WO2020003932A1

WO2020003932A1 - Driving assistance device

Info

Publication number: WO2020003932A1
Application number: PCT/JP2019/022270
Authority: WO
Inventors: 敬亮竹内; 広治高橋; 智大久保
Original assignee: 日立オートモティブシステムズ株式会社
Priority date: 2018-06-29
Filing date: 2019-06-05
Publication date: 2020-01-02
Also published as: JP6975856B2; JPWO2020003932A1

Abstract

Driving assists have been insufficient because whether or not a vehicle will collide with an obstacle when leaving a garage, has not been determined. On the assumption that a vehicle 700 is turned to the left side while moving forward along a traveling route 702 created from the current steering angle, the vehicle 700 is expected to be positioned in a future position 703. A search region 704 is set in an area lateral to the inner wheel side of a vehicle 700' in the future position 703. The search region 704 is a rectangular region defined by the distance d from the traveling route 702 and the vehicle length p. In the present embodiment, in the case where an obstacle 705 is located near the outer wheel side of the vehicle 700', it is determined that the vehicle 700' will not collide with the obstacle 705. On the other hand, in the case where an obstacle 706 is located inside the search region 704, it is determined that the vehicle 700' will collide with the obstacle 706.

Description

Driving support device

The present invention relates to a driving support device.

In recent years, parking assist devices that automate the parking of vehicles have been put into practical use for the purpose of reducing driver operations and preventing accidents. Specifically, the parking assist device calculates a route from the current position to the target parking position, performs steering and acceleration / deceleration on behalf of the driver, and automatically travels and parks on the route. In addition, the parking assist device detects obstacles around the vehicle and automatically stops or decelerates the vehicle if it determines that the vehicle may collide with the obstacle during parking. Has functions.

On the other hand, when exiting from a parking lot or the like, when an obstacle such as another parked vehicle or a building structure is approaching the side of the host vehicle and exiting while turning by the driver's own steering, If the steering angle and the steering start position are not appropriate, there is a possibility that the side surface of the vehicle body of the host vehicle will contact or collide with an obstacle due to the difference between the inner wheels and the outer wheels of the vehicle. Patent Document 1 discloses an example of a driving assistance device that assists in avoiding a collision with a side surface of a vehicle when the vehicle is turning.
According to Patent Literature 1, the driving support apparatus synthesizes an overhead image from images captured by cameras installed at a plurality of positions of the vehicle, and further calculates a locus of a vehicle corner corresponding to a steering angle. Is superimposed on the overhead video.

JP 2012-66616 A

(4) In the device described in Patent Document 1, it is not determined whether or not the vehicle collides with an obstacle when the vehicle leaves the vehicle, and the driving support is insufficient.

A driving assistance device according to the present invention is a driving assistance device that assists a driver in taking out a vehicle from a vehicle, based on input information from an external sensor that detects an obstacle in the exterior of the vehicle. An external world recognition unit that recognizes the obstacle that is present; a route calculation unit that calculates a travel route based on a current steering angle of the vehicle; and an external world that travels along the travel route calculated by the route calculation unit. A determining unit that determines whether or not the vehicle collides with the obstacle recognized by the recognizing unit.

According to the present invention, it is possible to accurately perform driving support when the vehicle is taken out of the vehicle.

1 is a system configuration diagram of a driving support device according to a first embodiment. FIG. 4 is a diagram in which a search area is provided on the inner wheel side of the vehicle. FIG. 4 is a diagram in which a search area is provided on the outer wheel side of the vehicle. 5 is a flowchart illustrating a collision determination operation in a collision determination unit. It is a system configuration diagram of a driving support device in a second embodiment. It is a system configuration diagram of a driving support device in a third embodiment.

[First Embodiment]
FIG. 1 is a system configuration diagram of the driving support device 1 according to the first embodiment of the present invention.
The driving support device 1 includes a driving support control unit 100, an external sensor 200, a vehicle sensor 300, in-

vehicle networks

400 and 401, a human-machine interface (hereinafter referred to as HMI) 500, a power steering 601, a transmission 602, an engine 603, and a brake. 604.

The driving support control unit 100 includes an external recognition unit 110, a route calculation unit 120, a collision determination unit 130, and a vehicle position estimation unit 140.
The outside world recognition unit 110 recognizes a space where the vehicle can be parked and obstacles around the vehicle using information input from an outside world sensor 200 described later. Further, the external world recognition unit 110 accumulates information input from the external world sensor 200 in the obstacle map 111 which is a memory in the external world recognition unit 110.

