JP6187541B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device including support means for supporting a driving operation based on a traveling direction with respect to a traveling lane detected by a traveling direction detecting means.

2. Description of the Related Art Conventionally, there is known a driving support device that warns a driver of a decrease in vehicle safety based on detection information of a running behavior of a vehicle. For example, when an abnormal change in the traveling direction with respect to the traveling lane, that is, the so-called staggering degree is greater than or equal to a predetermined determination value, it is determined whether the driver's driving ability and attention are reduced, and the steering angle torque is increased or an alarm is given. It encourages awareness.
There is also known an AFS (Adaptive Front-Lighting System) that controls the direction (irradiation range) of the optical axis of the headlight according to the steering direction of the steering wheel and the traveling environment.

  The driving support device of Patent Literature 1 includes a headlamp that can change the irradiation range, a control unit that changes the irradiation range in the left-right direction based on the position of the preceding vehicle, and whether the position of the preceding vehicle is within the irradiation range. Determining means for determining whether the position of the preceding vehicle is within the irradiation range, the irradiation range is changed so that the position of the preceding vehicle is outside the irradiation range, and the position of the preceding vehicle is irradiated. When it is determined to be out of the range, the change of the irradiation range is restricted. Thereby, the change of the irradiation position of the headlamp frequently can be prevented, and the troublesomeness felt by the driver can be minimized.

Humans use sensory organs such as vision, hearing, and smell to obtain information about the surroundings, but a driver obtains about 90% of information from the visual sense when driving a vehicle.
In recent years, headlights to which LED (Light Emitting Diode) lamps that are brighter and have better controllability than conventional halogen lamps have been used.
As a result, the visibility of the driver is improved as compared with a headlight to which a halogen lamp is applied, and the information that the driver can perceive visually is also significantly increased.

JP 2014-51190 A

The above-described driving support apparatus capable of resolving the sloppy state determines a decrease in driving ability and attention of the driver based on the degree of wobbling. In such a driving assistance device, in order to determine the degree of wandering simply by an abnormal change in the traveling direction with respect to the traveling lane, it is determined that the driver's driving ability and attention are not lowered, but in a loose state, There was a possibility that an alarm or the like would be activated.
Therefore, as a result of experiments conducted by the present inventor, even in an awake state, the traveling direction of the vehicle is not determined due to the presence of an object (for example, a guardrail or a sound barrier) located in the vicinity of the traveling lane ( Hereinafter, it was found that a wandering phenomenon) is induced.
This is because the visual information (also called optical flow) perceived by the driver increases as the driving speed of the vehicle is higher and the scenery flowing backward is closer, resulting in a sense of pressure (fear) from the object. It is presumed that the unconscious separation steering and the conscious correction steering for correcting the separation steering are repeated (hereinafter referred to as psychological repetitive motion).
Further, the feeling of pressure from an object located near the traveling lane increases as the illuminance of the headlight increases at night.

When the vehicle wobble phenomenon occurs, the driver's consciousness is awake if the wobble phenomenon is caused by psychological repetitive motion. And troublesomeness can be eliminated.
However, it is not easy to determine whether the cause of the wobbling phenomenon is due to the driver's sloppy state or psychological repetitive motion.
That is, when a biometric information sensor is separately provided to determine the driver's casual state, there is a possibility that the equipment becomes complicated and the control load on the vehicle side becomes high. In addition, because it is a dedicated information acquisition period while biometric information is being acquired, the driving state of the vehicle continues to fluctuate during the information acquisition period, regardless of the cause of the vehicle's wobbling phenomenon. The wobbling phenomenon is not improved at all until the information acquisition period ends.

  An object of the present invention is to provide a driving support device and the like that can achieve both early improvement of the wobbling phenomenon caused by psychological repetitive motion and determination of the cause of the wobbling phenomenon.

