WO2016152000A1

WO2016152000A1 - Safety confirmation assist apparatus, safety confirmation assist method

Info

Publication number: WO2016152000A1
Application number: PCT/JP2016/000740
Authority: WO
Inventors: 明江頭
Original assignee: 株式会社デンソー
Priority date: 2015-03-20
Filing date: 2016-02-12
Publication date: 2016-09-29
Also published as: JP2016175549A

Abstract

This safety confirmation assist apparatus captures, by a camera, a prescribed imaging region set around a vehicle, predicts the travelling trajectory of the vehicle within the imaging region, and detects an obstacle from the image captured by the camera. In addition, obstacle information related to an obstacle is obtained at a different position from the imaging position by the camera, and a determination on whether or not the vehicle will collide with the obstacle is made on the basis of the obstacle information. Next, a display device visible from the driver seat in the vehicle is controlled to display the captured image to which the travelling trajectory is added, and the determination on whether or not the vehicle will collide with the obstacle is reflected in the displaying mode of the display device.

Description

Safety confirmation support device, safety confirmation support method

Cross-reference of related applications

This application is based on Japanese Application No. 2015-57604 filed on March 20, 2015, the contents of which are incorporated herein by reference.

The present disclosure relates to a safety confirmation support device (apparatus) and a safety confirmation support method (method) that support safety confirmation of a driver of a vehicle.

In order to support vehicle driver safety confirmation, a technology has been developed that displays an image of the surroundings of a vehicle on a vehicle-mounted monitor. The driver can grasp surrounding obstacles and the like from the displayed image. In addition to displaying a photographed image, a technique has been proposed that guides driving by predicting the traveling trajectory of the vehicle in the image and displaying the predicted traveling trajectory together (Patent Literature). 1).

JP 2002-120594 A

However, with the proposed technology, the predicted travel trajectory is simply superimposed on the captured image, so the positional relationship between the obstacle in the image and the predicted travel trajectory (whether it collides with the obstacle or behind the obstacle) It may be difficult for the driver to grasp whether or not the vehicle will collide with the vehicle, and eventually it must be visually confirmed.

This disclosure is intended to provide a display technique that allows a driver to easily grasp whether or not an obstacle in an image of a display device collides with a predicted traveling trajectory of a vehicle.

As an example of the present disclosure, a safety confirmation support device and a safety confirmation support method capture a predetermined imaging region set around a vehicle with a camera, predict a traveling trajectory of the vehicle in the imaging region, and capture the camera An obstacle is detected from the image. Also, obstacle information related to the obstacle is acquired at a position different from the shooting position of the camera, and it is determined whether or not the vehicle collides with the obstacle based on the obstacle information. Then, a display installed at a position visible from the driver's seat of the vehicle is controlled, and a traveling track is added to the captured image of the camera for display, and a determination result as to whether the vehicle collides with an obstacle is displayed. This is reflected in the display mode of the display.

In this way, obstacle information is separately acquired at a position different from the shooting position of the camera, and the display mode of the display device is made different depending on the presence or absence of a collision between the vehicle and the obstacle determined based on the obstacle information. Thus, the driver can intuitively grasp whether or not the vehicle collides with the obstacle from the display on the display. As a result, it is not necessary to visually check the obstacle, and the driver can easily check the safety.

The above and other objects, features, and advantages of the present disclosure will become more apparent from the following detailed description with reference to the accompanying drawings.
It is explanatory drawing which shows the structure of the safety confirmation assistance apparatus of a present Example. It is explanatory drawing which shows the imaging area | region of the camera set around the vehicle of a present Example, and the detection area | region of an information acquisition device (radar). It is explanatory drawing which shows the indicator provided in the vehicle of a present Example. It is a flowchart which shows the safety confirmation assistance process performed with the safety confirmation assistance apparatus of a present Example. It is explanatory drawing which shows the example by which a guide line is displayed on the indicator of a present Example by the collision aspect. It is explanatory drawing which shows the example by which a guide line is displayed on the indicator of a present Example in a collision avoidance aspect. It is explanatory drawing which expands and shows the example by which the shadow of an obstruction is attached | subjected to the circumference | surroundings of the overlapping part of a guide line and an obstruction with the indicator of a present Example. It is explanatory drawing which shows the example by which a guide line is displayed in the collision avoidance aspect on the display of a 1st modification. It is explanatory drawing which shows the example in which a guide line is displayed on the indicator of a 2nd modification. It is explanatory drawing which shows the example in which a guide line is displayed on the indicator of a 3rd modification. It is explanatory drawing which shows the example which acquires obstruction information with the safety confirmation assistance apparatus of a 4th modification. It is explanatory drawing which shows the example which acquires obstruction information with the safety confirmation assistance apparatus of a 5th modification. It is explanatory drawing which shows the example which adds a guide line to the front image of a vehicle with the safety confirmation assistance apparatus of a 6th modification. It is explanatory drawing which shows the example applied to HUD as a display of a 7th modification.

