JP2017111739A - Driving support apparatus and driving support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology of allowing a driver to easily recognize a display image intuitively, for various display modes of a driving support image.SOLUTION: A first acquisition unit acquires information indicating the surroundings of a vehicle from an in-vehicle camera capturing the surroundings of the vehicle. A second acquisition unit acquires information indicating a position of a face part of a driver, from a driver status monitor. A first generation unit generates an image (hereinafter referred to as "object image") based on the information acquired by the first acquisition unit. An area estimation unit estimates at least one of a visible image area 31 corresponding to a range to be viewed by the driver, and a blind image area 32 corresponding to a range which cannot be seen by the driver, by use of the information acquired by the second acquisition unit. A second generation unit generates a driving support image by synthesizing the object image with an area image indicating a position and shape of the visible image area 31 or the blind image area 32 in the object image, on the basis of the image area estimated by the area estimation unit.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a technique for providing a driver with an image including a range that becomes a blind spot of a driver around a vehicle.

  Conventionally, in this type of technology, by processing an image of the surroundings of the vehicle, an image of the surroundings from the interior of the vehicle, an image of the surroundings from the outside of the vehicle, etc., as necessary. There is known a technique of processing a processed image and displaying the processed image as a driving support image.

  For example, in Patent Document 1, the position of another vehicle approaching the vehicle (that is, the host vehicle) is detected around the vehicle, and the height of the virtual viewpoint related to the image is increased as the other vehicle approaches the host vehicle. Or a technique for setting the position of the virtual viewpoint to the position of the driver of another vehicle has been proposed.

JP 2012-253428 A

  However, as the display forms of the driving assistance images are diversified as described above, it is difficult for the driver to intuitively recognize what kind of real world the displayed images represent. There was a problem that there was.

  The present invention has been made in order to cope with diversification of display forms of driving assistance images, and an object of the present invention is to provide a technique that makes it easy for a driver to intuitively recognize display images.

  A driving support apparatus according to one aspect of the present invention includes a first acquisition unit, a second acquisition unit, a first generation unit, a region estimation unit, a second generation unit, an image output unit, Is provided. A 1st acquisition part acquires the information which shows the circumference | surroundings of the said vehicle (henceforth a self-vehicle) from the vehicle-mounted apparatus (henceforth a 1st vehicle-mounted apparatus) which images the circumference | surroundings of a vehicle.

  A 2nd acquisition part acquires the information which shows the position of a driver | operator's face part from the vehicle-mounted apparatus (henceforth 2nd vehicle-mounted apparatus) which detects the position of the driver | operator's face part of the own vehicle. The first generation unit generates an image (hereinafter, a target image) based on the information acquired by the first acquisition unit.

  The region estimation unit uses the information acquired by the second acquisition unit, and includes a target image region (hereinafter referred to as a visible image region) corresponding to a range that is visible to the driver among the surroundings of the host vehicle, and the host vehicle. At least one image area is estimated from the area of the target image corresponding to the range of the blind spot viewed from the driver (hereinafter, blind spot image area).

  A 2nd production | generation part produces | generates the driving assistance image which synthesize | combined the area | region image which shows the position and shape of a visible image area | region or a blind spot image area | region in a target image based on the image area estimated by the area | region estimation part. The driving support image generated by the second generation unit in this manner is output by the image output unit.

  According to such a configuration, at least one of the visible image area and the blind spot image area estimated according to the position of the driver's face is reflected in the driving support image. For this reason, in the driving assistance image, the range that can be visually recognized by the driver and the range that becomes the blind spot viewed from the driver are displayed in a manner that can be identified by the position and shape according to the viewpoint of the driver. become. Therefore, by identifying these display ranges in a form closer to the real world viewed from the driver, the driver can easily make the display image intuitively recognized.

  Moreover, according to the driving support method which is one aspect of the present invention, the same effect as already described in the driving support device which is one aspect of the present invention can be obtained for the same reason as described above.

