JP7312379B2 - Driving support device - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving assistance device that assists collision avoidance with a preceding vehicle.

In order to avoid a collision with a preceding vehicle, some vehicles, especially automobiles, support the driver of the vehicle by displaying a warning display, generating a warning sound, limiting acceleration, etc., on the assumption that the risk of collision increases when the vehicle is too close to the preceding vehicle.

Patent Literature 1 discloses that when the own vehicle is approaching the preceding vehicle and the preceding vehicle is decelerating, the braking force for collision avoidance is made larger than usual by suddenly approaching the preceding vehicle.

JP 2004-164189 A

By the way, the own vehicle may temporarily approach the preceding vehicle based on the intention of the driver of the own vehicle. For example, in order to overtake a preceding vehicle, the vehicle is accelerated while changing its course to pass by the preceding vehicle. When overtaking, the end of the front end of the own vehicle on the side opposite to the steering direction in the vehicle width direction temporarily approaches the rear end of the preceding vehicle, and a situation is likely to occur in which driving assistance such as the above-described warning display, generation of warning sound, and acceleration limitation is performed. Such execution of driving assistance accompanying overtaking causes the driver of the host vehicle to feel uncomfortable, partly because the driver is intentionally approaching the preceding vehicle. In particular, when the acceleration is limited by the driving assistance, it hinders the speedy overtaking of the vehicle, and the driver feels a great sense of discomfort.

SUMMARY OF THE INVENTION The present invention has been made in consideration of the circumstances described above, and its object is to provide a driving support system capable of preventing or suppressing unnecessary driving support for collision avoidance with a preceding vehicle.

In order to achieve the above object, the present invention adopts the following solutions . i.e.
a preceding vehicle detection means for detecting a preceding vehicle in front of the own vehicle;
determination area setting means for setting a determination area for collision risk determination in front of the own vehicle;
collision risk determination means for determining that there is a collision risk when at least part of the preceding vehicle detected by the preceding vehicle detection means enters the determination area;
and collision risk warning means for warning an occupant of the own vehicle when the collision risk determination means determines that there is a collision risk.
lateral movement detection means for detecting lateral movement of the own vehicle;
with
The judgment area setting means sets the judgment area to be the first judgment area when the vehicle is traveling in a lane-maintaining lane,
the judgment area setting means, when the lateral movement of the vehicle is detected by the lateral movement detection means, sets an area of the first judgment area at least at the front end in the traveling direction of the own vehicle and on the opposite side to the direction of the lateral movement as a second judgment area, and
The first determination area is set so that the length in the vehicle width direction of the front end in the traveling direction is shorter than the length in the vehicle width direction of the rear end in the traveling direction,
The first determination area is set such that the length in the traveling direction of the own vehicle is larger when the speed of the own vehicle is higher than when the speed of the own vehicle is lower.
(corresponding to claim 1).

According to the above solution method, when the own vehicle overtakes the preceding vehicle, even if the driver of the own vehicle intentionally approaches the preceding vehicle, it becomes difficult for the preceding vehicle to enter the determination area, and the driving support by the warning is prevented or suppressed. As a result, the driver of the own vehicle does not feel strange, and it is preferable for smooth overtaking. In addition, it is preferable to appropriately set the length of the determination area in the traveling direction of the vehicle according to the vehicle speed, thereby preventing or suppressing unnecessary driving assistance while avoiding the risk of collision. In particular, when the own vehicle overtakes, the own vehicle is inevitably laterally moved, but when the own vehicle is laterally moved, the reduced second determination area is used to prevent or suppress a situation in which it becomes difficult for the preceding vehicle to be overtaken to enter the second determination area, and unnecessary driving assistance is performed by an alarm.

On the premise of the above solution method, the following solution method can be further adopted. i.e.
The first determination area can be set such that the front end in the traveling direction is narrower inward in the vehicle width direction than the rear end in the traveling direction (corresponding to claim 2). In this case, the effect corresponding to claim 1 can be obtained in overtaking from either the left or right side.

The first determination area may be set so as to be symmetrical in the vehicle width direction (corresponding to claim 3). In this case, the effect corresponding to claim 1 can be obtained in overtaking from either the left or right side.

The first determination area can be set so that the length in the vehicle width direction gradually decreases toward the front in the traveling direction of the host vehicle (corresponding to claim 4). In this case, it is possible to prevent or suppress a situation in which the farther preceding vehicle that can be avoided by steering becomes more difficult to enter the first determination area and unnecessary driving assistance is performed.