Hereinafter, examples will be described in order to clarify the contents of the disclosure of the present application described above.

(A. Device configuration)
FIG. 1 shows the configuration of a safety confirmation support apparatus 10 of this embodiment. The safety confirmation support apparatus 10 of the present embodiment is configured to function as an electronic control unit or an electronic control circuit. It is mounted on a vehicle (also referred to as a host vehicle or a target vehicle) and supports driver's safety confirmation. As shown in the figure, the safety confirmation support apparatus 10 includes a camera 11, a traveling trajectory prediction unit 12, a rudder angle detector 13, a vehicle speed detector 14, a display control unit 15, a display 16, and an obstacle detection. A component such as a unit 17, an information acquisition unit 18, and a collision determination unit 19 are provided. Note that these components 12 to 19 are conceptually classified by focusing on the functions of the safety confirmation support apparatus 10, and each of them does not necessarily exist physically independently. Each of these can be configured by various devices, electronic components, integrated circuits, computers including CPUs and memories, computer programs, or combinations thereof.

The camera 11 is attached to the vehicle and images a predetermined imaging area set around the vehicle. The camera 11 of this embodiment captures a moving image. The traveling trajectory prediction unit 12 is connected to a steering angle detector 13 that detects a steering angle of the vehicle (an angle at which the driver turns the steering wheel) and a vehicle speed detector 14 that detects a traveling speed (vehicle speed) of the vehicle. Based on the steering angle and the vehicle speed, the traveling track of the vehicle is predicted.

The display control unit 15 controls the display 16 that can display an image to display a photographed image of the camera 11, and the traveling trajectory predicted by the traveling trajectory prediction unit 12 passes through the photographing region of the camera 11. In this case, the traveling track is added to the captured image and displayed. The obstacle detection unit 17 analyzes an image captured by the camera 11 and detects an obstacle in the captured image.

The information acquisition unit 18 acquires information on the obstacle (obstacle information) at a position different from the shooting position of the camera 11. The information acquisition unit 18 according to the present embodiment is a so-called radar, which emits radio waves (millimeter waves) toward a predetermined detection area set around the vehicle and receives the reflected waves to check whether there is an obstacle. Acquire the position etc. as obstacle information. Note that information is used not only as countable nouns but also as countable nouns, and a plurality of pieces of information are equivalent to a plurality of information items. The collision determination unit 19 determines whether or not the vehicle collides with the obstacle based on the obstacle information acquired by the information acquisition unit 18.

The display control unit 15 of this embodiment is connected to the obstacle detection unit 17 and the collision determination unit 19 and switches the display mode of the display 16 according to the determination result of the collision determination unit 19.

FIG. 2 shows a shooting area of the camera 11 and a detection area of the information acquisition unit 18 (radar) set around the vehicle 1 of the present embodiment. As shown in the drawing, a pair of left and right cameras 11 are provided on the side surface of the vehicle 1, and an area from the camera 11 toward the rear of the vehicle 1 is set as a shooting area, and includes a rear side portion of the vehicle 1. Yes. Note that the vehicle 1 of the present embodiment does not have a side mirror (door mirror), but instead has a side mirror in which the area reflected on the side mirror is set as a shooting area and is shot with the camera 11. It has become.

Further, a pair of left and right radars as information acquisition devices 18 are provided at the rear end of the vehicle 1, and detection areas are set on the left and right rear sides of the vehicle 1, partially overlapping with the shooting area of the camera 11. Yes. Note that the information acquisition unit 18 is not limited to a radar as long as it can detect the presence or absence or position of an obstacle, and may be a sonar that detects sound waves or a laser sensor that detects light.