1 is a block diagram showing a configuration of a driving support device 1. FIG. 4 is an explanatory diagram illustrating each imaging region of a plurality of in-vehicle cameras 10. FIG. 3 is a block diagram showing a functional configuration of a display control unit 20. FIG. In the case of employing the back guide view image or the front view image, (A) is an image diagram showing a target image, and (B) and (C) are image diagrams showing a driving support image. In the case of employing a back guide view image or a front view image, (A) and (B) are image diagrams showing visible image regions 31 having different shapes and positions for each driver. In the case of employing an around view image, (A) is an image diagram showing a target image, and (B) and (C) are image diagrams showing a driving support image. In the case of adopting a bird's-eye view image, (A) is an image diagram showing a target image, and (B) is an image diagram showing a driving support image. 4 is a flowchart of processing executed by the CPU 12 of the display control unit 20.

Hereinafter, embodiments for carrying out the invention will be described with reference to the drawings.
[1. First Embodiment]
[1-1. overall structure]
The driving support device 1 illustrated in FIG. 1 includes a plurality of in-vehicle cameras 10, a display control unit 20, a display 30, and a driver status monitor 40. Although not shown, the driving support device 1 is connected to an in-vehicle local area network (hereinafter referred to as an in-vehicle LAN) and is connected to another electronic control unit (hereinafter referred to as an ECU) connected to the in-vehicle LAN. It is configured to share vehicle information such as detection information of various sensors and control information in the ECU. In the following description, a vehicle on which these components are mounted is called a host vehicle.

  The in-vehicle LAN is a local area network provided in the host vehicle, and transmits various information using a communication protocol such as a well-known CAN, FlexRay, LIN, MOST, or AVC-LAN. It is. In the driving support device 1, the display control unit 20 and the ECU in the driver status monitor 40 are connected to the in-vehicle LAN.

  Each in-vehicle camera 10 is installed at each position on the front, rear, left, and right sides of the host vehicle as a first in-vehicle device mounted on the host vehicle so as to image the surroundings of the host vehicle. In the present embodiment, each in-vehicle camera 10 is roughly divided into a front camera 2, a rear camera 4, a right side camera 6, and a left side camera 8 according to the respective installation positions and imaging areas in the host vehicle. Is done.

  As shown in FIG. 2, the front camera 2 is mounted in the front part (for example, front center part) of the own vehicle, and images the front area A1 of the own vehicle. The rear camera 4 is mounted in the rear part (for example, rear center part) of the host vehicle, and images the rear area A2 of the host vehicle. The right side camera 6 is mounted on the right side part (for example, the right rearview mirror part) of the host vehicle, and images the right side area A3 of the host vehicle. The left side camera 8 is mounted on the left side part (for example, the left rear mirror part) of the host vehicle, and images the left side area A4 of the host vehicle.

  In addition, each in-vehicle camera 10 is installed in the host vehicle so that a part of each imaging area has an area (hereinafter, an overlapping area) that overlaps a part of the imaging area of at least one other in-vehicle camera 10. . For example, as shown in FIG. 2, a front area A1 that is an imaging area of the front camera 2 is a right front overlapping area OA1 that partially overlaps with a right side area A3 that is an imaging area of the right side camera 6, and a left side camera. 8 and a left front area A4 that partially overlaps the left front area A4. The rear area A2 that is the imaging area of the rear camera 4 is a right rear overlapping area OA3 that partially overlaps the right area A3 that is the imaging area of the right camera 6 and the left side that is the imaging area of the left camera 8. A left rear overlapping area OA4 that partially overlaps the area A4. That is, by arranging the in-vehicle camera 10 so as to have an overlapping area in the imaging area, it is possible to more reliably image the entire periphery of the host vehicle.

  The display 30 is installed in a vehicle interior or the like as a display device mounted on the host vehicle. For example, the display 30 is configured by a liquid crystal display, a head-up display, or a combination thereof, and is installed at a position where the driver of the host vehicle can easily see.

  The driver status monitor 40 is installed as a second vehicle-mounted device for detecting the position of the face portion of the driver of the host vehicle, such as below the meter visor in the passenger compartment. For example, the driver status monitor 40 includes a near-infrared camera, an ECU, an audio output device, and the like.

  The ECU of the driver status monitor 40 analyzes the direction of the driver's face, the degree of opening of the eyes, and the like based on an image including the driver's face image (hereinafter referred to as a face image) taken with a near-infrared camera. is there. When the ECU determines that the state where the driver closes his eyes or does not face the front continues for a predetermined time, for example, the ECU issues a warning to the driver via the audio output device. The process that encourages safe driving is mainly performed.