The invention according to claim 1 is a travel direction detection means for detecting a travel direction of a vehicle with respect to a travel lane, and one or a plurality of support means for assisting a driver's driving operation based on the travel direction detected by the travel direction detection means. In the driving support apparatus comprising: an object recognition means capable of recognizing an object located near a travel lane in which the vehicle travels; and a visibility adjustment means capable of adjusting a driver's visibility with respect to the object. And the visibility adjusting means reduces the visibility of the object direction recognized by the object recognizing means when the running direction detecting means detects an abnormal change in the running direction , and the visibility adjusting means When an abnormal change in the traveling direction is not reduced due to a decrease in visibility, the support means other than the visibility adjustment means is operated .

According to the first aspect of the present invention, since the object recognition means capable of recognizing an object located in the vicinity of the traveling lane in which the vehicle travels is provided, it is possible to easily detect the object visually recognized by the driver. Can do. A visibility adjusting means that can adjust the visibility of the object of the driver, and the visibility adjusting means is recognized by the object recognition means when the traveling direction detection means detects an abnormal change in the traveling direction. In order to reduce the visibility of the direction, if the wandering phenomenon is due to psychological repetitive movement caused by objects located near the driving lane, the wandering accompanying the feeling of pressure is reduced by reducing the visual information perceived by the driver When the phenomenon can be improved and the wobbling phenomenon is not caused by a psychological repetitive action, the driver's sloppy state can be reliably determined, and the driver's arousal can be promoted to eliminate the sloppy state.
Moreover, even if the cause of the wobbling phenomenon is the driver's sloppy state, the driver's sloppy state can be reliably eliminated, and the wandering phenomenon can be improved at an early stage.

According to a second aspect of the present invention, in the first aspect of the invention, the visibility adjusting unit includes a headlight mechanism capable of controlling illuminance, a gaze guidance mechanism capable of guiding the driver's gaze, and a driver's visual interface area. It has at least one mechanism among controllable visual field control mechanisms.
According to this configuration, it is possible to reliably reduce the visual information of the object from the driver's field of view.

According to a third aspect of the present invention, in the second aspect of the invention, the visibility adjusting means includes the headlight mechanism, a line-of-sight guidance mechanism, and a visibility control mechanism, and reduces the visibility in the direction of the object. In some cases, the gaze guidance mechanism or the visibility control mechanism is preferentially operated, and the headlight mechanism is preferentially operated during night driving.
According to this configuration, it is possible to reduce the feeling of pressure from the object regardless of the illuminance outside the vehicle.

  According to the driving support device of the present invention, the determination process of the wobbling phenomenon and the improvement process of the wobbling phenomenon caused by the psychological repetitive action are made the same process, so that the early improvement and wandering of the wobbling phenomenon caused by the psychological repetitive action are performed. It is possible to achieve both the determination of the cause of the phenomenon.

1 is a block diagram of a driving support apparatus according to Embodiment 1. FIG. It is explanatory drawing of a front window glass. An explanatory view of the headlight is shown, (a) is a diagram in which the four high beam LEDs on the left and right sides are turned on, and (b) is a diagram in which the center two high beam LEDs of the left high beam LED are turned off. It is a block diagram of a wobbling running correspondence part. It is a flowchart which shows a driving assistance control process. It is a flowchart which shows a visibility adjustment process.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The following description exemplifies a case where the present invention is applied to a vehicle, and does not limit the present invention, its application, or its use.

Embodiment 1 of the present invention will be described below with reference to FIGS.
As shown in FIG. 1, in this embodiment, the driver is directed to the driver from the vehicle side by a line-of-sight guidance mechanism, a visual field control mechanism, a headlight control mechanism, a random state response mechanism, and a pressure sensation response mechanism. An example of a vehicle capable of executing one driving support will be described. Note that the casual state response mechanism and the pressure sensation response mechanism are configured by a wobbling travel support mechanism.
This vehicle includes a travel behavior detection unit 1, a travel environment detection unit 2, a driver state detection unit 3, an ECU (Electronic Control Unit) 4, a front window glass 5, a head-up display mechanism (hereinafter referred to as HUD). (Abbreviated) 6, a pair of left and right headlights 7, a steering mechanism 8, and a speaker 9 provided in the vehicle interior.