FIG. 3 shows the indicator 16 provided in the vehicle 1 of the present embodiment. As shown in the figure, the display 16 is installed in a pair of left and right windows (so-called A pillars) 3 on the left and right sides of the windshield 2 (the left display 16 is not shown). A display screen composed of a liquid crystal display or the like is directed to the driver (driver's seat). In the vehicle 1 of the present embodiment, instead of the side mirror, the left and right of the image captured by the camera 11 are reversed and displayed on the display 16. The driver can check the rear side from the side surface of the vehicle 1 by looking at the display 16 as with the side mirror. Note that the position where the display 16 is installed is not limited to the A pillar as long as it is visible from the driver's seat, and may be embedded in the left and right ends of the dashboard 4 or in the door panel, for example. Further, a photographed image of the camera 11 may be displayed using a display 5 of a car navigation system installed at substantially the center of the dashboard 4 as a display.

(B. Safety confirmation support processing)
FIG. 4 shows a flowchart of a safety confirmation support process (also referred to as a safety confirmation support method) executed by the safety confirmation support apparatus 10 (or electronic control unit) of the present embodiment.

The described flowchart includes a plurality of sections (or referred to as steps), and each section is expressed as, for example, S110. Further, each section can be divided into a plurality of subsections, while a plurality of sections can be combined into one section. Each section can be referred to as a device, module, or unique name, for example, a detection section can be referred to as a detection device, detection module, detector. In addition, the section includes (i) not only a section of software combined with a hardware unit (eg, a computer) but also (ii) a section of hardware (eg, an integrated circuit, a wiring logic circuit) and related devices. It can be realized with or without the function. Furthermore, the hardware section can be included inside the microcomputer.

When the safety confirmation support process is started, first, data of a rear image of the vehicle 1 taken by the camera 11 is acquired (S101).

Subsequently, it is determined whether or not the shift lever of the vehicle 1 is in the reverse (R) position (S102). As described above, in this embodiment, when the traveling track of the vehicle 1 passes through the imaging region of the camera 11, the traveling track can be added to the captured image and displayed on the display 16. When the shift lever is not in the reverse (R) position (S102: no), the traveling trajectory is not added to the rear image of the vehicle 1, and the captured image of the camera 11 is reversed left and right and displayed on the display 16 as it is. It is displayed (S103). Thereby, the driver can check the rear of the vehicle 1 with the image displayed on the display device 16 in the same manner as the side mirror. When the reverse image is displayed on the display device 16 in this way, the process returns to the top of the safety confirmation support process, and the image data captured by the camera 11 is acquired again (S101).

On the other hand, when the shift lever is in the reverse (R) position (S102: yes), the traveling path of the vehicle 1 is predicted based on the steering angle and the vehicle speed (S104). The traveling track depends not only on the rudder angle but also on the vehicle speed. If the rudder angle is the same, the turning radius increases as the vehicle speed increases. In the present embodiment, a traveling track of a predetermined distance (for example, 1.5 vehicle length) is predicted from the rear wheel of the vehicle 1 toward the rear. The travel trajectory may be predicted for at least the imaging region of the camera 11.

Following the prediction of the traveling trajectory, the image data captured by the camera 11 is analyzed to determine whether there is an obstacle in the captured image (S105). In this embodiment, a person or an object included in a range where there is a possibility of colliding with the vehicle 1 when viewed from the position of the camera 11 is detected as an obstacle. For example, a plurality of templates of silhouettes of various obstacles are prepared in advance, and a silhouette that matches one of the templates exists in a predetermined range (for example, a range from the vehicle 1 to 0.5 vehicle length) in the photographed image. An obstacle may be detected based on whether or not to do so, or an obstacle in a predetermined range may be detected by comparison (parallax) with an image taken from a position different from the camera 11. In addition, an obstacle may be detected (specified) from the captured image based on the obstacle information acquired by the information acquisition unit 18.