The route calculation unit 120 calculates a circular orbit having a turning radius corresponding to the current steering angle value input from the steering angle sensor 302 of the vehicle sensor 300.
Using the information on the obstacles around the vehicle input from the external recognition unit 110 and the information on the circular trajectory input from the route calculation unit 120, the collision determination unit 130 assumes that the vehicle has traveled on the circular trajectory. In this case, it is determined whether or not the vehicle collides with an obstacle.

The own vehicle position estimating unit 140 uses the wheel speed input from the wheel speed sensor 301 of the vehicle sensor 300 and the steering angle input from the steering angle sensor 302 to calculate the own vehicle position coordinates and yaw angle. Calculate location information.
The external sensor 200 detects an external space, an obstacle, and a road surface sign of the vehicle, and outputs the detected information to the external recognition unit 110. Specifically, it is composed of a camera, a sonar, a radar, or the like, or a combination thereof, but in the present embodiment, the type is not limited.

Depending on the type of the external sensor 200, the external sensor 200 and the external recognition unit 110 may be connected via an in-vehicle network 400 described later or may be directly connected via a dedicated interface. The form does not limit the connection form.
The vehicle sensor 300 is a general term for various sensors that detect the state of the vehicle. In the configuration of the present embodiment, at least a wheel speed sensor 301 that detects the wheel speed of the vehicle, and a steering angle sensor that detects the steering angle of the vehicle 302.

The vehicle-mounted network 400 is a network that connects the driving support control unit 100, the vehicle sensor 300, and the external sensor 200. The vehicle-mounted network 401 is a network that connects the driving support control unit 100 and a control unit (not shown) that controls the power steering 601, the transmission 602, the engine 603, the brake 604, and the like. The components connected to the on-

vehicle networks

400 and 401 can communicate with each other. The in-

vehicle networks

400 and 401 conform to the CAN (Controller Area Network) standard, but need not necessarily conform to the same standard.

The HMI 500 includes an operation unit 501, a display unit 502, and a speaker 503, and a driver or a passenger performs settings related to driving support and instructions to start and end driving support via the operation unit 501. Further, it receives notification information to the driver from other components, displays the content on the display unit 502 with characters or pictograms, and notifies the speaker 503 of an alarm sound or voice guidance.
The operation unit 501 may use a physical switch arranged near the driver's seat, or operate by touching a touch panel superimposed on the display unit 502 with a finger, and the like. The form is not limited.

FIG. 2 is a diagram in which a search area is provided on the inner wheel side of the vehicle 700. Prior to the description of the leaving support operation of the driving support device 1, an overview of the leaving support in the present embodiment will be described.
As shown in FIG. 2, the vehicle 700 is located at the current position 701 immediately before starting to leave the warehouse. Then, assuming that the vehicle 700 turns to the left while traveling forward along the traveling route 702 generated from the current steering angle, the vehicle 700 is predicted to be located at the future position 703. A search area 704 is set on the inner wheel side of the vehicle 700 'at the future position 703. The search area 704 is a rectangular area defined by the distance d from the traveling route 702 and the vehicle length p. In the present embodiment, when there is an obstacle 705 near the outer wheel side of the vehicle 700 ', it is not determined that the vehicle 700' collides with the obstacle 705. On the other hand, when the obstacle 706 is within the search area 704, it is determined that the vehicle 700 'collides with the obstacle 706. That is, when the obstacle 706 is within the predetermined distance d from the traveling route 702 calculated by the route calculating unit 120, it is determined that the obstacle 706 collides with the obstacle 706.

FIG. 2 illustrates the case where search region 704 is set on the inner wheel side of vehicle 700 ′. However, when vehicle 700 moves backward, search region 704 is set on the outer wheel side of vehicle 700 ′. This case will be described with reference to FIG.
As shown in FIG. 3, the vehicle 700 is located at the current position 701 immediately before starting to leave the warehouse. Then, assuming that the vehicle 700 has turned while moving backward along the traveling route 702 generated from the current steering angle, the vehicle 700 is predicted to be located at the future position 703. A search area 704 is set on the outer wheel side of the vehicle 700 'at the future position 703. The search area 704 is a rectangular area defined by the distance d from the traveling route 702 and the vehicle length p. In the present embodiment, when there is an obstacle 707 near the inner wheel side of the vehicle 700 ', it is not determined that the vehicle 700' collides with the obstacle 707. On the other hand, when the obstacle 708 is within the search area 704, it is determined that the vehicle 700 'collides with the obstacle 708. That is, when the obstacle 708 is within the predetermined distance d from the traveling route 702 calculated by the route calculation unit 120, it is determined that the obstacle 708 collides with the obstacle 708.