  Specifically, the ECU of the driver status monitor 40 detects the contours of the driver's face and parts such as eyes, nose and mouth based on the face image using a known image recognition technique, and determines the position of each part. Detect face orientation. In the present embodiment, among the information thus detected, information indicating the driver's state (hereinafter referred to as driver state) including information indicating the position of the driver's face (for example, the position of the eyes) and the orientation of the face. Information) is transmitted from the ECU of the driver status monitor 40 to the display control unit 20 via the in-vehicle LAN.

[1-2. Configuration of Display Control Unit 20]
The display control unit 20 is an ECU configured mainly with a known microcomputer having a CPU 12 and a semiconductor memory (hereinafter referred to as a memory 14) such as a RAM, a ROM, and a flash memory, and a communication controller for an in-vehicle network. In the display control unit 20, various processes are executed by the CPU 12 based on a program stored in the memory 14. That is, by executing this program, a method corresponding to the program is executed. Note that the number of microcomputers may be one or more, and each installation place of the one or more microcomputers may be anywhere inside the vehicle.

  As shown in FIG. 3, the display control unit 20 includes a first acquisition unit 21, a second acquisition unit 22, and a first generation unit 23 as functions configured by executing various processes of the CPU 12. A region estimation unit 24, a second generation unit 25, and an image output unit 26. Note that some or all of these functions provided by the display control unit 20 may be configured in hardware by one or a plurality of electronic circuits such as logic circuits and ICs. That is, the display control unit 20 can provide the above function not only by software but also by hardware or a combination thereof.

  The first acquisition unit 21 acquires an image showing the surroundings of the host vehicle (hereinafter referred to as an ambient image) from each in-vehicle camera 10. In the present embodiment, surrounding images obtained by imaging the front area A1, the rear area A2, the right side area A3, and the left side area A4 are acquired from each in-vehicle camera 10 at a predetermined frame rate, and these surrounding images are distinguished from each other. Store in memory 14 in a possible manner. The memory 14 stores known camera parameters including external parameters indicating the position and orientation of each in-vehicle camera 10, internal parameters indicating focal length, image center, image size, distortion aberration coefficient, and the like. . The first acquisition unit 21 may acquire some or all of these camera parameters from each in-vehicle camera 10. The camera parameter is used when generating a target image or a region image described below.

  The first generation unit 23 generates an image (hereinafter referred to as a target image) based on the information acquired by the first acquisition unit 21. The target image is an image generated based on one or more surrounding images, may be the surrounding image itself, may be an image obtained by connecting a plurality of surrounding images, or may be a viewpoint conversion image. Also good. Further, the target image may be an image obtained by connecting a plurality of viewpoint conversion images.

  The viewpoint-converted image is an image obtained by coordinate-converting the surrounding image viewed from the viewpoint of the in-vehicle camera 10 as if viewed from the viewpoint of the virtual camera (that is, the virtual viewpoint). For example, when the optical axis of the camera coordinate system is used as a reference, the coordinate position of every point on the captured image is obtained by the angle and distance from the optical axis, and these coordinate positions are rotated and translated based on the optical axis of the virtual camera. By doing so, the viewpoint of the image can be converted. That is, if the position and orientation of the virtual viewpoint are set as the optical axis of the virtual camera, a desired viewpoint converted image can be obtained. Since the viewpoint conversion technique for images is well known to those skilled in the art, detailed description thereof is omitted.

  Examples of the target image include a back guide view image, a front view image, an around view image, a bird's eye image, and the like. These images can be switched by a driving operation or a switch operation by the user. The control related to this switching may be performed by the display control unit 20 or may be performed by another ECU in the host vehicle. When another ECU performs, a control instruction related to the switching is transmitted from the other ECU to the display control unit 20 via the in-vehicle LAN.