If there are no obstacles in the captured image of the camera 11 (S105: no), the captured image of the camera 11 is reversed left and right and displayed on the display 16 and a guide line representing the traveling trajectory predicted in S104 is reversed. (S106). Thereby, the driver can not only confirm the rear of the vehicle 1 on the display of the display 16 but also can register the destination of the vehicle 1 moving backward. Note that the color of the guide line displayed in S106 is set to yellow.

On the other hand, when there is an obstacle in the captured image of the camera 11 (S105: yes), when the traveling trajectory predicted in S104 is added to the captured image, the traveling trajectory is superimposed on the obstacle in the image. (That is, whether or not the traveling track of the vehicle 1 seems to collide with an obstacle as viewed from the position of the camera 11) is determined (S107). If the traveling track does not overlap the obstacle in the image (S107: no), the guide line is superimposed on the horizontally reversed image and displayed on the display 16 (S106). In this case, the driver can easily grasp from the display on the display 16 that the traveling track of the vehicle 1 does not collide with an obstacle. When the reverse image and the guide line are displayed on the display 16 in this way, the process returns to the top of the safety confirmation support process.

On the other hand, when the traveling track of the vehicle 1 is superimposed on the obstacle in the captured image of the camera 11 (S107: yes), the information acquisition unit 18 (radar) uses the obstacle information such as the presence or absence of the obstacle and the position thereof. (S108), and based on the obstacle information, it is determined whether or not the vehicle 1 collides with the obstacle (S109). Since the information acquisition unit 18 acquires the obstacle information at a position different from the shooting position of the camera 11, even if the information acquisition unit 18 appears to collide with the obstacle from the shooting position of the camera 11, the information acquisition unit 18 has an obstacle. From the information, it is not always determined that the vehicle collides with the obstacle, and it may be determined that the vehicle does not collide.

When it is determined that the vehicle 1 collides with the obstacle based on the obstacle information (S109: yes), the captured image of the camera 11 is reversed left and right and displayed on the display 16 and the obstacle in the image is displayed. The guide lines are displayed in a collision mode in which the guide lines overlap with each other (S110). Note that the color of the guide line displayed in S110 is set to red. On the other hand, when it is determined that the vehicle 1 does not collide with an obstacle (S109: no), the captured image of the camera 11 is reversed left and right and displayed on the display 16 and superimposed on the obstacle in the guide line. The guide line is displayed in a collision avoidance mode in which the portion (superimposed portion) is not displayed (S111). Note that the color of the guide line displayed in S111 is set to yellow. In this way, when a reverse line is displayed with a guide line added in a display mode according to the determination result of whether or not it collides with an obstacle, the process returns to the top of the safety confirmation support process and the above-described series of processes is repeated.

(C. Guide line display example)
As described above, in this embodiment, it is possible to add the traveling trajectory of the vehicle 1 to the captured image of the camera 11 and display it on the display device 16, and to collide with an obstacle based on the obstacle information of the information acquisition device 18. A guide line (traveling trajectory) is displayed in a collision mode or a collision avoidance mode according to the determination result of whether or not to do so. Hereinafter, a display example of a guide line will be described.

FIG. 5 shows an example in which guide lines are displayed in a collision mode. As shown in FIG. 5A, the vehicle 1 moves backward while turning the handle to the right, and the traveling track passes through the imaging area of the camera 11 on the right side. Further, there is an obstacle on the right rear side of the vehicle 1, and this obstacle is detected in the captured image of the camera 11 and the traveling trajectory is superposed (when viewed from the position of the camera 11, the traveling trajectory is an obstacle). (It seems to collide with). Although the obstacle behind the obstacle is a blind spot as seen from the position of the camera 11, the obstacle information at the blind spot can be acquired by the information acquisition unit 18 (radar) at the right rear end of the vehicle 1. In the example of (a) of 5, an obstacle is detected in the detection area of the information acquisition unit 18, and it is determined that the vehicle 1 collides with the obstacle.

Therefore, the display mode of the guide line (traveling trajectory) is set to the collision mode, and as shown in FIG. 5B, the display unit 16 overlaps the obstacles in the captured image (front side). A guide line is displayed. By doing so, it is possible to impress the driver who has seen the display device 16 that the traveling track of the vehicle 1 collides with an obstacle (cannot wrap around behind). In this embodiment, the guide line is displayed in red (yellow when there is no collision), or a mark indicating a collision (collision mark) is added to the collision location. Can be emphasized. It should be noted that a distance guide line indicating a distance from the vehicle 1 is attached to the guide line of the present embodiment every predetermined distance (for example, 1 m).

