Driving assistance device and driving assistance method

Abstract

To detect a blind spot region suitable for a position of a vehicle.SOLUTION: A driving assistance device 30 includes: a first specification section 321 for specifying a region corresponding to a blind spot which is formed with a first object when viewed from a vehicle at a first time as a first region; a second specification section 322 for specifying a region corresponding to a route estimated to be traveled by the vehicle before the elapse of a predetermined time from the first time as a second region; and a third specification section 323 for specifying a region where the first and second regions overlap with each other as a blind spot region of the vehicle at the first time.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a driving assistance device and a driving assistance method. [Background technology]

[0002] The driving assistance device of Patent Document 1 detects the area behind objects around the vehicle as seen from the vehicle's perspective as a blind spot area, and if it determines that there is a possibility of a collision between the vehicle and an object in the blind spot area, it slows down the vehicle to avoid the collision. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] WO 2023 / 53355 Summary of the Invention [Problem to be solved by the invention]

[0004] Conventionally, the blind spot area is detected as the area behind all objects that are within the range that the vehicle is equipped with, such as a camera or radar, and therefore, even if there is no risk of the object in the blind spot area coming into contact with the vehicle, the object in the blind spot area is processed as a target for judgment. As a result, there is a problem that the vehicle may not be decelerated appropriately to avoid a collision with the object, and the driver may not be warned appropriately.

[0005] Therefore, the present invention has been made in consideration of these points, and has an object to detect a blind spot area suitable for the position of the vehicle. [Means for solving the problem]

[0006] A driving assistance device according to a first aspect of the present invention has a first identification unit that identifies an area corresponding to a blind spot formed by a first object as seen from a vehicle at a first time as a first area, a second identification unit that identifies an area corresponding to a route along which the vehicle is estimated to travel until a predetermined time has elapsed from the first time as a second area, and a third identification unit that identifies an area where the first area and the second area overlap as a blind spot area of ​​the vehicle at the first time.

[0007] The second identification unit may identify, as the second area, an area that combines a lane corresponding to the route on which the vehicle is estimated to travel and a shoulder adjacent to the lane.

[0008] The second identification unit may identify an area that is a combination of the lane, the road shoulder, and a sidewalk adjacent to the road shoulder as the second area.

[0009] The second identification unit may identify, as the second area, an area that combines a lane corresponding to the route on which the vehicle is estimated to travel and a sidewalk adjacent to the lane.

[0010] The second identification unit may identify a route that the vehicle is estimated to travel until a predetermined time has elapsed from the first time based on the angular velocity of the vehicle, the speed of the vehicle, and the acceleration of the vehicle at the first time.

[0011] The second identification unit may identify a route that the vehicle is estimated to travel until a predetermined time has elapsed from the first time by identifying the lane based on a position of a lane marking of the lane in which the vehicle is traveling at the first time.

[0012] The vehicle may further include a determination unit that determines the vehicle speed of the vehicle from the first time until a predetermined time has elapsed, based on the time it takes for a second object in the blind spot area to move at a predetermined speed into the lane in which the vehicle is traveling, and the time it takes for the vehicle to stop if the vehicle decelerates at a predetermined deceleration from the position of the vehicle at the first time.

[0013] The vehicle may further include a warning unit that issues a warning using a first warning means when a measuring device for detecting objects around the vehicle detects the first object, and that issues a warning using a second warning means different from the first warning means when the third identification unit identifies the blind spot area.

[0014] A driving assistance device according to a second aspect of the present invention includes a detection unit that detects an object present around a vehicle, an identification unit that identifies, as a blind spot area, an area where an area corresponding to a blind spot formed by the object detected by the detection unit as seen from the vehicle at a first time overlaps with an area corresponding to a route estimated to be traveled by the vehicle until a predetermined time has elapsed from the first time, and a warning unit that issues a warning to a driver of the vehicle, wherein the warning unit issues a first warning when the object is detected, and issues a second warning different from the first warning when the blind spot area is identified.

