driving assistance image in which a contact avoidance impossible image is superimposed on the periphery of the position of the obstacle detected by the obstacle detection unit 120 on the captured image captured by the imaging unit 140. (Step S360). Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280. Thereafter, the process proceeds to step S420.

  Returning to the determination process of step S280, when the second contact determination unit 240b determines that there is no possibility that the host vehicle and the obstacle are in contact (NO in step S280), the second contact determination unit 240b The steering angle information indicating the angle substituted for the variable Y as the second steering steering angle is output to the image generation unit 260.

  Next, the image generation unit 260 generates a first contact avoidable image indicating that an obstacle can be avoided by performing a steering operation (step S380). Next, the image generation unit 260 displays a driving assistance image in which a first contact avoidable image is superimposed on the periphery of the position of the obstacle detected by the obstacle detection unit 120 on the captured image captured by the imaging unit 140. Generate (step S400). Then, the image generation unit 260 outputs the generated driving assistance image to the display control unit 280. Thereafter, the process proceeds to step S420.

  In step S <b> 420, the display control unit 280 controls to display the driving support image output from the image generation unit 260 on the monitor 180. When the process of step S420 is completed, the driving support apparatus 100 ends the process in FIG. Thereafter, after a predetermined time has elapsed, the driving support apparatus 100 starts the process in FIG. 6 again. At this time, if the user who has viewed the driving assistance image on which the first contact avoidable image is superimposed is performing a steering operation, the amount of the uncolored portion in the angle image included in the first contact avoidable image (Steering rotation angle necessary for the host vehicle to avoid contact with an obstacle) changes.

  When the first steering steering angle is 0 degree, is there a possibility that the host vehicle and the obstacle may contact each other with respect to a plurality of steering steering angles shifted by a predetermined angle (+5 degrees) in the positive direction? And whether or not there is a possibility that the host vehicle and the obstacle are in contact with each other at a plurality of steering steering angles shifted by a predetermined angle (−5 degrees) in the negative direction. The smaller rotation angle between the rotation angle calculated in step 1 and the rotation angle calculated in the negative direction may be selected as the final rotation angle.

  As described above in detail, in this embodiment, when there is a possibility that the host vehicle and the obstacle 610 are in contact with each other, the second steering steering angle for the host vehicle to avoid contact with the obstacle 610 is calculated. Then, an angle image 630 (650) showing an angle from the first steering steering angle (current steering steering angle) to the second steering steering angle, and a second from the first steering steering angle. A driving assistance image in which a first contact avoidable image including a direction image 620 (640) indicating the rotation direction of the steering toward the steering angle is superimposed is displayed.

  According to the present embodiment configured as described above, when there is a possibility that the host vehicle and the obstacle 610 are in contact with each other, only the rotation direction of the steering necessary for the host vehicle to avoid contact with the obstacle 610 is required. In addition, the steering rotation angle (steering operation amount) necessary for the host vehicle to avoid contact with the obstacle 610 is also displayed. Therefore, the user who sees the display can recognize how much and in what direction the steering operation should be performed as specific information, and avoid the obstacle 610 by performing the steering operation. You can intuitively understand what you can do.

  In the above embodiment, when an obstacle can be avoided by performing a steering operation, the angle image included in the driving assistance image is a rotation angle with respect to a certain angle (in order to avoid contact of the host vehicle with the obstacle). However, the present invention is not limited to this. For example, the angle image may be an image indicating the rotation angle by a numerical value (for example, “90 degrees”).

  Moreover, although the said embodiment demonstrated the example which superimposes and displays the 1st contact avoidable image which consists of a direction image and an angle image, when an obstacle can be avoided if steering operation is performed, it displays. However, the present invention is not limited to this. For example, the first contact avoidable image may be displayed as it is without being superimposed on the captured image.

  Further, in the above-described embodiment, an example in which the first contact avoidable image including the angle image and the direction image is displayed when an obstacle can be avoided by performing a steering operation has been described. It is not limited. For example, only the angle image may be included in the first contact avoidable image. This case will be described with reference to FIG.

  In the driving support image shown in FIG. 7, 900 is a road on which the host vehicle is traveling, 910 is an obstacle existing in the right front of the host vehicle, and 920 is an angle image included in the first contact avoidable image. The angle image 920 shows the ratio of the rotation angle with respect to a certain angle (360 degrees that is an angle for rotating the steering wheel once) by a pie chart. In this pie chart, an angle (that is, 90 degrees in the example of FIG. 7) corresponding to an uncolored portion rotates from the first steering steering angle until it reaches the second steering steering angle (that is, The steering angle required for the host vehicle to avoid contact with an obstacle is shown. Further, depending on whether the uncolored portion exists on the left side or the right side, the rotation direction of the steering necessary for the host vehicle to avoid contact with the obstacle is shown.