On the other hand, FIG. 6 shows an example in which the guide line is displayed in a collision avoidance mode. In the example shown in (a) of FIG. 6, as in (a) of FIG. 5, the traveling track of the vehicle 1 that moves backward while turning the steering wheel to the right passes through the imaging region of the right camera 11, and the vehicle 1 Obstacles on the right rear of the camera 11 are detected in the captured image of the camera 11, and the traveling track is superimposed on the obstacle (when viewed from the position of the camera 11, the traveling track appears to collide with the obstacle). is there. However, according to the information acquiring unit 18 (radar) at the right rear end of the vehicle 1, since the obstacle is not detected in the detection area, the vehicle 1 does not collide with the obstacle (can go around behind the obstacle). To be judged.

Therefore, the display mode of the guide line (traveling track) is set to the collision avoidance mode, and as shown in FIG. 6B, the display unit 16 erases the overlapping portion with the obstacle in the traveling track. (Hidden), the guide line of the non-overlapping part is displayed. In this way, by erasing the portion of the guide line that is hidden behind the obstacle and not visible, the traveling track of the vehicle 1 turns around behind the obstacle to the driver who has seen the display 16 and the obstacle. You can impress that it doesn't collide with.

Further, in this embodiment, when the guide line is displayed in a collision avoidance manner, an obstacle shadow is added around the overlapping portion of the guide line and the obstacle as shown in an enlarged view in FIG. In addition, a light and dark gradation is applied so that the shadow becomes thinner toward the outside from the outline of the obstacle on the near side of the guide line. Thereby, since a sense of depth can be produced, it can be further emphasized that the traveling track can go behind the obstacle (does not collide with the obstacle).

As described above, in the safety confirmation support device 10 of the present embodiment, when the traveling path of the vehicle 1 is added to the captured image of the camera 11 and displayed on the display 16, behind the obstacle detected in the captured image. Information on (dead angle) is acquired by an information acquisition unit 18 (radar) at a position different from that of the camera 11. And the judgment result of the presence or absence of the collision between the vehicle 1 and the obstacle based on the obstacle information is reflected in the display mode of the display 16 and, in the case of a collision, the guide line is displayed in the collision mode (overlap with the obstacle). On the other hand, when there is no collision, the guide line is displayed in a collision avoidance mode (erasing the overlapping portion with the obstacle). By changing the display mode in this way, the driver can intuitively know whether the vehicle 1 collides with an obstacle (whether it can wrap around behind) from the display on the display 16. It becomes. As a result, it is not necessary to visually check the obstacle, and safety confirmation is easy.

(D. Modification)
There are several variations in the above-described embodiment. Hereinafter, these modified examples will be briefly described.

(D-1. First Modification)
In the above-described embodiment, when the display mode of the guide line (traveling track) is set to the collision avoidance mode, the overlapping portion with the obstacle in the guide line is erased (not displayed). . However, the collision avoidance mode of the guide line is not limited to this, and can be distinguished from the collision mode, as long as it is a display mode that impresses that the traveling track does not collide with the obstacle (it can go around behind the obstacle). Good.

FIG. 8 shows an example in which the guide line is displayed in a collision avoidance manner on the display 16 of the first modified example, and the illustrated example is the same situation as (a) of FIG. As shown in the figure, the guide line of the portion that does not overlap the obstacle (the portion that is not hidden by the obstacle) in the traveling track is displayed as a solid line on the display 16, whereas the overlapping portion with the obstacle ( The guide line of the part hidden behind the obstacle is displayed as a broken line (hidden line). In this way, the driving line of the vehicle 1 is obstructed by the driver who viewed the display 16 by changing the drawing mode of the guide line between the portion that is not hidden behind the obstacle and the portion that is not visible behind the obstacle. It can be impressed that it does not collide with obstacles by going behind the object. In addition, the drawing mode (drawing line) of the overlapping portion is not limited to the broken line, and may be a mode that can be distinguished from the non-overlapping portion.