The traveling behavior detection unit 1 includes a vehicle speed sensor 11, an accelerator sensor 12, a steering angle sensor 13, a yaw rate sensor 14, and the like.
The speed sensor 11 is a sensor that detects the actual traveling speed of the vehicle, the accelerator sensor 12 is a sensor that detects the amount of depression of the accelerator pedal by the driver, and the steering angle sensor 13 is a steering that is operated by the driver. The yaw rate sensor 14 is a gyro sensor or the like that detects the yaw rate in the vehicle width direction.
These sensors 11-14 output each detection result to ECU4.

The travel environment detection unit 2 includes an outside camera 21, an outside illuminance sensor 22, and the like.
The camera 21 outside the vehicle is mounted near the rearview mirror (not shown), and a lane marking on the travel lane (white line), a large building object installed near the travel lane (for example, guardrail, tunnel side wall, soundproof wall, etc.) Further, it is configured by a CCD (Charge Coupled Device) camera that can image an oncoming vehicle, a parallel running vehicle, and the like through the front window glass 5.
The vehicle exterior illuminance sensor 22 is a sensor that detects the brightness (illuminance) around the vehicle.
The image captured by the vehicle exterior camera 21 and the vehicle exterior illuminance detected by the vehicle exterior illumination sensor 22 are output to the ECU 4.

The driver state detection unit 3 includes an in-vehicle camera 31, a sweat sensor 32, and the like.
The in-vehicle camera 31 is mounted on the top of an instrument panel (not shown), and is composed of a CCD camera that can image the upper body of the driver and the driver's facial expression.
The sweat sensor 32 is a sensor that is attached to a portion of the steering wheel that the driver grips and detects skin conductance corresponding to the amount of sweat water in the palm of the driver. Instead of the sweat sensor 32, a biological information sensor such as a heart rate sensor or a respiration sensor may be used.
The image captured by the in-vehicle camera 31 and the amount of sweat water detected by the sweat sensor 32 are output to the ECU 4.

As shown in FIG. 2, the front window glass 5 has a transmittance of the left and right side portions of the front window glass 5 by electrically changing the optical characteristics of the liquid crystal layer 5 a interposed between the two transparent substrates. Each can be changed.
The front window glass 5 is electrically connected to the ECU 4 via the liquid crystal driver unit 5b, and the liquid crystal driver unit 5b supplies a predetermined voltage to the liquid crystal layer 5a, so that the transmissivity of the left and right side portions can be reduced from 100% to 0%. % Respectively.
The HUD 6 includes a display projector that projects an icon I serving as an index at a predetermined position ahead of the driver, a zoom projection lens as a projection optical system, a deflection device as a projection direction adjusting unit, and an inner side of the front window glass 5. A combiner or the like provided in the case (not shown).
The projected light beam projected from the display projector is converged by the zoom projection lens, reflected by the deflecting device, then further reflected by the combiner, and a display image of the icon I is formed at the front position of the driver.

As shown in FIGS. 3 (a) and 3 (b), the pair of left and right headlights 7 has four high beam LEDs arranged in parallel in the vehicle width direction, and the optical axis can be changed in the vertical direction. Each has a single low-beam LED (both not shown). Each of the four high beam LEDs can be individually turned on and off, and can be individually switched in illuminance (light quantity).
The steering mechanism 8 includes a steering shaft having one end connected to the steering wheel and the other end having a pinion shaft, a rack shaft meshable with the pinion shaft, an electric motor connected to the pinion shaft, and the like (both are (Not shown).
This electric motor is configured to be able to control the steering torque necessary for the operation of the steering wheel based on the steering angle detected by the steering angle sensor 13.