The determination area setting means may change the direction in which the first determination area is set according to the steering angle or yaw rate of the host vehicle (corresponding to claim 5 ). In this case, it is preferable to appropriately set the determination area corresponding to the direction of travel of the host vehicle to prevent or suppress situations in which driving assistance is performed unnecessarily while avoiding the risk of collision.

The lateral movement detection means may detect the lateral movement of the vehicle based on at least one of the steering angle of the vehicle, the yaw rate, and the operation status of the direction indicator (corresponding to claim 6 ). In this case, lateral movement of the vehicle can be detected using devices and sensors that are generally equipped on the vehicle.

According to the present invention, it is possible to prevent or suppress a situation in which driving assistance for avoiding a collision with a preceding vehicle is performed unnecessarily.

FIG. 4 is a simplified plan view showing a setting example of a preceding vehicle detection area and a determination area set in front of the host vehicle; FIG. 10 is a diagram showing an example of determination area setting; A simplified plan view showing a situation in which one's own vehicle is about to overtake a preceding vehicle. 1 is a block diagram showing an example of a control system of the present invention; FIG. The figure which shows an example of a warning display. The figure which shows another example of a warning display. 4 is a flowchart showing a control example of the present invention; The figure which shows the 2nd example of a determination area. The figure which shows the 3rd example of a determination area. The figure which shows the 4th example of a determination area. The figure which shows the 5th example of a determination area. FIG. 5 is a simplified plan view showing an example in which the determination area is oriented in the traveling direction of the host vehicle; FIG. 10 is a diagram showing a variable determination area before and after reduction; 4 is a time chart showing an example of control when the determination area is temporarily reduced;

In FIG. 1, V1 is the own vehicle, and VB is the preceding vehicle running in front of the own vehicle V1.
The host vehicle V1 and the preceding vehicle VB are traveling in the same lane in the same direction.

A detection area D and a determination area H are set in front of the host vehicle V1. The detection area D is for detecting a preceding vehicle existing in front of the host vehicle V1. The determination area H is included in the detection area D. As shown in FIG. The determination area H serves as a criterion for determining whether or not there is a risk of collision with the preceding vehicle VB. That is, when at least part of the preceding vehicle VB enters the determination area H (when the vehicle overlaps), it is determined that there is a risk of collision, and at least one of warning display, generation of an alarm sound, and acceleration limitation is performed on (the driver of) the own vehicle V1 (execution of driving assistance).

The detection area D has an elliptical shape elongated in the traveling direction of the vehicle V1, and its length in the vehicle width direction is sufficiently larger than the vehicle width of the vehicle V1. In addition, the length of the detection area D in the front-rear direction (that is, the length in the traveling direction of the own vehicle V1) is made sufficiently large so that the preceding vehicle existing at a considerable distance can be detected. The length of the detection area D in the longitudinal direction may be a constant value, or may be variable so that it increases as the speed of the vehicle V1 increases (for example, when the speed of the vehicle V1 is 100 km/h, the length is 80 to 100 m, and when the speed of the vehicle V1 is 60 km/h, the length is 30 to 40 m).

The determination area H is shorter than the detection area D in both the longitudinal direction and the vehicle width direction. A specific setting example of the determination area H will be described with reference to FIG. Basically, the determination area H is set so that the closer it is to the own vehicle V1, the easier it is determined that there is a collision risk (the farther it is from the own vehicle V1, the less likely it is determined that there is a collision risk). In particular, the determination area H is set so that its front end is reduced inward in the vehicle width direction as compared to its rear end.

First, the determination area H is set as a symmetrical trapezoidal shape in plan view from above. The length of the lower base of the trapezoidal determination area H is indicated by L1, the length of the upper base is indicated by L2, and the height (length in the traveling direction) is indicated by L3.

In the judgment area H, the length in the vehicle width direction of the rear end in the direction of travel of the vehicle V1 is the length of the lower base L1, the length in the width direction of the front end in the direction of travel is the length of the upper base L2, and the length in the front-rear direction (the direction in which the vehicle V1 travels) is the height L3.

The length of the lower base L1 is set equal to or slightly larger than the vehicle width of the vehicle V1 (for example, the width of the vehicle V1 extends to the left and right by about 10c0 to 15 cm). The length of the upper base L2 is set shorter than the length of the lower base L1. Specifically, the length of the upper base L2 is a value obtained by multiplying the length of the lower base L1 by a predetermined reduction rate value (for example, 0.2 to 0.3).