  For example, the back guide view image is displayed in such a manner that an estimated route line or a reference distance line that is a reference for steering operation is superimposed on an image based on a surrounding image obtained by imaging the rear area A2 during reverse operation such as garage entry or parking. It is an image. The front view image is, for example, an image obtained by processing a surrounding image obtained by imaging the front area A1 into a mode in which safety confirmation can be performed near the host vehicle that is likely to be a blind spot when the host vehicle starts. The around view image is an image processed based on an image obtained by joining at least two of the surrounding images obtained by imaging the front area A1, the rear area A2, the right side area A3, and the left side area A4, for example. . The bird's-eye view image is, for example, a viewpoint-converted image that has been processed so that the surroundings of the host vehicle are viewed from directly above the host vehicle. Since these image generation methods are well known to those skilled in the art, a detailed description thereof will be omitted.

  The second acquisition unit 22 acquires information indicating the position of the driver's face from the driver status monitor 40. In the present embodiment, driver status information including information indicating the position of the driver's eyes and information indicating the driver's face orientation is acquired from the driver status monitor 40 via the in-vehicle LAN at a predetermined cycle. To do. Then, this driver state information is stored in the memory 14 in association with the timing when the surrounding image is acquired by the first acquisition unit 21. The target image generated by the first generation unit may be a viewpoint conversion image in which the position of the driver's eyes is the position of the virtual viewpoint and the direction of the driver's face is the direction of the virtual viewpoint.

  Using the information acquired by the second acquisition unit 22, the region estimation unit 24 uses a region of the target image corresponding to a range that can be visually recognized by the driver in the vicinity of the host vehicle (hereinafter, visible image region 31), and Then, at least one image area is estimated from the area of the target image (hereinafter, the blind spot image area 32) corresponding to the range that becomes the blind spot viewed from the driver in the periphery of the host vehicle. In the present embodiment, the region estimation unit 24 estimates a shape corresponding to the position of the driver's eyes for the image region.

  Specifically, when a back guide view image or a front view image is adopted as the target image, the region estimation unit 24 determines the pillar, roof panel, rear panel, or front panel of the host vehicle from the target image shown in FIG. A region where the driver's field of view is blocked by the panel is estimated as a blind spot image region 32 shown in FIG. In the present embodiment, a region excluding the blind spot image region 32 in the target image is estimated as the visible image region 31. The memory 14 is a mode in which information (hereinafter referred to as vehicle body information) relating to coordinates indicating the shape and position of each part of the vehicle frame, doors, etc., and the shape and position of the mirror of the own vehicle can be converted into camera coordinates. Is remembered. That is, the vehicle body information stored in the memory 14 is used for the image region estimation by the region estimation unit 24.

  Specifically, in the present embodiment, in the region estimation unit 24, the visible image region 31 is based on the driver state information, as shown in FIG. And the shape is corrected. That is, when the driver looks out of the passenger compartment from the passenger compartment, the appearance outside the passenger compartment (hereinafter referred to as the field of view) differs depending on the position of the driver's eyes, so the position and shape of the visible image region 31 are changed. ing.

  For example, the visible image region 31 corresponding to the field of view of the driver A shown in FIG. 5A is higher than the driver A and the visible image region 31 corresponding to the field of view of the driver B shown in FIG. Compared to the above, it is shifted to the roof panel side (that is, upward). As for the shape of the visible image region 31, the ratio of the length of the upper side to the lower side shown in FIG. 5A is larger than that shown in FIG. Conversely, the visible image region 31 corresponding to the field of view of the driver B shown in FIG. 5B is visible corresponding to the field of view of the driver A shown in FIG. Compared with the image area 31, it is shifted to the rear panel or front panel side (ie, downward). Regarding the shape of the visible image region 31, the ratio of the length of the upper side to the lower side shown in FIG. 5B is smaller than that shown in FIG. That is, in order to improve the estimation accuracy of the position and shape of the visible image region 31, information indicating the position of the driver's eyes is used in the driver state information.

  Specifically, when an around-view image is adopted as the target image, the region estimation unit 24 determines the driver's field of view from the target image shown in FIG. An area where the image is blocked is estimated as a blind spot image area 32 shown in FIG. In the present embodiment, a region excluding the blind spot image region 32 in the target image is estimated as the visible image region 31.

