JP7301483B2 - Driving support device - Google Patents

Description

The present invention relates to a driving assistance device that assists driving of a vehicle.

2. Description of the Related Art Recently, vehicles such as automobiles have been equipped with a function of avoiding a collision with an object in front of them or reducing the damage caused by the collision as one of the driving support functions for assisting the driving of the vehicle.

In this function, for example, the speed and direction of movement of the own vehicle and the object in front are detected, and the possibility of collision between the own vehicle and the object in front is predicted from such information. Then, when it is predicted that there is a possibility of a collision, a collision warning is output to alert the driver of the vehicle, and the brakes are automatically actuated.

Japanese Patent Application Laid-Open No. 2020-8288

Driving support functions are required to be activated at appropriate timings, not to mention non-activation, to prevent unnecessary activation.

SUMMARY OF THE INVENTION An object of the present invention is to provide a driving assistance device capable of activating a plurality of driving assistance functions at appropriate timings.

In order to achieve the above object, a driving assistance device according to the present invention is installed in a vehicle and assists the driving of the vehicle with a plurality of driving assistance functions, and predicts the future position of the vehicle after a predetermined time. vehicle position prediction means for variably setting a vehicle region surrounding the future position in accordance with the driving support function; and target position prediction for predicting the future position of the target after a predetermined time. determination means for determining whether the future position of the target predicted by the target position prediction means is included in the vehicle area set by the area setting means; function activation means for activating a driving support function corresponding to the size of the vehicle area containing the future position when it is determined that the future position is included in the future position.

According to this configuration, the future position of the vehicle after a predetermined time is predicted, and the vehicle area surrounding the predicted future position is set. The vehicle area is set to a size corresponding to each of the plurality of driving assistance functions. On the other hand, the future position of the target after a predetermined time is predicted. Then, it is determined whether or not the future position of the target is included in the vehicle area, and if the future position of the target is included in the vehicle area, a driving support function corresponding to the size of the vehicle area is activated. be. As a result, a plurality of driving support functions can be activated at appropriate timings.

A plurality of driving support functions are classified according to the degree of urgency of operation, and the region setting means may set the size of the vehicle region to be smaller as the degree of urgency of the driving support function becomes higher.

Thereby, a plurality of driving support functions can be operated at appropriate timing according to the degree of urgency of each operation. That is, functions with relatively low activation urgency, such as collision warning, can be activated at an early stage when the vehicle approaches the target because the size of the vehicle area is set large. On the other hand, functions with a relatively high degree of urgency to activate, such as automatic braking, are set to a small vehicle area, so they can be activated at a stage when the possibility of a collision between the vehicle and a target increases. can.

The area setting means may variably set the vehicle area according to the behavior of the vehicle.

For example, when the vehicle turns right, the vehicle area is set to the right side of the future position of the vehicle, and when the vehicle turns left, the vehicle area is set to the left side of the future position of the vehicle. may Further, when the vehicle is accelerating, the vehicle area is set to be biased to the front side with respect to the future position of the vehicle, and when the vehicle is decelerating, even if the vehicle area is set to be biased to the rear side with respect to the future position of the vehicle. good.

Thereby, each function of a plurality of driving support functions can be operated at more appropriate timing.

ADVANTAGE OF THE INVENTION According to this invention, several driving assistance functions can each be operated at an appropriate timing.

1 is a block diagram showing the configuration of a driving assistance system according to one embodiment of the present invention; FIG. FIG. 10 is a diagram showing the flow of function activation processing; It is a flowchart which shows the flow of a future position estimation process. 1 is a diagram showing a vehicle and an object (another vehicle) that exists in front of the vehicle; FIG. FIG. 3 is a diagram for explaining a vehicle area; FIG. 4 is a flowchart showing the flow of operation function determination processing;

BEST MODE FOR CARRYING OUT THE INVENTION Below, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Driving support system>
FIG. 1 is a block diagram showing the configuration of a driving support system 1 according to one embodiment of the present invention.

The driving support system 1 is a system that is mounted on a vehicle A (see FIG. 4) to support driving of the vehicle A. FIG. The driving support system 1 is a driving support function for avoiding a collision between the vehicle A and a target T (see FIG. 4) such as a vehicle in front or reducing the damage caused by the collision. a primary braking function (gentle braking function) that automatically decelerates vehicle A at the primary target deceleration to prompt the driver to act to avoid a collision; A secondary brake function (strong brake function) is provided to decelerate the vehicle A at a secondary target deceleration larger than the primary target deceleration by automatic braking for avoidance and reduction of collision damage.