The length of the height L3 can be a constant value, but it is preferable to be a variable value that is changed based on the vehicle speed and THW (TIME HEADWAY). In the embodiment, the headway time THW is set to a constant value (for example, 0.3 to 0.4 seconds), and the distance obtained by multiplying the headway time THW by the vehicle speed of the vehicle V1 is set as the height L3. For example, when the headway time THW is 0.3 seconds and the vehicle speed of the vehicle V1 is 100 km/h (=approximately 27.8 m/second), the height L3 is set to 0.3×27.8 m=8.34 m. As is well known, the headway time THW is the time from when the preceding vehicle reaches a certain reference position until the host vehicle V1 reaches this reference position.

FIG. 3 shows a state in which the host vehicle V1 is about to overtake the preceding vehicle VB from the right side on a two-lane road. In FIG. 3, T1 to T3 are division lines (boundary lines) that divide roads. A dividing line T1 indicates the boundary with the opposite lane. A dividing line T2 indicates the left end position of the road. A dividing line T3 is a dividing line drawn between the dividing lines T1 and T2. The right road R1 is between the lane markings T1 and T2, and the left road R2 is between the lane markings T2 and T3.

In FIG. 3, the preceding vehicle VB is traveling on the left road R2. Then, the own vehicle V1 changes course (laterally moves) from traveling on the left road R2 to the right road R1 in order to overtake the preceding vehicle VB, and crosses the lane marking T3.

In FIG. 1, the host vehicle V1 has a sufficient inter-vehicle distance from the preceding vehicle VB, so the preceding vehicle VB exists within the detection area D but does not exist within the determination area H. FIG. On the other hand, in FIG. 3, the own vehicle V1 approaches the preceding vehicle VB while accelerating, and is slightly shifted from the preceding vehicle VB in the lateral direction (passing direction).

In FIG. 3, since the own vehicle V1 has approached the preceding vehicle VB, the front end of the determination area H is positioned forward of the rear end of the preceding vehicle VB. However, since the determination area H has a shorter width in the vehicle width direction at the leading end in the traveling direction as described above (because it is set to be reduced toward the inner side in the vehicle width direction), (at least part of) the preceding vehicle VB does not exist within the determination area H. As a result, it is assumed that there is no risk of collision, and driving assistance such as warning is not performed.

Here, in FIG. 3, consider a case where a virtual determination area HK is set as indicated by a dashed line. This virtual determination area HK corresponds to the case where the length in the vehicle width direction is the same over the entire length of the traveling direction of the own vehicle V1 (when the upper base L2 in FIG. 2 is set to the same length as the lower base L1). In this case, as is clear from FIG. 3, a portion of the preceding vehicle VB enters the virtual judgment area HK, so that driving assistance such as warning display, generation of warning sound, or acceleration limitation is executed, which gives the driver a sense of discomfort.

FIG. 4 shows an example of a control system installed in the host vehicle V1. In FIG. 4, U is a controller (control unit) configured using a microcomputer. A controller U determines whether or not there is a collision risk using the determination area H, and when the collision risk is high, at least one or any two or more of warning display, alarm sound generation, and acceleration limitation are provided.

The controller U receives signals from various devices or sensors S1 to S5. S1 is a camera that captures an image in front of the own vehicle V1, and is used to determine the attributes of the preceding vehicle VB, the distance (inter-vehicle distance to the own vehicle V1), and the lateral positional relationship of the preceding vehicle VB with respect to the own vehicle V1 from the image information obtained by the camera S1. S2 is a radar radiated in front of the vehicle V1, and is used for determining the attributes of the preceding vehicle VB, the distance (inter-vehicle distance to the vehicle V1), and the lateral positional relationship of the preceding vehicle VB with respect to the vehicle V1, based on the information obtained by the radar S2.

S3 is a vehicle speed sensor for detecting the vehicle speed of the own vehicle V1, and the obtained vehicle speed is used for setting the longitudinal lengths of the detection area D and the determination area H, and the like. S4 is a steering angle sensor for determining whether or not the driver of the vehicle V1 is intentionally moving the vehicle V1 laterally based on the detected steering angle. S5 is a yaw rate sensor that detects the yaw rate of the vehicle V1, and is used to determine whether or not the driver of the vehicle V1 is intentionally moving the vehicle V1 laterally based on the detected yaw rate.