Next, a leaving assistance operation of the driving assistance device 1 according to the first embodiment will be described.
When the driver uses the HMI 500 to instruct the start of the retrieval support, the external recognition unit 110 operates the external sensor 200 to search for obstacles around the vehicle. When detecting the obstacle, the external sensor 200 outputs the coordinate value of the obstacle to the external recognition unit 110. Here, the coordinate value is a value in a relative coordinate system based on the own vehicle position.

The external world recognition unit 110 acquires the current vehicle position from the vehicle position estimation unit 140, and converts the coordinate value of the obstacle into a value in an absolute coordinate system based on the vehicle position when the engine is started, for example. Registered in the obstacle map 111. Such an operation of the external world recognition unit 110 is periodically executed.

In parallel with the operation of the external recognition unit 110, the route calculation unit 120 acquires the current steering angle value output by the steering angle sensor 302 via the on-vehicle network 400, and calculates the turning radius of the vehicle from the steering angle value. calculate. Next, the route calculation unit 120 calculates a circular orbit having the calculated turning radius as route information, and outputs the route information to the collision determination unit 130. When the steering angle is 0, the route calculation unit 120 outputs the straight trajectory to the collision determination unit 130 as route information. Such an operation of the route calculation unit 120 is periodically executed.

The collision determining unit 130 performs a collision determining operation each time the route information is input from the route calculating unit 120. FIG. 4 is a flowchart illustrating a collision determination operation in the collision determination unit 130. The program shown in this flowchart can be executed by a computer including a CPU, a memory, and the like. All or part of the processing may be realized by a hard logic circuit. Further, this program can be provided by being stored in a storage medium of the driving support device 1 in advance. Alternatively, the program may be stored and provided in an independent storage medium, or the program may be recorded and stored in the storage medium of the driving support device 1 via a network line. Various forms of computer readable computer program products, such as data signals (carrier waves), may be provided.

Hereinafter, the operation of the collision determination unit 130 will be described with reference to the flowchart shown in FIG.
In the process 800 of FIG. 4, the collision determination unit 130 determines whether the input from the route calculation unit 120 is a circular trajectory or a straight trajectory. If it is determined that the orbit is a circular orbit, the process proceeds to processing 801.
In a process 801, a variable N described later is set to an initial value of 1. Here, the variable N is an integer from 1 to a predetermined upper limit. Thereafter, the process proceeds to processing 802.

In process 802, a travel distance calculated at N × sample intervals is obtained. The sample interval is an interval for calculating the traveling distance. Thereafter, the process proceeds to processing 803.
In the process 803, when the route input from the route calculation unit 120 is a circular orbit, the collision determination unit 130 uses the information on the circular orbit to calculate a position where the vehicle is predicted to reach in the future (hereinafter, referred to as a future position). Is calculated. The future position is a position when the vehicle travels along a circular orbit at a traveling distance calculated at N × sample intervals. Thereafter, the process proceeds to step 804.

In step 804, the collision determination unit 130 sets the search area 704 to the side of the host vehicle at the future position. If the current traveling direction acquired by the collision determination unit 130 from the transmission 602 via the in-vehicle network 401 is forward, the search area 704 is set to the side on the inner wheel side as shown in FIG. On the other hand, if the current traveling direction is reverse, as shown in FIG. 3, it is set to the side on the outer ring side. This is because the side of the vehicle body on the inner wheel side protrudes from the circular orbit when turning while moving forward, and the side of the vehicle body on the outer wheel side protrudes from the circular track when turning while retreating.

Further, it is desirable that the size of the search area 704 be increased as the steering angle increases. This is because, when the steering angle is large, it is necessary to detect an obstacle on the side of the distant host vehicle, but as the distance increases, the measurement error of the external sensor 200 increases. This is because the possibility of erroneously determining that a collision should be determined when a collision should be determined when the user is located farther away is determined.