  The visible image region 31 is also corrected to a position and shape according to the height of the driver's eyes, as shown in FIG. 6C, based on the driver state information. For example, the visible image region 31 shown in FIG. 6C is shifted downward compared to the visible image region 31 shown in FIG. 6B, and the pillar position is shifted to the left. . In other words, the visible image region 31 shown in FIG. 6B is shifted upward as compared with the visible image region 31 shown in FIG. 6C, and the pillar position is shifted to the right side. It will be a thing.

  Specifically, when a bird's-eye view image is adopted as the target image, the region estimation unit 24 blocks the driver's view from the target image shown in FIG. The area excluding the area that can be visually recognized by the driver by the rearview mirror is estimated as the blind spot image area 32 shown in FIG. In the present embodiment, a region excluding the blind spot image region 32 in the target image is estimated as the visible image region 31. For example, the region that can be visually recognized by the driver using the rearview mirror can be estimated based on the position of the driver's eyes and the coordinates of the shape and position of the mirror of the host vehicle indicated by the vehicle body information.

  Based on the image region estimated by the region estimation unit 24, the second generation unit 25 generates a driving assistance image obtained by combining the target image with a region image indicating the position and shape of the visible image region 31 or the blind spot image region 32 in the target image. Generate. The region image may be an aspect in which at least the boundary between the visible image region 31 and the blind spot image region 32 can be identified. For example, the region image may be an image indicated by a boundary line or an image indicated by the region. May be.

  Specifically, for example, when the target image is a back guide view image, a front view image, or an around view image, the second generation unit 25 determines the position of the pillar, roof panel, rear panel, front panel, or door of the host vehicle. Then, an image simulating the shape is generated as an area image of the blind spot image area 32. Then, the driving support image is generated by superimposing the generated region image on the target image.

  In this case, the area image may be an image showing the outline of the part simulated as described above (that is, the outline of the blind spot image area 32). In addition, the region image has the brightness, brightness, or opacity so that the region image is the upper layer, the target image is the lower layer, and the lower layer target image can be seen in the superimposed image portion as described above. The image may be an image in which is adjusted, or may be an image with an outline added thereto.

  Alternatively, the region image may be an image showing the outline of the visible image region 31 or an image showing the visible image region 31 itself. Also in this case, the region image has the luminance, brightness, or opacity so that the region image is the upper layer and the target image is the lower layer, and the lower layer target image can be seen in the overlapped portion as described above. The image may be an image in which is adjusted, or may be an image with an outline added thereto. In addition to or in addition to this, the area image may be an image in which the visible image area 31 is hatched.

  For example, when a bird's-eye view image is employed as the target image, the second generation unit 25 can display an area (that is, a visible image area) that is visible to the driver, including a rear-view mirror, as illustrated in FIG. 31) The hatched image can be used as a region image and can be combined with the target image. Also in this case, the region image has the luminance, brightness, or opacity so that the region image is the upper layer and the target image is the lower layer, and the lower layer target image can be seen in the overlapped portion as described above. May be an image in which is adjusted, or may be an image with an outline added thereto. Alternatively, an image obtained by hatching the blind spot image area 32 may be used as the area image.

  The image output unit 26 outputs the driving support image generated by the second generation unit 25. Specifically, the driving support image generated by the second generation unit 25 is displayed on the display 30.

[1-3. processing]
Next, an example of processing executed by the CPU 12 of the display control unit 20 will be described with reference to the flowchart of FIG. In addition, this process is repeatedly started for every predetermined cycle, for example, while the ignition switch of the own vehicle is in an ON state and the switch related to the driving support function is turned on.

  When this process is activated, the first acquisition unit 21 acquires a surrounding image from each in-vehicle camera 10 in S110. In this embodiment, the 1st acquisition part 21 also acquires a camera parameter from each vehicle-mounted camera 10 at this time.

In S120, the second acquisition unit 22 acquires the driver state information from the driver status monitor 40.
In S <b> 130, the first generation unit 23 generates a target image based on the surrounding image acquired by the first acquisition unit 21. Examples of the target image include a back guide view image, a front view image, an around view image, a bird's eye image, and the like, and an image corresponding to a content such as a driving operation or a switch operation by the user is selected from these images.