The controller U controls various devices S11 to S13 for driving assistance when it is determined that there is a collision risk. S11 is a warning display unit set on the meter panel that is visually observed by the driver of the vehicle V1. For example, it can be displayed as appropriate in a liquid crystal display type meter panel, and displays a warning when driving assistance is executed (the warning display will be described later).

S12 is a PCM (power control module) that controls the engine output to limit acceleration for driving support, and can also include control of automatic braking to obtain large deceleration.

S13 is a speaker, which generates an alarm sound when driving assistance is executed. The content of the warning sound can be, for example, "You are too close to the preceding vehicle" or "There is a danger of colliding with the preceding vehicle."

5 and 6 respectively show examples of warning displays (contents displayed in the warning display section S11) displayed on the instrument panel when it is determined that there is a risk of collision. In the example of the warning display shown in FIG. 5, an own vehicle image 21 showing the own vehicle V1 and lane markings 22 on both sides of the own vehicle image 21 are displayed, and a warning portion 23 consisting of a light pattern extending in the vehicle width direction is lit and displayed in front of the own vehicle image 21. The warning unit 23 can be displayed in a color such as red or orange that is excellent in attracting attention, for example, in order to enhance the driver's recognition.

In the warning display example shown in FIG. 6, an own vehicle image 31 showing the own vehicle V and an annular warning portion 32 surrounding the own vehicle image 31 are displayed. For example, the warning unit 32 normally turns off (hidden) or displays in green when the preceding vehicle VB is detected in the detection area D, and when it is determined that there is a risk of collision, the warning unit 32 may be lit in red or orange, or alternatively or additionally may be displayed in blinking.

The warning display is not limited to the examples shown in FIGS. 5 and 6, and an appropriate display mode can be selected. In addition, the warning display may be performed by character display, and in this case, the voice content of the attention call uttered by the speaker S13 described above may be the character display.

Next, a control example of the present invention will be described with reference to the flowchart shown in FIG. In addition, in the example of FIG. 7, the outputs from the sensors S4 and S5 are not used. Also, in the following description, Q indicates a step.

First, in Q1, information processing regarding preceding objects detected by the camera S1 and the radar S2 is performed. In Q2, it is determined whether or not the preceding object is to be determined. In this Q2, if the detected object is a moving object, is traveling in the same direction as the own vehicle V1, and (at least part of) the preceding object exists within the detection area D, the preceding object is determined to be the preceding vehicle to be determined. Note that when a plurality of preceding vehicles are detected within the detection area D, the preceding vehicle closest to the own vehicle V1 is determined.

When the determination in Q2 is YES, in Q3, the determination area H is calculated (set) based on the headway time THW and the vehicle speed of the host vehicle V1, as described above. After that, in Q4, it is determined whether or not at least part of the preceding vehicle to be determined overlaps the determination area H (exists within the determination area H).

When the determination in Q4 is YES, the requested acceleration/deceleration of the host vehicle V1 is calculated in Q5. This processing of Q4 is for executing driving assistance by limiting acceleration, and is determined, for example, in consideration of the relative speed (relative approach speed) to the preceding vehicle to be determined and the inter-vehicle distance. That is, the greater the relative speed in the direction of approach to the preceding vehicle or the smaller the inter-vehicle distance, the higher the risk of collision.
When the acceleration is indicated by a positive value and the deceleration is indicated by a negative value, the acceleration can be limited to deceleration by, for example, engine braking (for example, about -0.4 m/sec). Also, if the approaching relative speed is low or if there is some margin in the inter-vehicle distance, some acceleration can be allowed.

After Q5, in Q6, driving assistance for collision risk avoidance is executed. In the process of Q6, the acceleration is limited to the value calculated in Q5, and driving assistance is performed by the above-described warning display and warning sound generation. The collision risk avoidance driving support executed in Q6 can be performed by any one of acceleration limitation, warning display, and warning sound generation, or by any combination of two or more, and other driving support (for example, automatic brake operation) may be performed.

8 to 11 show setting examples of other determination areas corresponding to the determination area H, respectively. In each example, in plan view, the shape is set so as to be bilaterally symmetrical with the center line of the vehicle V1 in the vehicle width direction, and the upward direction in the figure is the traveling direction of the vehicle V1. Further, in each example, the length in the vehicle width direction of the rear end of the determination area in the direction of travel (the end near the own vehicle V1) is the same as the length of the lower base L1 in the determination area H shown in FIG. 3 (the same applies to the determination area shown in FIG. 13).