The driving support system 1 includes an ECU (Electronic Control Unit) 11 . The ECU 11 includes a microcomputer (microcontroller) 12 . The microcomputer 12 incorporates a CPU 13 and a memory 14 . In addition to the ECU 11, the vehicle A is equipped with a plurality of ECUs for controlling each part, and the ECU 11 is connected to other ECUs so as to be capable of two-way communication by a CAN (Controller Area Network) communication protocol. .

In addition, the vehicle A is equipped with a camera 21 . The camera 21 is, for example, a stereo camera capable of continuously capturing still images at a predetermined frame rate. installed in front. In the camera 21, target pixels corresponding to the same target object are extracted from each image captured by the image sensor from a pair of image data input from the image sensors of the left and right eyes, and target pixels between the pair of images are extracted. is detected, and the distance to the same object is calculated by the principle of triangulation. An output signal from the camera 21 is input to the ECU 11 .

Vehicle A is further provided with vehicle speed sensor 22 , steering angle sensor 23 and yaw rate sensor 24 . The vehicle speed sensor 22 outputs, as a detection signal, a pulse signal synchronized with the rotation of a rotating body (for example, a drive shaft) that rotates as the vehicle A travels. The steering angle sensor 23 outputs a detection signal corresponding to the steering angle (absolute steering angle) of the steering mechanism (for example, steering wheel) of the vehicle A with respect to the steering angle midpoint. The rudder angle takes a positive value when the steering mechanism is turned to the right (the steering wheel is turned to the right) from the steering angle midpoint. state) takes a negative value. The yaw rate sensor 24 outputs a detection signal corresponding to the yaw rate, which is the rotational angular velocity of the vehicle A about the vertical axis passing through the center of gravity. Detection signals from the vehicle speed sensor 22 , steering angle sensor 23 and yaw rate sensor 24 are input to the ECU 11 .

Vehicle A is equipped with a hydraulic brake system. The brake system includes a brake pedal, a brake booster, a master cylinder, a brake actuator 25 and brakes provided on each wheel. The brake pedal is arranged at a position that is convenient for foot operation with the right foot of the driver sitting in the driver's seat. When the brake pedal is stepped on, the force applied to the brake pedal is transmitted to the brake booster. The brake booster utilizes the negative pressure generated in the intake system of the engine, and the pressure difference between the negative pressure and the atmospheric pressure amplifies the force applied to the brake pedal. The force amplified by the brake booster is transmitted from the brake booster to the master cylinder, and hydraulic pressure corresponding to the force is generated from the master cylinder. The hydraulic pressure of the master cylinder is transmitted to the brake actuator 25, the hydraulic pressure is supplied from the brake actuator 25 to the wheel cylinder of the brake provided for each wheel, and the hydraulic pressure applies braking force to the wheel from each brake. The brake actuator 25 has an electric pump built therein. When the automatic brake is activated, the electric pump is driven by electric power from the battery, and hydraulic pressure generated by the electric pump is supplied to each wheel cylinder.

In addition, the vehicle A is equipped with an alarm device 26 . The alarm device 26 outputs various alarms, and the alarms may be output by light, sound or voice.

<Function activation process>
FIG. 2 is a diagram showing the flow of function activation processing.

In vehicle A (see FIG. 4), the ECU 11 executes function activation processing for selectively activating the collision warning function, the primary brake function, and the secondary brake function regardless of whether the vehicle is running or stopped.

In the function activation process, first, a target T (see FIG. 4) moving in front of the vehicle A is recognized from the output signal of the camera 21, and information such as the moving direction and moving speed of the target T is acquired. (Step S1). Further, information such as the vehicle speed, steering angle and yaw rate of the vehicle A, which is the own vehicle, is acquired from the detection signals of the vehicle speed sensor 22, the steering angle sensor 23 and the yaw rate sensor 24 (step S1). Information on the steering angle and yaw rate is an example of turning information, which is information on the turning state of the vehicle A. FIG.

Next, the future positions of the target T and the vehicle A after t seconds (t>0) are estimated (step S2).

After that, based on the future positions of the target T and the vehicle A, a collision between the target T and the vehicle A is predicted for each function of the collision warning function, the primary braking function and the secondary braking function (step S3). .

Based on the prediction result, it is determined which of the collision warning function, the primary brake function and the secondary brake function is to be operated (step S4).