  In S140, the region estimation unit 24 uses the driver state information acquired in S120 to estimate the blind spot image region 32 corresponding to the range that is a blind spot when viewed from the driver's eye position in the target image generated in S130. To do. Or the visible image area | region 31 corresponding to the range which a driver | operator can visually recognize seeing from the position of a driver | operator's eyes is estimated in the object image produced | generated by S130.

  In S150, the second generation unit 25 generates a region image corresponding to the image region estimated in S140, and superimposes the generated region image on the target image generated in S130, thereby synthesizing the region image with the target image. To do. For example, as the region image, in order to make the blind spot image region 32 conspicuous among the target images, the luminance and brightness of the visible image region 31 are decreased, or the opacity is increased so that the visible image region 31 is translucent. An image having a filter effect for hatching the visible image region 31 (hereinafter referred to as a filter image) is used. Further, for example, as the area image, an image in which the outline of the blind spot image area 32 is emphasized (hereinafter referred to as an emphasized image) or the brightness and brightness of the blind spot image area 32 in order to make the blind spot image area 32 stand out among the target images. A filter image for increasing or decreasing the opacity of the blind spot image area 32 is used. As the region image, a plurality of various filter images may be used in combination, or a filter image and an enhanced image may be used in combination.

In S160, the image output unit 26 displays an image obtained by combining the region image with the target image in S150 on the display 30 as a driving support image, and ends this processing.
[1-4. effect]
According to the first embodiment described in detail above, the following effects can be obtained.

  (1a) Since at least one of the visible image area 31 and the blind spot image area 32 estimated according to the position of the driver's face is reflected in the driving support image, the driver can visually recognize the driving support image. The possible range and the range that becomes the blind spot as seen from the driver are displayed in a manner that can be identified by the position and shape according to the viewpoint of the driver. Therefore, by identifying these display ranges in a form closer to the real world viewed from the driver, the driver can easily make the display image intuitively recognized.

  (2a) In order to estimate the shape of the image area according to the eyes of the driver, at least one of the visible image area 31 and the blind spot image area 32 is processed into a shape according to the position of the driver's eyes. become. For this reason, it becomes possible to identify in a form closer to the real world seen from the driver, and as a result, the driver can easily make the display image intuitively recognized by the driver.

  (3a) An area image indicating the position and shape of the blind spot image area 32 is used as an upper layer, and an area image whose opacity is adjusted so that the target image as a lower layer can be seen, and the outline of the blind spot image area 32 are displayed. The region image shown is superimposed on the target image. For this reason, the blind spot image area 32 can be made conspicuous in the target image, and the driver can easily make the driver intuitively recognize the display range that the driver wants to pay attention to.

  (4a) An area image indicating the position and shape of the visible image area 31 is set as an upper layer, and an area image whose opacity or the like is adjusted so that the lower layer target image can be seen, or the visible image area 31 is hatched. The applied region image is superimposed on the target image. For this reason, the blind spot image region 32 can be made relatively conspicuous in the target image, and the driver can easily make the driver intuitively recognize the display range that the driver wants to pay attention to.

[2. Other Embodiments]
As mentioned above, although the form for implementing this invention was demonstrated, this invention is not limited to the above-mentioned embodiment, It can implement in various deformation | transformation.

  (2A) In the above embodiment, the target images such as the back guide view image, the front view image, the around view image, and the bird's eye view image are selected according to the contents of the driving operation and the switch operation by the user. It is not limited. For example, the type of the target image may be changed in a situation around the host vehicle, a traveling scene, or the like. Examples of the situation around the host vehicle include the presence or absence of pedestrians and other vehicles. Further, examples of the driving scene include a type of driving environment such as a highway, a general road, and a city area, and a type based on the own vehicle speed such as high speed driving and low speed driving.

  (2B) In the above embodiment, the target image is created based on the surrounding images captured by the plurality of in-vehicle cameras 10, but the present invention is not limited to this, and the surrounding image captured by one in-vehicle camera 10 is used. The target image may be created based on the result. That is, the driving support device 1 may be configured to include one on-vehicle camera 10.