Next, the ECU 4 will be described.
As shown in FIG. 1, the ECU 4 includes a line-of-sight guidance unit 41, a visual field control unit 42, a headlight control unit 43, a wobbling travel support unit 44, and the like.
The ECU 4 is an electronic control unit including a CPU, a ROM, a RAM, and the like, and performs various arithmetic processes by loading an application program stored in the ROM into the RAM and executing it by the CPU.

The line-of-sight guidance unit 41 calculates the turning radius of the vehicle based on the traveling speed and the yaw rate, and guides the driver's line of sight in a predetermined direction based on the calculated turning radius.
Specifically, when the turning radius is large, for example, when the driver's line-of-sight angle is less than 10 degrees, a display image of the icon I is formed in the vicinity of the front window glass 5 near the driver, and the turning radius is small, for example, When the line-of-sight angle of the driver is 30 degrees or more, a display image of the icon I is formed at a position separated forward from the front window glass 5 (see FIG. 2).
This increases the relative visual acuity of the driver's peripheral visual field with respect to the forward visual information while minimizing the effect on the driver's central visual field. Thus, the driver's driving feeling can be stabilized and safety can be improved regardless of the turning radius.

The visibility control unit 42 controls the driver's perceived speed based on the difference between the estimated driving intention estimated from the depression amount of the accelerator pedal and a reference value (for example, legal speed), and the driver himself / herself actively The user is guided to perform corrective operation on the operating device.
Specifically, when the difference between the estimated driving intention and the reference value is small, the assist unnecessary area, when the difference between the estimated driving intention and the reference value is large, the forced assist area by the vehicle, the estimated driving intention and the reference value When the difference is an intermediate value, the visual field control assist area is set.
In the visibility control assist area, when the driver is guided to increase the speed, the transmittance of the left and right sides of the front window glass 5 is lowered, and when the driver is guided to decelerate, the left and right sides of the front window glass 5 are The transmittance of the part is raised.
Thereby, the driver can control the visual information acquired through the front windshield 5, and can prompt the driver to correct the driving speed.

When the driver's tension is caused by a reflector (reflector) installed on a roadside belt or a road shoulder, the headlight controller 43 reduces the reflected light from the reflector on the irradiation range and optical axis of the headlight 7. So that it is controlled.
Specifically, when the driver's tension state is detected by skin conductance and the reflector plate is detected by the camera 21 outside the vehicle, the irradiation range (the number of lighting) of the high beam LED on the reflector side is reduced or the optical axis of the low beam LED is changed. It is moving downward.
Thereby, the driver | operator's tension | tensile_strength resulting from the reflected light reflected from the reflecting plate is eased.
Note that the driver's tension state may be determined based on the driver's pupil diameter captured by the in-vehicle camera 31, or the pupil diameter and skin conductance may be used in combination.

Next, the wobbling travel support unit 44 will be described.
The wobbling travel support unit 44 reduces the driver's visibility when detecting an abnormality in the traveling direction of the vehicle (the wobbling phenomenon). It is configured to increase the torque.
As shown in FIG. 4, the wobbling travel support unit 44 includes a travel environment recognition unit 44a, a travel state determination unit 44b, a visibility adjustment unit 44c, and a consciousness awakening unit 44d.

The driving environment recognition unit 44a differentiates the luminance of the front image captured by the outside camera 21 in the horizontal direction to generate edges that are high frequency components at both ends of the white line, thereby using the white line portion of the driving lane. The white line is extracted from the estimated white line portion based on the threshold value determined from the brightness and the contrast with the road surface, the threshold value of the white line width, and the like.
The traveling environment recognition unit 44a detects the distance between the extracted white line information and the center in the vehicle width direction of the vehicle with respect to the center line of the traveling lane.
In addition, the driving environment recognition unit 44a performs pattern matching on the surrounding image captured by the outside camera 21, thereby driving drivers such as guardrails, tunnel side walls, and soundproof walls installed near the driving lane (present in the vicinity of the vehicle). Large objects, oncoming vehicles, parallel running vehicles, and the like that may give a feeling of pressure to the vehicle are extracted.