The determination area H2 shown in FIG. 8 is set so that the vehicle width direction length is divided into three stages in the front-rear direction, and the vehicle width direction length becomes shorter toward the front. It should be noted that the longer the vehicle width direction length of the region, the longer the length in the front-rear direction. The vehicle width direction length can be divided into two stages or four stages or more.

The determination area H3 shown in FIG. 9 has a rectangular shape on the side nearer to the vehicle V1, and a triangular shape on the side farther from the vehicle V1 so that the length in the vehicle width direction gradually decreases.

A judgment area H4 shown in FIG. 10 is formed in a substantially semi-elliptical shape so that the length in the vehicle width direction gradually decreases toward the front (upward in the figure).

A determination area H5 shown in FIG. 11 is set in a triangular shape having an apex at the center of the forward end in the traveling direction.

8 to 11, similar to the determination area H shown in FIGS. 1 and 2, each of the determination areas H2 to H5 has a front end in the direction of travel of the vehicle V1, compared to the rear end in the direction of travel, and is reduced inward in the vehicle width direction. As a result, it is possible to prevent or suppress a situation in which the farther preceding vehicle that can be avoided by steering makes it more difficult for the preceding vehicle VB to enter the determination areas H, H2 to H5, and unnecessary driving assistance is performed.

FIG. 12 shows an example in which the directivity direction of the judgment area H shown in FIG. 2 is directed toward the traveling direction of the host vehicle V1. A line segment Hm in FIG. A line segment V1m is a center line indicating the center of the vehicle V1 in the vehicle width direction. The angle formed by each center line Hm and V1m is indicated by symbol α.

The angle α is 0 when the host vehicle V1 is traveling straight. The magnitude of the angle α is changed according to the steering angle of the host vehicle V1. For example, the angle α is increased in proportion to the steering angle. In this manner, the pointing direction of the determination area H is set toward the traveling direction of the host vehicle V1. The angle α can also be changed according to the yaw rate instead of the steering angle. Further, it is possible to set a predetermined angle to the operating direction side of the direction indicator of the host vehicle V1 as the angle α.

FIG. 13 shows an example in which the determination area H6 is reduced in size in accordance with the driving operation of laterally moving the own vehicle V1 during overtaking. Specifically, the determination area H6 is normally a rectangular determination area H6-1 as indicated by the solid line in FIG. When the own vehicle V1 is laterally moved, the determination area H6-1 is changed to a reduced determination area H6-2 as indicated by the dashed line in the drawing. A reduced determination area H6-2 is shown as a hatched portion in the drawing. The lateral movement of the vehicle V1 can be detected, for example, when the sensor S4 detects that the driver of the vehicle V1 has operated the steering wheel beyond a predetermined level, when the sensor S5 detects a yaw rate greater than a predetermined magnitude, or when the direction indicator of the vehicle is actuated.

In the example of FIG. 13, the judgment area H6-2 is reduced so that the end opposite to the steering direction gradually moves inward in the vehicle width direction as it goes forward. More specifically, the reduced judgment area H6-2 is reduced such that the end of the judgment area H6-1 on the side opposite to the steering direction (lateral movement direction of the own vehicle V1) gradually faces inward in the vehicle width direction as it goes forward. FIG. 13 corresponds to the case where the own vehicle V1 laterally moves to the right (when the vehicle is steered to the right), and when the own vehicle V1 laterally moves to the left (when the vehicle is steered to the left), the area opposite to that shown in FIG. 13 is reduced inward in the vehicle width direction.

When the own vehicle V1 moves laterally while accelerating in order to overtake, the part where the possibility of colliding with the preceding vehicle VB increases is the end of the front end of the own vehicle V1 on the opposite side to the steering direction. The reduction of the determination area H6 can also be performed stepwise in the front-rear direction. The degree of reduction of the determination area H6 may be increased as the degree of acceleration of the host vehicle V1 is increased.

When the variable determination area H6 is set, instead of or in addition to the reduction in the vehicle width direction, the front end position of the determination area H6-1 may be reduced toward the rear as a whole (the longitudinal length of the determination area H6 is shortened).

The determination area H6-1 is not limited to the shape shown in FIG. 13, and may have an appropriate shape such as the shape shown in FIG. For example, as shown in FIG. 2, when the length in the vehicle width direction of the front end in the traveling direction is set to be shorter than the length in the vehicle width direction of the rear end in the traveling direction, it is preferable to reduce the front end in the traveling direction of the judgment area H6-1 so as to offset it rearward as a whole.