When it is determined that any one of the collision warning function, the primary brake function and the secondary brake function should be activated, the brake actuator 25 is sent to the brake actuator 25 or the alarm device 26 together with a command requesting the activation of that function. Alternatively, a control instruction value for controlling the operation of the alarm device 26 is transmitted.

<Future position estimation>
FIG. 3 is a flowchart showing the flow of future position estimation processing. FIG. 4 is a diagram showing a vehicle A and a target T (another vehicle) present in front of it.

Specifically, the future positions of the target T and the vehicle A are estimated as follows.

For example, in an orthogonal coordinate system in which the current center C of the vehicle A is the origin, the vehicle width direction (horizontal direction) of the vehicle A is the X-axis direction, and the traveling direction (front-rear direction) is the Y-axis direction, the target T is now Let the coordinates representing the position be (X'0, Y'0). The X component and Y component of the movement vector (velocity) of the target T are VX and VY, respectively. In this case, the X-coordinate X'(t) and Y-coordinate Y'(t) of the future position of the target T (the position after t seconds) are

X'(t)=X'0+VX*t (1)
Y'(t)=Y'0+VY*t (2)

becomes. The future position (X'(t), Y'(t)) of the target T is estimated using those formulas (1) and (2) (step S21).

The X-coordinate X(t) and Y-coordinate Y(t) of the future position of vehicle A are estimated using equations (3) and (4), respectively.

X(t)=R(1−cos(Δθ))+u(t) (3)
Y(t)=R*sin(Δθ)+v(t) (4)

Here, R is the turning radius of the vehicle A, which is obtained by dividing the vehicle speed V of the vehicle A by the yaw rate Yr according to Equation (5). The yaw rate Yr takes a positive value when the turning direction is clockwise when the center of gravity of the vehicle A is viewed from above, and takes a negative value when it is counterclockwise.

R=V/Yr (5)

.DELTA..theta. is the rotation angle of the vehicle A when it turns, and is obtained by multiplying the yaw rate Yr of the vehicle A by the time t according to Equation (6).

Δθ=Yr*t (6)

When the vehicle A is not stopped, that is, when the vehicle A is running, the measured value of the vehicle speed V can be obtained from the detection signal of the vehicle speed sensor 22 . Also, the measured value of the yaw rate Yr can be acquired from the detection signal of the yaw rate sensor 24 . Therefore, while the vehicle A is running (NO in step S22), the measured values of the vehicle speed V and the yaw rate Yr are substituted into the equations (5) and (6), and the turning radius R and the rotation angle Δ ), (4) (step S23), and the future position (X(t), Y(t)) of the vehicle A is estimated (step S24).

However, while the vehicle A is stopped, the measured values of the vehicle speed V and the yaw rate Yr cannot be acquired. Therefore, while the vehicle A is stopped, the virtual vehicle speed, which is the virtual value of the vehicle speed after the vehicle A has started, is set as the vehicle speed V, and the virtual vehicle speed is substituted into the equation (5). A virtual yaw rate, which is a virtual value of the yaw rate after the vehicle A starts moving, is set as the yaw rate Yr, and the virtual yaw rate is substituted into equation (6). Then, the turning radius R and the rotation angle .DELTA..theta. thus determined are substituted into the equations (3) and (4) (step S25), and the future position (X(t), Y(t)) of the vehicle A is estimated. (Step S24).

The virtual vehicle speed is stored as virtual vehicle speed information in the memory 14 of the ECU 11, and may be a predetermined vehicle speed value, or may be a vehicle speed value learned from acceleration when the vehicle A has started in the past. It may be a constant value, or it may be a value that increases over time.

The virtual yaw rate is set, for example, by obtaining the steering angle from the detection signal of the steering angle sensor 23 while the vehicle A is stopped, and calculating from the steering angle and the virtual vehicle speed. The steering angle takes a positive value when the steering mechanism is turned to the right from the steering angle midpoint, and takes a negative value when it is turned to the left. It takes a positive value when turning left, and takes a negative value when turning left. Therefore, the positive and negative values of the virtual yaw rate represent the turning direction of the vehicle A after it starts moving.

<Collision prediction>
FIG. 5 is a diagram for explaining the vehicle area AA(t).