(2) As an example of the search area, consider a search area 704 within a distance d of the side surface on the inner wheel side of the vehicle when the vehicle moves forward and turns leftward, as shown in FIG. The distance d is a value obtained by multiplying the movement distance of the front end on the inner wheel side when turning forward and multiplying by a coefficient determined from the error characteristics of the external sensor 200. Hereinafter, a method for calculating the distance d will be described.

Assuming that the wheelbase of the vehicle is Lw, the radius R of a circular orbit that becomes the locus of the center of the rear wheel axle when turning at the actual steering angle ψ is approximated by the following equation (1).
R = Lw / tanψ (1)
In addition, the turning angle θ when the vehicle travels for a distance L along a circular orbit of radius R is obtained by the following equation (2).
θ = L / R (2)

Further, assuming that the front overhang of the vehicle is Lf and the entire width is Wv, the moving distance D of the front end on the inner wheel side of the vehicle is obtained by the following equation (3).
D = sqrt [{(R-Wv / 2) cosθ- (Lf + Lw) sinθ- (R-Wv / 2)} ^ 2 + {(R-Wv / 2) sinθ + (Lf + Lw) cosθ- ( Lf + Lw)} ^ 2] (3)

Assuming that a coefficient determined from the error characteristic of the external sensor 200 is r, the distance d is obtained by the following equation (4).
d = r * D (4)

Next, the process proceeds to processing 805. In the process 805, the collision determination unit 130 searches for an obstacle existing in the search area 704 with reference to the obstacle map 111. Next, the process proceeds to processing 806.
In step 806, it is determined whether an obstacle exists in the search area 704. If an obstacle exists, the side of the host vehicle may collide with the obstacle at a future position. The position where the vehicle collides at the future position is referred to as a collision position. If there is no obstacle in the search area 704, the process proceeds to step 807.

In

step

807, 1 is added to the variable N. Then, in the next process 808, it is determined whether or not the variable N has reached a predetermined upper limit. If the variable N is not the upper limit, the process returns to the process 802. As described above, the collision determination unit 130 repeatedly executes the operations from the processing 802 to the processing 805 until the collision position is obtained or the variable N reaches the upper limit value while adding 1 to the variable N.

If it is determined in step 806 that an obstacle exists in the search area 704, the process proceeds to step 809. In the process 809, it is determined whether or not the own vehicle is running based on the wheel speed input from the wheel speed sensor 301. If the vehicle is running, the process proceeds to step 810.
In the process 810, the collision determination unit 130 obtains the time required to reach the collision position when traveling at the current vehicle speed input from the wheel speed sensor 301 as the collision determination result, and outputs this to the HMI 500.

If it is determined in step 809 that the vehicle is not running, that is, the vehicle is stopped, the process proceeds to step 811.
In the process 811, the collision determination unit 130 obtains a distance from the current position to the collision position as a collision determination result, and outputs this to the HMI 500.

Also, in the case where it is determined in the process 800 that the vehicle is in the straight traveling trajectory, or in the case where it is determined in the process 808 that the variable N has exceeded the upper limit, it is determined that there is no collision position, and there is no possibility of collision. The identified identification information is output to the HMI 500.
The collision determination unit 130 executes the collision determination operation shown in FIG. 4 every time the route information is input from the route calculation unit 120. However, the operation of outputting the collision determination result to the HMI 500 may be omitted if the collision determination result is the same as the value previously output to the HMI 500.

When the HMI 500 receives the traveling distance to the collision position or the time to reach the collision position from the collision determination unit 130, the HMI 500 determines which of these values corresponds to a predefined notification level, A notification corresponding to the corresponding notification level is issued to the driver. For example, when words and pictograms are displayed on the display unit 502, a method is conceivable in which the higher the notification level, the more intense the color or brightness the driver is stimulated. When the notification sound is emitted from the speaker 503, it is conceivable that the higher the notification level, the higher the volume or the shorter the sounding interval. Further, when the received travel distance and time values are sufficiently large, the notification to the driver by HMI 500 may be stopped. As described above, when the collision determination unit 130 determines that the vehicle collides with the obstacle, the remaining distance and the time until the collision are calculated, and the HMI 500 calculates the remaining distance and the time until the collision. At least one of the presence or absence of notification and the notification level is changed.