  In other words, if there is an uncolored part on the right side, it indicates that the steering rotation direction necessary for the vehicle to avoid contact with the obstacle is the clockwise positive direction, as shown in FIG. If there is an uncolored portion on the left side, it indicates that the rotation direction of the steering necessary for the host vehicle to avoid contact with an obstacle is a counterclockwise negative direction. In this way, the user can recognize how much and in what direction the steering operation should be performed by simply looking at the angle image 920, and how to perform the steering operation to avoid obstacles. It is possible to grasp more intuitively whether or not

  Further, in the above embodiment, when an obstacle can be avoided by performing a steering operation, the ratio of the rotation angle to a certain angle (360 degrees that is an angle for rotating the steering wheel once) is expressed by a pie chart or a bar graph. Although the example shown is described, the present invention is not limited to this. For example, only when the processing of the driving support apparatus 100 described in the flowchart of FIG. 6 is first performed, an angle image in which the ratio of the rotation angle to the constant angle is represented by a pie chart or a bar graph is generated, and the flowchart of FIG. In the second and subsequent times when the processing of the driving support device 100 described is performed, the rotation angle calculated when the processing of the driving support device 100 is first performed (the second steering wheel rotates from the first steering steering angle). You may make it produce | generate the angle image which showed the ratio of the rotation angle calculated this time with respect to (angle until it becomes a steering angle) by the pie chart or the bar graph. This case will be described with reference to FIGS. 8 (a) and 8 (b).

  FIG. 8A shows, in a pie chart, the ratio of the rotation angle (90 degrees in the example of FIG. 8A) to the constant angle (360 degrees) when the process of the driving support device 100 is first performed. The example of the driving assistance image which superimposed the obtained angle image 940 is shown. In the driving assistance image shown in FIG. 8A, 900 is included in the road on which the host vehicle is traveling, 910 is an obstacle existing right in front of the host vehicle, and 930 is included in the first contact avoidable image. It is a direction image.

  FIG. 8B shows the rotation angle calculated when the process of the driving support device 100 is first performed after the second time when the processing of the driving support device 100 is performed (in the example of FIG. An example of a driving assistance image in which an angle image 960 in which a ratio of the rotation angle calculated this time to 45 degrees (45 degrees in the example of FIG. 8B) is shown in a pie chart is superimposed is shown. In the driving assistance image shown in FIG. 8B, 900 is a road on which the host vehicle is traveling, 910 is an obstacle existing right in front of the host vehicle, and 950 is a direction image.

  From the second time when the processing of the driving support apparatus 100 is performed, the rotation angle (for example, 45 degrees) necessary to generate the angle image 960 was calculated when the processing of the driving support apparatus 100 was first performed. It is obtained by a simple calculation of subtracting the amount of change (for example, 45 degrees) in the steering angle from the rotation angle (for example, 90 degrees). Therefore, the angle image 960 can be generated in a short time, and the processing load of the image generation unit 260 that generates the angle image 960 can be reduced.

  Moreover, in the said embodiment, although the obstruction is detected using an ultrasonic sensor, this invention is not limited to this. For example, other sensors such as a millimeter wave radar may be used. The millimeter wave radar emits millimeter waves around the host vehicle, and detects the presence of an obstacle and the distance from the host vehicle to the obstacle based on the reflected wave. Moreover, you may make it detect an obstruction by the conventional technique using a stereo camera.

  Moreover, although this embodiment demonstrated the case where an obstruction exists ahead of the own vehicle, the driving assistance apparatus 100 is applicable also when an obstruction exists behind the own vehicle.

  In the above embodiment, the contact determination unit 220 determines whether or not the estimated obstacle surface and a surface obtained by extending the predicted travel locus calculated by the predicted travel locus calculation unit 200 in the vertical direction from the road surface intersect. Although the example which determines whether there exists a possibility that the own vehicle and an obstacle will contact by determining this was demonstrated, this invention is not limited to this. For example, the surface of the obstacle and the surface obtained by extending the predicted travel locus in the vertical direction from the road surface are drawn on the captured image captured by the imaging unit 140, and it is determined whether or not they intersect on the captured image. Thus, it may be determined whether or not there is a possibility that the host vehicle and the obstacle come into contact with each other.