In order to predict the collision between the target T and the vehicle A, the ECU 11 as an example of the area setting means creates a rectangular vehicle area AA surrounding the vehicle A positioned at the future position (X(t), Y(t)). (t) is set. A straight line extending from the center C of the vehicle A to the right in the vehicle width direction, where r is the distance between the center C of the vehicle A and the four vertices (angles) P1, P2, P3, and P4 of the vehicle area AA(t). is the angle formed by the straight line connecting the center C and the vertex P1 with respect to the vehicle area AA(t), the X coordinate P1x(t) and the Y coordinate P1y(t) of the vertex P1 of the right front corner in the vehicle area AA(t) are given by the formula ( 7) and (8).

P1x(t)=X(t)+rcos(θ−Δθ) (7)
P1y(t)=Y(t)+rsin(θ−Δθ) (8)

The X-coordinate P2x(t) and Y-coordinate P2y(t) of the vertex P2 of the left front corner are represented by equations (9) and (10), respectively.

P2x(t)=X(t)+rcos(π−θ−Δθ) (9)
P2y(t)=Y(t)+rsin(π−θ−Δθ) (10)

The X-coordinate P3x(t) and Y-coordinate P3y(t) of the vertex P3 of the left rear corner are represented by equations (11) and (12), respectively.

P3x(t)=X(t)+rcos(π+θ−Δθ) (11)
P3y(t)=Y(t)+rsin(π+θ−Δθ) (12)

The X-coordinate P4x(t) and Y-coordinate P4y(t) of the vertex P4 of the right rear corner are represented by equations (13) and (14), respectively.

P4x(t)=X(t)+rcos(2π−θ−Δθ) (13)
P4y(t)=Y(t)+rsin(2π−θ−Δθ) (14)

The distance r is variably set according to each function of the collision warning function, the primary braking function and the secondary braking function. Specifically, the distance r is set to a smaller value as the degree of urgency of the control for actuating each function of the collision warning function, the primary brake function and the secondary brake function is higher. Since the secondary brake function aims to avoid collisions and reduce collision damage, a delay in the activation of the secondary brake function may increase the impact damage. Since the purpose of the primary brake function is to encourage the driver to take action to avoid a collision, the delay in its activation does not directly lead to collision damage. less urgent than the control that activates the Since the purpose of the collision warning function is to notify the driver of the possibility of a collision before the automatic braking is activated, the control for activating the collision warning function is less urgent than the control for activating the primary brake function. . Therefore, the distance r is set to a predetermined value r1 for the secondary brake function, the distance r is set to a value r2 larger than the value r1 for the primary brake function, and the collision warning function In other words, the distance r is set to a value r3 which is even larger than the value r2.

The ECU 11 sets the distance r to r1, and the coordinates (P1x(t ), P1y(t)), coordinates of vertex P2 (P2x(t), P2y(t)), coordinates of vertex P3 (P3x(t), P3y(t)) and coordinates of vertex P4 (P4x(t), P4y(t)) is determined. Then, it is determined whether or not the future position (X'(t), Y'(t)) of the target T is included in the vehicle area AA(t) determined by those vertices P1 to P4. is within the vehicle area AA(t), the possibility of collision between vehicle A and target T is predicted for the secondary braking function. Therefore, it is determined that "collision predicted (possibility of collision)".

The ECU 11 sets the distance r to r2, and coordinates (P1x(t), P1y( t)), coordinates of vertex P2 (P2x(t), P2y(t)), coordinates of vertex P3 (P3x(t), P3y(t)) and coordinates of vertex P4 (P4x(t), P4y(t) ) is required. Then, it is determined whether or not the future position (X'(t), Y'(t)) of the target T is included in the vehicle area AA(t) determined by those vertices P1 to P4. is included in the vehicle area AA(t), the possibility of collision between vehicle A and target T is predicted for the primary braking function. Therefore, it is determined that "collision predicted (possibility of collision)".

The ECU 11 sets the distance r to r3, and coordinates (P1x(t), P1y( t)), coordinates of vertex P2 (P2x(t), P2y(t)), coordinates of vertex P3 (P3x(t), P3y(t)) and coordinates of vertex P4 (P4x(t), P4y(t) ) is required. Then, it is determined whether or not the future position (X'(t), Y'(t)) of the target T is included in the vehicle area AA(t) determined by those vertices P1 to P4. is included in the vehicle area AA(t), the possibility of collision between vehicle A and target T is predicted for the collision warning function As a result, it is determined that "there is a collision prediction (there is a possibility of collision)".

<Operation function determination processing>
FIG. 6 is a flow chart showing the flow of operation function determination processing.