  The traveling state determination unit 44b determines an abnormality in the traveling direction of the vehicle based on the detection result by the traveling environment recognition unit 44a. The traveling state determination unit 44b repeats separation and approaching over a predetermined distance when the vehicle width direction center of the vehicle is separated from the center line of the traveling lane by a predetermined distance or more, or during a predetermined period ( When it is meandering, the occurrence of the wobbling phenomenon is determined.

The visibility adjusting unit 44c provides the visibility of the direction of the driver's object on the condition that a wobbling phenomenon occurs in the vehicle and there is an object that may give the driver a feeling of pressure near the driving lane. It is formed so as to be lowered for a predetermined time.
The visibility adjusting unit 44c is configured to be able to execute a visibility control process, a line-of-sight guidance process, and a headlight control process.
The visibility control process is performed by the visibility control unit 42 when the vehicle is running in the opposite direction to the oncoming vehicle or the object direction when the above condition is satisfied and the outside illuminance is not less than a predetermined value (daytime). The field of view in the object direction is reduced.
The line-of-sight guidance processing is performed by controlling the position of the icon I by the line-of-sight guidance unit 41 when there is no parallel vehicle in the direction opposite to the oncoming vehicle or the object direction when the above condition is satisfied and the illuminance outside the vehicle is a predetermined value or more. The person's line of sight is guided in a direction opposite to the object direction.
Thereby, the visibility of the driver in the direction of the object can be reduced without the host vehicle approaching the oncoming vehicle or the parallel running vehicle due to the influence of the visual suction action approaching the stared one.

In the headlight control process, when the above condition is satisfied and the illuminance outside the vehicle is less than a predetermined value (nighttime or in a tunnel), the headlight control unit 43 reduces the number of high-beam LEDs lit in the direction of the object or decreases the illuminance, or low beam The optical axis of the LED is lowered.
Thereby, the visibility of a driver | operator's object direction can be reduced efficiently, maintaining the visibility at the time of normal driving | running | working.
Here, when the wobbling phenomenon is eliminated as a result of reducing the visibility of the driver's object direction by the visibility adjusting unit 44c for a predetermined time, the cause of the wobbling phenomenon is psychological repetition caused by the feeling of pressure from the object. It can be inferred that it is a movement, and if the wandering phenomenon is not resolved even if the visibility of the driver's direction of the object is reduced for a predetermined time, it is assumed that the cause of the wandering phenomenon is the driver's loose state be able to.

When the cause of the wobbling phenomenon is the driver's sloppy state, the consciousness awakening unit 44d increases the steering torque by the steering mechanism 8 to give the driver a stimulus, and when the wobbling phenomenon is not eliminated by the increase of the steering torque, An alarm is provided by the speaker 9.
Thereby, the driving | running | working in a casual state can be avoided, a driver | operator's consciousness can be awakened and safety can be ensured. In addition to the alarm and the steering torque increase, cold air (or fresh air) may be introduced from the air conditioner.

Next, the driving support control process will be described based on the flowchart of FIG.
Si (i = 1, 2,...) Indicates a step for each process.
First, detection signals from various sensors 11 to 14, 21, 22, 31, and 32 are input (S1), and the process proceeds to S2.

In S2, it is determined whether there is an abnormality in the traveling direction of the vehicle.
If there is an abnormality in the traveling direction of the vehicle as a result of the determination in S2, the process proceeds to S3 to determine whether or not the flag F is F0.
As a result of the determination in S3, when the flag F is F0, the process proceeds to S4, and it is determined whether or not there is an object in the vicinity of the traveling lane that may give the driver a feeling of pressure.
As a result of the determination in S4, when there is an object that may give the driver a feeling of pressure in the vicinity of the driving lane, the process proceeds to S5 and the visibility adjustment process is performed.
After completion of the visibility adjustment process, the flag F is changed to F1 (S6), and the process returns.