The determination area can be temporarily reduced in the longitudinal direction by, for example, temporarily setting the headway time THW to a small value. This point will be described with reference to the time chart of FIG. First, in FIG. 14, before time t1, lateral movement of the vehicle V1 is not detected, and the headway time THW is set to a large default value (for example, 0.3 seconds). As a result, the judgment area (for example, H6-1) that is not reduced is obtained.

Time t1 is when the lateral movement of the vehicle V1 is detected. At this time, the headway time THW is set to the minimum value (for example, 0.1 seconds). As a result, the determination area is changed to a state in which it is reduced in the front-rear direction. At time t1, a countdown is started after the timer is set to a predetermined time (eg, 3 to 5 seconds). While the count of the timer does not end (while the predetermined time does not elapse), the determination area is kept reduced in the front-rear direction.

As the count value of the timer decreases, the headway time THW is gradually increased, and at time t2 after the predetermined time has elapsed, the headway time THW is returned to the default value. After that, the reduction of the judgment area is finished, and the normal judgment area (for example, H6-1) is restored.

Although the embodiments have been described above, the present invention is not limited to the embodiments, and can be appropriately modified within the scope of the claims. For example, as a warning for driving support, an appropriate method such as vibrating the steering wheel can be adopted. When traveling on a curve, the judgment area can also be set as a curved shape along the bend of the curve. Of course, the purpose of the present invention is not limited to those stated, but implicitly to provide those which are substantially preferred or expressed as advantages.

INDUSTRIAL APPLICABILITY The present invention can be used for vehicles that provide driving assistance regarding collision risk.

V1: Own vehicle VB: Leading vehicle D: Detection area H: Judgment area L1: Bottom length (width direction length of rear end of judgment area in traveling direction)
L2: Length of the upper base (length in the vehicle width direction of the front end of the determination area in the traveling direction)
L3: Height (the length of the determination area in the traveling direction)
U: Controller S1: Camera (preceding vehicle information detection)
S2: Radar (preceding vehicle information detection)
S3: Sensor (vehicle speed detection)
S4: Sensor (rudder angle = lateral movement detection)
S5: Sensor (yaw rate = lateral movement detection)
S11: Warning display section S12: PCM (acceleration limit)
S13: Speaker (generate alarm sound)
H2-H6: Judgment area (Fig. 8-Fig. 12)

Claims (7)

a preceding vehicle detection means for detecting a preceding vehicle in front of the own vehicle;
determination area setting means for setting a determination area for collision risk determination in front of the own vehicle;
collision risk determination means for determining that there is a collision risk when at least part of the preceding vehicle detected by the preceding vehicle detection means enters the determination area;
and collision risk warning means for warning an occupant of the own vehicle when the collision risk determination means determines that there is a collision risk.
lateral movement detection means for detecting lateral movement of the own vehicle;
with
The judgment area setting means sets the judgment area to be the first judgment area when the vehicle is traveling in a lane-maintaining lane,
the judgment area setting means, when the lateral movement of the vehicle is detected by the lateral movement detection means, sets an area of the first judgment area at least at the front end in the traveling direction of the own vehicle and on the opposite side to the direction of the lateral movement as a second judgment area, and
The first determination area is set so that the length in the vehicle width direction of the front end in the traveling direction is shorter than the length in the vehicle width direction of the rear end in the traveling direction,
The first determination area is set such that the length in the traveling direction of the own vehicle is larger when the speed of the own vehicle is higher than when the speed of the own vehicle is lower.
A driving support device characterized by: In claim 1,
The driving assistance device, wherein the first determination area is set such that a front end in the traveling direction is narrower inward in the vehicle width direction than a rear end in the traveling direction. In claim 2,
The driving support device, wherein the first determination area is set so as to be symmetrical in the width direction of the vehicle. In any one of claims 1 to 3,
The driving assistance device, wherein the first determination area is set so that the length in the vehicle width direction gradually decreases toward the front in the traveling direction of the own vehicle. In any one of claims 1 to 4 ,
The driving support device, wherein the determination area setting means changes the direction in which the first determination area is set according to the steering angle or yaw rate of the host vehicle. In any one of claims 1 to 5 ,
The driving support device, wherein the lateral movement detection means detects the lateral movement of the vehicle based on at least one of a steering angle of the vehicle, a yaw rate, and an operating condition of a turn signal lever. In any one of claims 1 to 6,
The driving assistance device, wherein the second determination area is such that the greater the acceleration of the vehicle, the larger the degree of reduction of the region of the first determination area on the side opposite to the lateral movement direction of the vehicle.

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