  In the embodiment described above, the steering steering angle calculation unit 240 may calculate the second steering steering angle as follows. That is, the second predicted travel locus calculation unit 240a shifts by a predetermined angle (for example, 5 degrees) with respect to the first steering steering angle within a range of a predetermined angle (for example, an angle at which the steering can be rotated). For each of the plurality of steering angles, the predicted travel locus of the host vehicle is calculated at a time. Based on the position of the obstacle detected by the obstacle detection unit 120 and each predicted travel locus calculated by the second predicted travel locus calculation unit 240a, the second contact determination unit 240b It is determined whether there is a possibility of contact with an obstacle. And the steering steering angle calculation part 240 is 1st among steering steering angles corresponding to the prediction driving | running | working locus | trajectory determined with the 2nd contact determination part 240b having the possibility that the own vehicle and an obstruction do not contact. The steering steering angle having the smallest difference from the steering angle is calculated as the second steering angle. However, from the viewpoint of calculating the second steering steering angle in a short time, as in this embodiment, the steering steering angle is shifted by a predetermined angle (for example, 5 degrees) with reference to the first steering steering angle. It is preferable to calculate the steering steering angle when the second contact determination unit 240b determines that there is no possibility that the host vehicle and the obstacle come into contact as the second steering steering angle.

  In addition, each of the above-described embodiments is merely an example of implementation in carrying out the present invention, and the technical scope of the present invention should not be construed in a limited manner. That is, the present invention can be implemented in various forms without departing from the gist or the main features thereof.

100 Driving support device 120 Obstacle detection unit 180 Monitor (display unit)
200 predicted traveling locus calculation unit 220 contact determination unit 240 steering steering angle calculation unit 240a second predicted traveling locus calculation unit 240b second contact determination unit 260 image generation unit 280 display control unit

Claims (6)

A predicted travel locus calculating unit that calculates a predicted travel locus of the host vehicle based on a first steering steering angle that is a current steering steering angle of the host vehicle;
Based on the position of the obstacle detected by an obstacle detection unit that detects the position of an obstacle existing around the host vehicle, and the predicted traveling locus calculated by the predicted traveling locus calculation unit, A contact determination unit that determines whether or not there is a possibility of contact between the host vehicle and the obstacle;
When the contact determination unit determines that the host vehicle and the obstacle may come into contact with each other, a steering steering angle for avoiding contact between the host vehicle and the obstacle is set to a second steering steering. A steering angle calculation unit for calculating as an angle,
An angle image indicating a rotation angle from the first steering steering angle to the second steering steering angle, and from the first steering steering angle toward the second steering steering angle An image generation unit that generates a direction image indicating the rotation direction of the steering;
A driving support apparatus comprising: a display control unit that controls to display the angle image and the direction image generated by the image generation unit on a display unit. The driving support device according to claim 1,
The steering steering angle calculation unit calculates a predicted traveling locus of the host vehicle for each of a plurality of steering steering angles shifted by a predetermined angle with respect to the first steering steering angle. And
For each of the plurality of steering steering angles, based on the position of the obstacle detected by the obstacle detection unit and the predicted travel locus calculated by the second predicted travel locus calculation unit, A second contact determination unit for determining whether there is a possibility that the vehicle and the obstacle are in contact with each other;
A difference from the first steering steering angle among the steering steering angles corresponding to the predicted traveling locus determined by the second contact determination unit that there is no possibility that the host vehicle and the obstacle are in contact with each other is calculated. A driving support device that calculates the smallest steering angle as the second steering angle. The driving support device according to claim 1,
In the angle image, the rotation angle is indicated by a ratio of the rotation angle to a certain angle. In the driving assistance device according to claim 3,
The said ratio is shown with a bar graph, The driving assistance device characterized by the above-mentioned. In the driving assistance device according to claim 3,
The said ratio is shown with a pie chart, The driving assistance device characterized by the above-mentioned. A first step of calculating a predicted travel locus of the host vehicle based on a first steering steering angle that is a current steering steering angle of the host vehicle;
Based on the position of the obstacle detected by the obstacle detection unit that detects the position of the obstacle present in the vicinity of the host vehicle, and the predicted traveling locus calculated in the first step, A second step of determining whether there is a possibility of contact between the vehicle and the obstacle;
When it is determined in the second step that there is a possibility that the host vehicle and the obstacle are in contact with each other, a steering steering angle for avoiding contact between the host vehicle and the obstacle is set to the second steering. A third step of calculating as a steering angle;
An angle image indicating a rotation angle from the first steering steering angle to the second steering steering angle, and from the first steering steering angle toward the second steering steering angle A fourth step of generating a direction image indicating the rotational direction of the steering;
And a fifth step of controlling the display unit to display the angle image and the direction image generated in the fourth step.

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