As a result of the determination in S4, when there is no target object that may give the driver a feeling of pressure in the vicinity of the driving lane, the process proceeds to S7 and the steering torque is increased from the specified value.
This is because a wobbling phenomenon occurs despite the absence of an object in the vicinity of the traveling lane, so that it is determined that the driver is in a sloppy state and a light stimulus (steering torque) is given to the driver.
After the completion of the steering torque increasing process, the flag F is changed to F2 (S8), and the process returns.

As a result of the determination in S3, if the flag F is not F0, the process proceeds to S9 to determine whether or not the flag F is F1.
As a result of the determination in S9, when the flag F is F1, the steering torque is increased from the specified value (S7), the flag F is changed to F2 (S8), and the process returns.
This is because the wobbling phenomenon continues despite the execution of the visibility adjustment process, so that it is determined that the driver is in a sloppy state and a light stimulus is given to the driver.

If the flag F is not F1 as a result of the determination in S9, an alarm is activated (S10), and the process returns.
This is because the wobbling phenomenon continues despite the execution of the steering torque increase process, and it is determined that the driver's illness has not been improved and a strong stimulus (alarm) is given to the driver. .
If there is no abnormality in the traveling direction of the vehicle as a result of the determination in S2, the steering torque increase and alarm operation are stopped (S11), the flag F is changed to F0 (S12), and the process returns.

Next, the visibility adjustment process in S5 will be described based on the flowchart of FIG.
Si (i = 21, 22...) Indicates a step for each process.
In S21, it is determined whether or not the illuminance outside the vehicle is greater than or equal to a predetermined value.
As a result of the determination in S21, when the illuminance outside the vehicle is equal to or greater than a predetermined value, the process proceeds to S22 to determine whether there is an oncoming vehicle or a parallel running vehicle.

If there is an oncoming vehicle or a parallel running vehicle as a result of the determination in S22, the process proceeds to S23 to execute the visibility control process, and the process proceeds to S24.
As a result of the determination in S22, when there is no oncoming vehicle or parallel running vehicle, the process proceeds to S26, the line-of-sight guidance process is executed, and the process proceeds to S24.
As a result of the determination in S21, if the illuminance outside the vehicle is less than the predetermined value, the process proceeds to S27, a headlight control process is executed, and the process proceeds to S24.

In S24, the timer is started, and the process proceeds to S25 to determine whether the time is up. Here, the set time of the timer may be obtained in advance by experiment or the like as the time during which it is possible to determine the random state, and may be set as appropriate according to the size of the object (passage time of the vehicle). .
As a result of the determination in S25, if the time is up, the process ends. If not, the process returns to S21.

Next, the operation and effect of the driving support device of this embodiment will be described.
According to this vehicle driving support device, since the vehicle exterior camera 21 that can recognize an object located in the vicinity of the traveling lane in which the vehicle travels is provided, it is possible to easily detect the object visually recognized by the driver. Can do. Visibility adjustment means (line-of-sight guidance unit 41, visual field control unit 42, headlight control unit 43) capable of adjusting the visibility of the object of the driver is provided, and the traveling state determination unit 44b detects an abnormal change in the traveling direction. When the visibility adjustment means reduces the visibility of the direction of the object recognized by the camera 21 outside the vehicle, the stagger phenomenon is caused by a psychological repetitive action caused by the object located near the traveling lane. By reducing the visual information perceived by the driver, the wandering phenomenon associated with the feeling of pressure can be improved, and when the wandering phenomenon is not due to psychological repetitive movements, the driver's gentle state can be reliably determined and driving The awakening of the person can be promoted, and the state can be resolved.

  When an abnormal change in the traveling direction is not reduced due to a decrease in the visibility of the visibility adjusting means, the steering torque increasing process S7 or the warning action process S10 other than the visibility adjusting means is executed, and the cause of the wobbling phenomenon is the driver's randomness. Even if the vehicle is in a state, the driver's obscure state can be reliably eliminated, and the stagger phenomenon can be improved at an early stage.

  The visibility adjusting means includes at least one of a headlight control unit 43 capable of controlling illuminance, a gaze guidance unit 41 capable of guiding the driver's gaze, and a visual field control unit 42 capable of controlling the driver's visual interface area. Therefore, the visual information of the object can be reliably reduced from the driver's field of view.