(D-2. Second Modification)
In the above-described embodiment, the display mode of the guide line is changed according to the determination result of the presence or absence of the collision between the vehicle 1 and the obstacle based on the obstacle information of the information acquisition unit 18. However, in addition to the guide line, a display based on the obstacle information of the information acquisition unit 18 is added to the display unit 16 so that the driver can grasp whether the vehicle 1 collides with the obstacle. Good.

FIG. 9 shows an example in which a guide line is displayed on the display 16 of the second modification. As shown in FIG. 9A, the traveling track of the vehicle 1 that moves backward while turning the handle to the right passes through the imaging region of the right camera 11, and the obstacle on the right rear of the vehicle 1 is the camera 11. The traveling trajectory is superimposed on the obstacle (when viewed from the position of the camera 11, the traveling trajectory appears to collide with the obstacle). Also, an obstacle is detected in the detection area of the information acquisition unit 18 (radar) at the right rear end of the vehicle 1, and obstacle information such as the position and size of the obstacle is acquired. In the example of FIG. 9A, the traveling track and the obstacle are in a positional relationship that does not collide. In the second modified example, based on the obstacle information, a collision warning range that may collide with the obstacle is calculated if the traveling track is within the range.

In the display device 16, as shown in FIG. 9B, the left and right sides of the image captured by the camera 11 are reversed, and a guide line (traveling trajectory) is displayed on the inverted image, and the collision warning range is displayed. Is displayed. By doing so, the driver who has seen the display unit 16 will collide with an obstacle if the guide line is in the collision warning range, and will not collide with the obstacle unless the guide line is in the collision warning range. Can show.

(D-3. Third Modification)
FIG. 10 shows an example in which guide lines are displayed on the display 16 of the third modification. The illustrated example is a situation similar to (a) of FIG. 5, and is a case where it is determined that the vehicle 1 collides with an obstacle based on the obstacle information of the information acquisition unit 18. The display 16 displays a guide line (running trajectory) superimposed on a reversed image obtained by inverting the left and right of the image captured by the camera 11, and in addition, a warning display (characters and figures) for warning a collision is added. Is done. In the illustrated example, a graphic indicating the position of the collision is imitated as a warning display, imitating the vehicle 1. On the other hand, when it is determined that the vehicle 1 does not collide with an obstacle, a warning display is not added, and only a guide line is displayed on the reverse image.

By doing this, it is possible to indicate to the driver who has seen the display 16 that the vehicle collides with the obstacle if the warning display is attached and does not collide with the obstacle if the warning display is not attached. The warning display of the third modification can also be applied to the above-described embodiment, the first modification, and the second modification, and the warning display when it is determined that the vehicle 1 collides with an obstacle. By adding, the collision can be further emphasized.

(D-4. Fourth Modification)
In the above-described embodiment, a radar is used as the information acquisition unit 18; however, obstacle information may be acquired using a camera instead of the radar. FIG. 11 shows an example in which obstacle information is acquired by the safety confirmation support device 10 of the fourth modified example. As shown in FIG. 11A, in the fourth modification example, from the rear end of the vehicle 1 separately from the camera 11 that captures the rear from the side surface of the vehicle 1 (referred to as “side camera” in the fourth modification example). A back camera 21 that captures the rear is provided as an information acquisition unit, and a shooting area (side shooting area) of the side camera 11 and a shooting area (back shooting area) of the back camera 21 partially overlap.

In the example of FIG. 11A, the obstacle is included in both the side photographing region and the back photographing region, and the obstacle is determined by comparing (parallax) the photographed image of the side camera 11 and the photographed image of the back camera 21. Obstacle information such as the position and size of the can be acquired. Further, information behind an obstacle that becomes a blind spot when viewed from the position of the side camera 11 can be acquired from the position of the back camera 21. Therefore, even if the vehicle 1 appears to collide with an obstacle in the captured image of the side camera 11, as shown in FIG. 11B, the traveling trajectory is behind the obstacle in the captured image of the back camera 21. If it appears to pass, it can be determined that the vehicle 1 does not collide with an obstacle.