Based on the result of the collision prediction, the ECU 11 executes function determination processing to determine which of the collision warning function, the primary brake function, and the secondary brake function is to be activated.

In the operation function determination process, when it is determined that "there is a collision prediction" when the distance r=r1 (YES in step S41), the operation of the secondary brake function is determined (step S42).

If it is not determined that "collision is predicted" when the distance r=r1 (NO in step S41), and if it is determined that "collision is predicted" when the distance r=r2 (YES in step S43), the primary brake Activation of the function is determined (step S44).

If it is not determined that "collision is predicted" when the distance r=r1 or r2 (NO in step S43), and if it is determined that "collision is predicted" when the distance r=r3 (YES in step S45) ), it is determined to activate the collision warning function (step S46).

If it is not determined that "there is a collision prediction" at any of the distances r=r1, r2, r3 (NO in step S45), any one of the collision warning function, the primary brake function and the secondary brake function It is also determined that the function is not to be activated (step S47).

<Effect>
As described above, in order to selectively activate the collision warning function, the primary brake function, and the secondary brake function, when the vehicle A is stopped, the vehicle A is started from a stopped state based on the virtual vehicle speed and the virtual yaw rate. The future position (X(t), Y(t)) of the vehicle A after this is predicted. By using the virtual vehicle speed and the virtual yaw rate to predict the future position (X(t), Y(t)), the future position (X(t), Y(t)) can be predicted with high accuracy. The time series of future positions represents the course of vehicle A after it has started. Therefore, even if the position of the vehicle A does not change while waiting for a right turn at an intersection or while the vehicle is stopped due to a temporary stop, the course of the vehicle A when the vehicle A starts can be accurately predicted. Therefore, a collision between the vehicle A and the target T on that route can be predicted.

In order to predict the collision between the vehicle A and the target T, specifically, the future position (X(t), Y(t)) of the vehicle A after a predetermined time is predicted, and the predicted future position A vehicle area AA(t) surrounding (X(t), Y(t)) is set. The vehicle area AA(t) is set to a size corresponding to each of the collision warning function, primary braking function and secondary braking function. On the other hand, the future position (X'(t), Y'(t)) of the target T after a predetermined time is predicted. Then, it is determined whether the future position (X'(t), Y'(t)) of the target T is included in the vehicle area AA(t), and the future position (X'(t) of the target T is determined. ), Y′(t)) is included in the vehicle area AA(t), one of the collision warning function, the primary brake function and the secondary brake function is determined according to the size of the vehicle area AA(t). is activated. As a result, the collision warning function, the primary braking function, and the secondary braking function can be operated at appropriate timings.

The collision warning function, the primary brake function, and the secondary brake function are classified according to the degree of urgency of operation, and the size of the vehicle area AA(t) is set smaller as the degree of urgency increases. As a result, the collision warning function, the primary brake function and the secondary brake function can be operated at appropriate timings according to the degree of urgency of their respective operations. That is, a function with a relatively low degree of urgency to activate, that is, a collision warning, is set to have a large vehicle area AA(t), so it should be activated at an early stage when the vehicle A and the target T are approaching each other. can be done. On the other hand, for functions with a relatively high degree of urgency to operate, that is, the primary brake function and the secondary brake function, the size of the vehicle area AA(t) is set small, so the collision between the vehicle A and the target T is It can be activated at a stage when the possibility of

<Modification>
Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

For example, in the above-described embodiment, the distance r between the center C of the vehicle A and the four vertices (angles) P1, P2, P3, and P4 of the vehicle area AA(t) is the secondary brake function and the primary brake function. A configuration in which constant values r1, r2, and r3 are set for each function and each function of the collision warning function has been taken up. Not limited to this, the distance r may be variably set according to the behavior of the vehicle A (turning situation, acceleration/deceleration situation, etc.).

As an example, when the vehicle A turns to the right, the vehicle A is considered to move in the right direction. and the vertices P2 and P3 may be set to relatively small values. When the vehicle A turns to the left, it is considered that the vehicle A will move leftward. may be set to a relatively small value.