The HMI 500 changes the notification level when receiving a collision determination result corresponding to a different notification level during notification. In addition, when the HMI 500 receives the identification information indicating that there is no possibility of collision during the notification, the HMI 500 stops the notification.

According to the first embodiment described above, when there is a possibility that the driver may collide with an obstacle on the side of the host vehicle during the turn-out operation by the driver himself / herself, the driving assistance device may be driven by the driver. , It is easy for the driver to intuitively understand the possibility of a collision, and a quick avoidance operation is possible. In addition, when the driver operates the steering wheel while the vehicle is stopped, the driving assistance device performs a collision determination according to the steering angle, and activates and stops the notification according to the result. It becomes easy to grasp how far the steering wheel can be turned to start without colliding with an object.

[Second embodiment]
FIG. 5 is a system configuration diagram of the driving support device 1 according to the second embodiment of the present invention. The same parts as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted. The difference from the first embodiment is that a collision avoidance determination unit 150 is added to the driving support control unit 100.

In the present embodiment, the collision determination unit 130 outputs the distance from the current position to the collision position to the collision avoidance determination unit 150 regardless of whether the host vehicle is traveling or stopped. When the travel distance from the collision determination unit 130 to the collision position is input from the collision determination unit 130, the collision avoidance determination unit 150 stops at a predetermined deceleration from the current vehicle speed using the current vehicle speed acquired from the wheel speed sensor 301 through the vehicle-mounted network 400. Calculate the remaining distance until you do.

Then, if the traveling distance to the collision position is longer than the remaining distance, the collision avoidance determination unit 150 determines that the collision with the obstacle can be avoided only by stopping with the brake, and performs the notification at a low notification level. To instruct.
On the other hand, if the traveling distance to the collision position is shorter than the remaining distance, the collision avoidance determination unit 150 determines that it is impossible to avoid the collision only by stopping the vehicle with the brake, and it is necessary to return the steering wheel to neutral to avoid the collision. Therefore, the HMI 500 is instructed to perform notification at a high notification level. The criterion for changing the notification level is whether or not the remaining distance is a distance at which the vehicle can only be stopped and a collision can be avoided without returning the steering angle.

According to the second embodiment, when there is a possibility that the driver may collide with an obstacle near the own vehicle during the turn-out operation by the driver himself, the notification level is set according to the operation necessary for avoidance. Since the notification is changed, the driver can surely take an appropriate avoidance operation.

[Third embodiment]
FIG. 6 is a system configuration diagram of the driving support device 1 according to the third embodiment of the present invention. The same parts as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals, and description thereof will be omitted. The difference from the first embodiment is that a steering control unit 160 is added to the driving support control unit 100.

When the travel distance to the collision position or the time until the vehicle reaches the collision position is input from the collision determination unit 130, the steering control unit 160 determines whether or not the steering angle is the current value or larger in the future. It is determined that an obstacle collides with the side, and the steering force of the steering wheel is controlled so as to prevent the steering wheel from turning further. At this time, the steering control unit 160 outputs a predetermined instruction to the power steering 601 to control the steering force of the steering wheel.

パワー The power steering 601 that has received the instruction from the steering control unit 160 detects the torque in that direction when the driver tries to turn the steering wheel further, and applies a torque in the opposite direction to the steering wheel. As a result, even if the driver tries to turn the steering wheel further, the driver must turn the steering wheel unless a large force is applied.

When the driver returns the steering angle after the HMI 500 notifies the driver of the collision with the obstacle, the collision determination unit 130 determines whether or not to collide with the obstacle again, and it is determined that the collision does not occur. In this case, the HMI 500 stops the notification.

According to the third embodiment, the steering wheel does not turn in the turning direction if there is a possibility of colliding with an obstacle near the own vehicle due to the turning at the time of the leaving operation by the driver himself / herself. Can easily recognize the possibility of collision, and can prevent an operation of turning the steering wheel in a direction to approach the obstacle by mistake.

According to the embodiment described above, the following operation and effect can be obtained.
(1) A driving assistance device 1 that assists a driver in taking out a vehicle from a vehicle, based on input information from an external sensor that detects an obstacle in the exterior of the vehicle. An external world recognition unit 110 that recognizes an existing obstacle, a route calculation unit 120 that calculates a travel route based on the current steering angle of the vehicle, and an external world recognition unit that runs on the travel route calculated by the route calculation unit 120. A collision determination unit 130 that determines whether or not to collide with the obstacle recognized at 110; As a result, it is possible to accurately perform driving assistance when the vehicle is taken out of the vehicle.