In addition, when determining whether the vehicle 1 collides with an obstacle from the photographed image of the back camera 21, a sonar that detects the approach of the obstacle may be used in combination. For example, if an obstacle is not detected by sonars (not shown) provided at the left and right rear ends of the vehicle 1, the vehicle 1 is captured by the back camera 21 as shown in FIG. It can be determined that the area that appears immediately after is the ground without an obstacle (ground area). Then, the ground region and a region having continuity in hue and brightness of the image are also estimated as the ground, and if the traveling path passes through the region estimated as the ground, it is determined that the vehicle 1 does not collide with the obstacle. May be.

(D-5. Fifth Modification)
In the above-described embodiment, the information acquisition unit 18 is provided separately from the camera 11, but the camera 11 can also be used as an information acquisition unit. FIG. 12 shows an example in which obstacle information is acquired by the safety check support device 10 of the fifth modified example. The illustrated example is a case where the vehicle 1 is moving forward and once passes by an obstacle and then going backward. In the figure, the past position of the vehicle 1 is shown with hatching.

In the fifth modified example, the photographed image of the camera 11 is stored (recorded), and the obstacle such as the position and size of the obstacle is compared by comparing the current photographed image with the past photographed image. Get material information. In the example shown in the figure, an obstacle is included in the current photographed image of the camera 11, but behind the obstacle is a blind spot as viewed from the current photographing position. On the other hand, even if the past photographed image is the same camera 11, the photographing position and the photographing region are different, so that information on the blind spot in the current photographed image can be acquired from the past photographed image.

(D-6. Sixth Modification)
In the above-described embodiment, the case where a guide line (traveling track) is added to a rear image mainly for backward confirmation on the assumption that the vehicle 1 is moving backward is described. However, the present invention is not limited to this. It can be applied to check the surroundings.

FIG. 13 shows an example in which a guide line is added to the front image of the vehicle 1 by the safety check support device 10 of the sixth modified example. As shown in FIG. 13A, in the sixth modification, a front camera 31 that captures the front from the front end of the vehicle 1 and a side camera 32 that captures the front from the side surface (side mirror) of the vehicle 1 are provided. Thus, the shooting area (front shooting area) of the front camera 31 and the shooting area (side shooting area) of the side camera 32 partially overlap. Then, the photographed image of the front camera 31 is displayed on the display 5 (see FIG. 3) as a display device installed in the approximate center of the dashboard 4.

In the example of FIG. 13 (a), the vehicle 1 moves forward while turning the steering wheel to the right, and the traveling track passes through the front photographing area. Further, an obstacle on the left front side of the vehicle 1 is included in both the front shooting area and the side shooting area, and the position of the obstacle is determined by comparison (parallax) between the captured image of the front camera 31 and the captured image of the side camera 32 Obstacle information such as size and size can be acquired. Since the shooting positions of the front camera 31 and the side camera 32 are different, the side camera 32 is displayed even if the vehicle 1 does not collide with the obstacle (passes through the obstacle) in the photographed image of the front camera 31. From the captured image, it may be determined that the vehicle 1 collides with an obstacle. In the illustrated example, it is determined that the vehicle 1 has collided. Although the side camera 32 of the sixth modification corresponds to an information acquisition device, the information acquisition device of the sixth modification is not limited to the side camera 32 and acquires obstacle information using a radar or sonar. May be.

Then, based on the determination that the vehicle 1 collides with the obstacle, the display 5 has a guide line (traveling trajectory) superimposed on the photographed image of the front camera 31, as shown in FIG. 13 (b). In addition to this, a warning display (a graphic showing the position of the collision by imitating the vehicle 1) is added. On the other hand, when it is determined that the vehicle 1 does not collide with an obstacle, a warning display is not added. Note that the color of the guide line may be changed depending on whether or not the vehicle 1 and the obstacle collide. For example, the color of the guide line is red when there is a collision, and the color of the guide line is yellow when there is no collision. It may be.

Thus, the driver can change the display mode of the display 5 (indicator) according to the determination result of the presence or absence of the collision between the vehicle 1 and the obstacle based on the captured image of the side camera 32, so that the driver can From the display, it is possible to intuitively grasp whether the vehicle 1 collides with an obstacle (whether it can pass through the front).

(D-7. Seventh Modification)
In the sixth modified example described above, the display 5 installed in the approximate center of the dashboard 4 is used as a display. However, the display is not limited to this, and a head-up display (hereinafter referred to as “HUD”) that displays a virtual image superimposed on the scenery in front of the vehicle 1 can also be used.