When the vehicle A is accelerating, the distance r between the center C and the vertices P1 and P2 is set to a relatively large value, and the distance r between the center C and the vertices P3 and P4 is set to a relatively small value. can be set to When the vehicle A decelerates, the distance r between the center C and the vertices P3 and P4 is set to a relatively large value, and the distance r between the center C and the vertices P1 and P2 is set to a relatively small value. can be set to

In the above-described embodiment, while the vehicle A is running, the vehicle A's future position (X(t), Y(t)) is estimated using the measured values of the vehicle speed V and the yaw rate Yr. It is assumed that the future position (X(t), Y(t)) of vehicle A is estimated using the virtual vehicle speed and the virtual yaw rate while the vehicle is stopped. However, even if the yaw rate Yr and the virtual yaw rate are not used, if the turning direction of the vehicle A is actually measured or predicted, and the turning direction and the vehicle speed of the vehicle A are used, the accuracy of the estimation decreases, but for example, the turning radius R and rotation angle .DELTA..theta. are predetermined fixed values, the future position (X(t), Y(t)) of vehicle A can also be estimated. Further, the future position (X(t), Y(t)) of vehicle A can also be estimated using the actual measurement value or virtual value of the steering angle of vehicle A and the vehicle speed of vehicle A.

Further, not only the virtual vehicle speed but also the future position of the vehicle A ( X(t), Y(t)) may be estimated. The virtual acceleration may be the acceleration when the vehicle A was started in the past. Note that the virtual acceleration may correspond to the past degree of accelerator operation by the driver of vehicle A, or may be based on a predetermined trigger (e.g., when the preceding vehicle starts moving, when the traffic light changes from red to when the vehicle A is stopped). If the vehicle has an automatic start function that automatically starts based on the fact that the vehicle has changed to green, etc., the predetermined value may be set regardless of the degree of accelerator operation. This predetermined value may be a predetermined value, or may be a value according to the situation of the external world recognized by the camera 21 or the like.

The collision warning function, the primary braking function and the secondary braking function are given as examples of driving support functions, but in addition to these functions, lane keeping assistance (LKA: Adaptive Cruise Control (ACC) function that allows vehicle A to follow the preceding vehicle, parking assist function that assists steering when parking vehicle A in the parking position, and driver control function. A Blind Spot Monitor (BSM) function that monitors blind spots can be exemplified.

Further, the external world recognition means is not limited to recognizing the front of the vehicle, but may be, for example, recognizing the rear of the vehicle. Applicable.

In addition, various design changes can be made to the above configuration within the scope of the matters described in the claims.

1: Driving support system 11: ECU (driving support device, vehicle position prediction means, area setting means, target position prediction means, judgment means, function activation means)
A: Vehicle AA: Vehicle area T: Target

Claims (3)

A device that is mounted on a vehicle and supports driving of the vehicle with a plurality of driving support functions,
vehicle position prediction means for predicting a future position of the vehicle after a predetermined time;
an area setting means for variably setting a vehicle area surrounding the future position with a size corresponding to the driving support function;
target position prediction means for predicting a future position of the target after the predetermined time;
determination means for determining whether or not the future position of the target predicted by the target position prediction means is included in the vehicle area set by the area setting means;
Function activation means for activating the driving support function according to the size of the vehicle area including the future position when the determination means determines that the future position of the target is included in the vehicle area. and including
The area setting means is
setting the vehicle area to a rectangular area having two vertices P1 and P4 on the right side of the future position of the vehicle and two vertices P2 and P3 on the left side of the future position of the vehicle;
When the vehicle turns right, the distances between the future position of the vehicle and the vertices P1 and P4 are set to relatively large values, and the distances between the future position of the vehicle and the vertices P2 and P3 are set to relatively large values. set the distance of to a relatively small value, and
When the vehicle turns left, the distances between the future position of the vehicle and the vertices P2 and P3 are set to relatively large values, and the distances between the future position of the vehicle and the vertices P1 and P4 are set to relatively large values. A driving assistance device that sets the distance to a relatively small value . The plurality of driving support functions are classified according to the degree of urgency of operation,
2. The driving assistance device according to claim 1, wherein said area setting means sets the size of said vehicle area to be smaller as the degree of urgency of said driving assistance function is higher. The area setting means is
When the vehicle is accelerating, the distances between the future position of the vehicle and the vertices P1 and P2 on the front side of the future position of the vehicle are set to relatively large values, and the future position of the vehicle and the distance of the vehicle are set to relatively large values. setting the distance between each of the vertices P3 and P4 on the rear side of the future position to a relatively small value;
When the vehicle decelerates, the distances between the future position of the vehicle and the vertices P3 and P4 are set to relatively large values, and the distances between the future position of the vehicle and the vertices P1 and P2 are set to relatively large values. is set to a relatively small value .

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