  (2C) A plurality of functions of one constituent element in the above embodiment may be realized by a plurality of constituent elements, or a single function of one constituent element may be realized by a plurality of constituent elements. . Further, a plurality of functions possessed by a plurality of constituent elements may be realized by one constituent element, or one function realized by a plurality of constituent elements may be realized by one constituent element. Moreover, you may abbreviate | omit a part of structure of the said embodiment. In addition, at least a part of the configuration of the above embodiment may be added to or replaced with the configuration of the other embodiment. In addition, all the aspects included in the technical idea specified only by the wording described in the claims are embodiments of the present disclosure.

  (2D) In addition to the driving support device 1 described above, a system including the driving support device 1 as a constituent element, one or more programs for causing the computer to function as the driving support device 1, and at least a part of the program are recorded. The present invention can also be realized in various forms such as a non-transitional tangible recording medium such as one or a plurality of semiconductor memories and a driving support method.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 10 ... Car-mounted camera, 12 ... CPU, 14 ... Memory, 20 ... Display control unit, 21 ... 1st acquisition part, 22 ... 2nd acquisition part, 23 ... 1st production | generation part, 24 ... area estimation unit, 25 ... second generation unit, 26 ... image output unit, 30 ... display, 31 ... visible image area, 32 ... blind spot image area, 40 ... driver status monitor

Claims (5)

A first acquisition unit that acquires information indicating the periphery of the vehicle from the first in-vehicle device, wherein the in-vehicle device that images the surroundings of the vehicle is a first in-vehicle device;
A second acquisition unit that acquires information indicating the position of the driver's face portion from the second in-vehicle device, wherein the in-vehicle device that detects the position of the face portion of the driver of the vehicle is a second in-vehicle device; ,
A first generation unit that generates an image based on information acquired by the first acquisition unit as a target image;
Using the information acquired by the second acquisition unit, a visible image region that is a region of the target image corresponding to a range that is visible to the driver in the periphery of the vehicle, and the periphery of the vehicle A region estimation unit that estimates at least one image region of the blind image region that is a region of the target image corresponding to a range that is a blind spot viewed from the driver;
Second generation for generating a driving support image in which a region image indicating a position and a shape of the visible image region or the blind spot image region in the target image is combined with the target image based on the image region estimated by the region estimation unit. And
An image output unit that outputs the driving assistance image generated by the second generation unit;
A driving support apparatus comprising: The driving support device according to claim 1,
The information acquired by the second acquisition unit includes information indicating the position of the driver's eyes,
The region estimation unit is a driving support device that estimates a shape of the image region according to the position of the driver's eyes. The driving support device according to claim 1 or 2,
The second generation unit synthesizes a region image indicating the position and shape of the blind spot image region in the target image as an upper layer in the target image,
The region image synthesized by the second generation unit is an image in which brightness, brightness, or opacity is adjusted so that the target image that is a lower layer can be seen in the overlapping portion with the region image, the blind spot image A driving support device, which is an image showing an outline of a region or an image based on a combination thereof. The driving support device according to claim 1 or 2,
The second generation unit synthesizes an area image indicating the position and shape of the visible image area in the target image as an upper layer to the target image,
The region image synthesized by the second generation unit is an image in which luminance, brightness, or opacity is adjusted so that the target image that is a lower layer can be seen in a superimposed portion with the region image, the visible image A driving assistance device, which is an image in which an area is hatched, or an image obtained by a combination thereof. A first acquisition step of acquiring information indicating the periphery of the vehicle from the first in-vehicle device, wherein the in-vehicle device that images the surroundings of the vehicle is a first in-vehicle device;
A second acquisition step of acquiring information indicating the position of the driver's face portion from the second in-vehicle device, wherein the in-vehicle device that detects the position of the face portion of the driver of the vehicle is a second in-vehicle device; ,
A first generation step of generating an image based on the information acquired in the first acquisition step as a target image;
Using the information acquired in the second acquisition step, the visible image region that is the region of the target image corresponding to the range that the driver can visually recognize in the periphery of the vehicle, and the periphery of the vehicle A region estimation step for estimating at least one image region of the blind image region that is a region of the target image corresponding to a range that is a blind spot viewed from the driver;
Second generation for generating a driving support image in which a region image indicating the position and shape of the visible image region or the blind spot image region in the target image is combined with the target image based on the image region estimated in the region estimation step. Process,
An image output step of outputting the driving support image generated by the second generation step;
A driving support method comprising:

Images