  The visibility adjusting means includes a headlight control unit 43, a line-of-sight guide unit 41, and a field-of-view control unit 42. When the visibility in the object direction is reduced, the line-of-sight guide unit 41 and the field of view control unit 42 have priority during daytime running. Since the headlight control unit 43 is preferentially operated during night driving, the feeling of pressure from the object can be reduced regardless of the illuminance outside the vehicle.

Next, a modified example in which the embodiment is partially changed will be described.
1) In the above embodiment, an example has been described in which five driving assistances are provided: a line-of-sight guidance mechanism, a visual field control mechanism, a headlight control mechanism, a random state response mechanism, and a pressure sensation response mechanism. It is sufficient to provide one driving support, and it is also possible to provide driving assistance other than the above, for example, lane departure detection assistance.

2) In the above embodiment, the example in which the determination of the wobbling phenomenon is determined based on the frequency of separation / approach between the center line of the traveling lane and the center line in the vehicle width direction has been described. The determination may be made according to the frequency, and various determination methods can be employed.

3) In the above-described embodiment, an example has been described in which the gaze guidance process or the visibility control process is executed only on the condition of the presence or absence of the oncoming vehicle or the parallel running vehicle when the wobbling phenomenon is determined in the daytime. Or you may give priority to the operation | movement for ensuring running safety by a visual field control part.
Specifically, the gaze guidance mechanism, the visual field control mechanism, the headlight control mechanism, and the wobbling travel support mechanism are controlled independently, and the gaze guidance unit or the visual field control is performed even if the wandering phenomenon is determined in the daytime. If the unit has already been activated, the activated line-of-sight guidance process or view control process is omitted, and the next process, for example, an alarm is activated.

4) In the above-described embodiment, examples of white guardrails, tunnel side walls, and soundproof walls of highways are mainly described as objects located near the driving lane recognized by the object recognition means. Includes installations that are normally installed, such as blocks, Chuo Line Ueno Cat's Eye, and orange center poles.

5] In addition, those skilled in the art can implement the present invention in a form in which various modifications are added to the above-described embodiment or in a form in which each embodiment is combined without departing from the spirit of the present invention. Various modifications are also included.

5 Front window glass 6 HUD
7 Headlight 8 Steering mechanism 9 Speaker 21 Outside-vehicle camera 41 Line-of-sight guidance unit 42 Visual field control unit 43 Headlight control unit 44 Fluctuation travel corresponding unit 44b Travel state determination unit

Claims (3)

A driving assistance device comprising a traveling direction detecting means for detecting a traveling direction of the vehicle with respect to the traveling lane, and one or a plurality of supporting means for assisting the driver in driving based on the traveling direction detected by the traveling direction detecting means. In
An object recognition means capable of recognizing an object located in the vicinity of the traveling lane in which the vehicle travels;
Visibility adjusting means capable of adjusting the visibility of the object to the driver,
When the traveling direction detecting means detects an abnormal change in the running direction, causes a reduction in visibility of the recognized object direction by the visibility adjusting means said object recognizing means, visual recognition of the visibility adjusting means When an abnormal change in the traveling direction does not decrease due to a decrease in performance , a driving support device other than the visibility adjusting device is operated . The visibility adjusting means includes at least one of a headlight mechanism capable of controlling illuminance, a gaze guidance mechanism capable of guiding the driver's gaze, and a visual field control mechanism capable of controlling the driver's visual interface area. driving support apparatus according to claim 1, characterized in that it has. The visibility adjusting means includes the headlight mechanism, a line-of-sight guidance mechanism, and a visual field control mechanism,
When reducing the visibility of the object direction, the daytime running the visual guidance mechanism or visual-field control mechanism is preferentially actuated, during night driving, according to claim 2, wherein the headlight mechanism is characterized in that it is preferentially operated The driving support device according to 1.