FIG. 14 shows an application example to the HUD as a display of the seventh modification. The illustrated example is the same situation as in FIG. The HUD projects an image from a HUD main body (not shown) mounted in the dashboard 4 onto a windshield (display area) 6 of the windshield 2 so that the image is superimposed on the front view seen through the windshield 2 from the driver's seat. Is displayed as a virtual image. Further, the front camera 31 of the seventh modified example is adapted to take an image similar to the front scenery seen from the driver's seat.

Then, based on the positional relationship of the traveling track in the photographed image of the front camera 31, the display position of the traveling track in the display area 6 of the windshield 2 is determined, and an image of the guide line is projected from the HUD body. A guide line is displayed as a virtual image over the scenery in front. At this time, if it is determined that the vehicle 1 collides with an obstacle based on the image taken by the side camera 32, the warning display is added by projecting the warning display image onto the display area 6. On the other hand, when it is determined that the vehicle 1 does not collide with an obstacle, a warning display is not added. In this way, the driver can intuitively determine whether the vehicle 1 collides with an obstacle (whether it can pass through the front) or not from the virtual image display that overlaps the scenery in front, as in the sixth modification. It becomes possible to grasp.

Although the present disclosure has been described with reference to the embodiments, it is understood that the present disclosure is not limited to the embodiments and structures. The present disclosure includes various modifications and modifications within the equivalent range. In addition, various combinations and forms, as well as other combinations and forms including only one element, more or less, are within the scope and spirit of the present disclosure.

Claims

A safety confirmation support device (10) for supporting safety confirmation of a driver of a vehicle,
A camera (11) for photographing a predetermined photographing region set around the vehicle;
A travel trajectory prediction unit (12) for predicting the travel trajectory of the vehicle in the imaging region;
An obstacle detection unit (17) for detecting an obstacle from a photographed image of the camera;
An information acquisition unit (18) for acquiring obstacle information relating to the obstacle at a position different from the shooting position of the camera;
A collision determination unit (19) for determining whether or not the vehicle collides with the obstacle based on the obstacle information;
An indicator (16) installed at a position visible from the driver's seat of the vehicle;
A display control unit (15) for controlling the display unit, adding the traveling trajectory to the captured image of the camera and displaying the same, and reflecting a determination result of the collision determination unit on a display mode of the display unit; Safety confirmation support device.
The safety confirmation support device according to claim 1,
When the collision determination unit determines that the display control unit does not collide when the overlapping portion where the traveling track overlaps the obstacle in the captured image, the overlapping portion of the traveling track Safety confirmation support device that hides.
The safety confirmation support device according to claim 1,
When the collision determination unit determines that the display control unit does not collide when the overlapping portion where the traveling track overlaps the obstacle in the captured image, the overlapping portion of the traveling track A safety confirmation support device that displays a drawing line with a different aspect from other parts.
The safety confirmation support device according to claim 1,
The display control unit adds a collision warning range indicating that the vehicle collides with the obstacle when the traveling track is within the range, along with the traveling track, to the captured image and displays the collision warning range on the display unit. Let safety confirmation support device.
The safety confirmation support device according to any one of claims 1 to 4,
When the collision determination unit determines that the collision has occurred, the display control unit adds a character or a graphic for warning the collision together with the traveling trajectory to the captured image and displays it on the display unit. apparatus.
A safety confirmation support method for supporting safety confirmation of a vehicle driver,
A photographing step (S101) of photographing a predetermined photographing region set around the vehicle with a camera;
A travel trajectory prediction step (S104) for predicting the travel trajectory of the vehicle in the imaging region;
An obstacle detection step (S105) for detecting an obstacle from a photographed image of the camera;
An information acquisition step (S108) for acquiring obstacle information relating to the obstacle at a position different from the shooting position of the camera;
A collision determination step (S109) for determining whether or not the vehicle collides with the obstacle based on the obstacle information;
The indicator installed at a position visible from the driver's seat of the vehicle is controlled to display the image taken by the camera with the traveling track added thereto, and the determination result of the collision determination step is displayed on the display unit. A safety confirmation support method comprising: a display control step (S106, S110, S111) to be reflected in the aspect.