The present invention is not limited to the above embodiments, and other forms that can be considered within the scope of the technical idea of the present invention are also included in the scope of the present invention unless the characteristics of the present invention are impaired. .

1 Driving Support Device 100 Driving Support Control Unit 110 External Recognition Unit 120 Route Calculation Unit 130 Collision Determination Unit 140 Own Vehicle Position Estimation Unit 150 Collision Avoidance Determination Unit 160 Steering Control Unit 200 External Sensor 300 Vehicle Sensor 301 Wheel Speed Sensor 302

Steering Angle Sensor

400, 401 In-vehicle network 500 HMI
Reference numeral 501 Operation unit 502 Display unit 503 Speaker 601 Power steering 602 Transmission 603 Engine 604 Brake

Claims

A driving assistance device that assists a driver in taking out a vehicle from a vehicle,
An external recognition unit that recognizes the obstacle existing around the vehicle based on input information from an external sensor that detects an external obstacle of the vehicle,
A route calculation unit that calculates a travel route based on a current steering angle of the vehicle;
And a determination unit that determines whether or not the vehicle collides with the obstacle recognized by the external world recognition unit when the vehicle travels on the travel route calculated by the route calculation unit.
The driving assistance device according to claim 1,
A driving support device including a notifying unit that notifies the driver when the determining unit determines that the vehicle collides with the obstacle.
The driving assistance device according to claim 1 or 2,
The driving support device, wherein the determination unit determines that the obstacle collides with the obstacle when the obstacle is within a predetermined distance from the travel route calculated by the route calculation unit.
In the driving support device according to any one of claims 1 to 3,
The driving support device, wherein the determining unit determines a collision with the obstacle on one of an inner wheel side and an outer wheel side of the vehicle according to a traveling direction of the vehicle.
The driving support device according to claim 3,
The driving support device, wherein the predetermined distance increases with a magnitude of a steering angle of the vehicle.
The driving assistance device according to any one of claims 1 to 5,
The driving support device, wherein the traveling route is a circular orbit having a turning radius calculated from a current steering angle.
The driving assistance device according to claim 4,
The driving support device, wherein the determination unit determines a collision with the obstacle on the inner wheel side when moving forward, and determines a collision with the obstacle on the outer wheel side when moving backward.
The driving assistance device according to claim 2,
The determination unit, when it is determined that the collision with the obstacle, calculates the remaining distance until the collision, the notification unit, according to the length of the remaining distance, at least one of the presence or absence of notification and notification level A driving assistance device that changes
The driving assistance device according to claim 8,
The driving support device, wherein the notification unit determines whether or not the criterion for changing the notification level is a distance at which the vehicle can only stop and return to a steering angle without collision to avoid a collision.
The driving assistance device according to claim 2,
The determination unit, when it is determined that the collision with the obstacle, calculates the time until the collision, the notification unit, according to the time until the collision, at least one of the presence or absence of the notification and the notification level. A driving assistance device that changes.
The driving assistance device according to claim 2,
When the driver returns the steering angle after the notification unit notifies the driver of the collision with the obstacle, the determination unit determines whether or not the collision with the obstacle again occurs. The driving support device, wherein when it is determined that the notification is not performed, the notification unit stops the notification.
In the driving support device according to any one of claims 1 to 11,
A steering force control unit that controls the steering force of the steering wheel is provided,
The driving assistance device, wherein the steering force control unit controls the steering force so as to prevent the steering wheel from being turned further when the determination unit determines that the obstacle collides with the obstacle.
The driving support device according to any one of claims 8 to 10,
The driving support device, wherein the notification unit changes a display color or a warning sound according to the notification level.
The driving assistance device according to claim 1 or 2,
The driving support device, wherein the determination unit sets a search area on an inner wheel side of the vehicle when the vehicle is in a forward direction, and determines a collision when the obstacle is present in the search area.
The driving assistance device according to claim 1 or 2,
The driving support device, wherein the determination unit sets a search area on a side of an outer wheel of the vehicle when the vehicle is in a reverse direction, and determines a collision when the obstacle is present in the search area.