[0015] A driving assistance device according to a third aspect of the present invention includes a detection unit that detects an object present around a vehicle, an identification unit that identifies, as a blind spot area, an area where an area corresponding to a blind spot formed by the object detected by the detection unit as seen from the vehicle at a first time overlaps with an area corresponding to a route estimated to be traveled by the vehicle until a predetermined time has elapsed from the first time, and a display control unit that displays an image showing the blind spot area on a display device.

[0016] A driving assistance method according to a fourth aspect of the present invention includes a first identification step executed by a processor to identify, as a first area, an area corresponding to a blind spot formed by a first object as seen from a vehicle at a first time; a second identification step to identify, as a second area, an area corresponding to a route along which the vehicle is estimated to travel within a predetermined time period from the first time; and a third identification step to identify an area where the first area and the second area overlap as a blind spot area of ​​the vehicle at the first time. Effect of the Invention

[0017] According to the present invention, an effect of detecting a blind spot area suitable for the position of a vehicle is achieved. [Brief description of the drawings]

[0018] [Figure 1] FIG. 2 is a diagram for explaining an overview of a vehicle S according to the present embodiment. [Diagram 2] 1A and 1B are diagrams for explaining a rear area, a path area, and a blind spot area. [Diagram 3] 1A and 1B are diagrams showing a rear area, a path area, and a blind spot area, respectively. [Figure 4] 4 is a diagram showing an example of a processing sequence in the driving assistance device 30. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] <Overview of Vehicle S> FIG. 1 is a diagram for explaining an overview of a vehicle S according to this embodiment. The vehicle S shown in FIG. 1 includes a measuring device 10, an imaging device 11, a receiving device 12, an inertial measurement device 13, a speed sensor 14, a speed control device 20, a display device 21, a sound output device 22, and a driving support device 30. The vehicle S has a function of detecting an area behind an object around the vehicle S as a blind spot area as seen from the vehicle S. The object is, for example, a person, an animal, or another vehicle different from the vehicle S. In the following description, an object around the vehicle S is referred to as a "visible object," and an object behind a visible object as seen from the vehicle S and in the blind spot of the vehicle S is referred to as an "invisible object."

[0020] The measurement device 10 is a detection device that detects visible objects around the vehicle S. The measurement device 10 measures the distance between the vehicle S and visible objects around the vehicle S, and the position of the visible object with the position of the vehicle S as the starting point. The measurement device 10 is, for example, at least one of a three-dimensional laser measurement device such as LiDAR (Light Detection And Ranging), a three-dimensional radio wave measurement device such as RADER (Radio Detection And Ranging), and a stereo camera. The measurement device 10 generates contour line information indicating the position of the contour line of the visible object based on point cloud data generated by measuring the distance between the vehicle S and the visible objects around the vehicle S, and outputs the contour line information to the driving assistance device 30. The measurement device 10 may be included in the driving assistance device 30 as a detection unit for detecting visible objects around the vehicle S.

[0021] The imaging device 11 is a camera for capturing an image of the surroundings of the vehicle S to generate a captured image, and generates a captured image capturing lane markings (e.g., white lines) of the lane on which the vehicle S is traveling. The imaging device 11 generates lane marking information indicating the positions of the lane markings extracted from the generated captured image, and outputs the information to the driving assistance device 30. The receiving device 12 is a device for receiving radio waves from an external positioning system such as a Global Navigation Satellite System (GNSS). The receiving device 12 calculates the position (e.g., latitude and longitude) of the vehicle S based on information included in the received radio waves, and outputs the position of the vehicle S to the driving assistance device 30.

[0022] The inertial measurement device 13 is, for example, an IMU (Inertial Measurement Unit), and includes a gyro sensor that detects the angular velocity of the vehicle S and an acceleration sensor that detects the acceleration of the vehicle S. The inertial measurement device 13 outputs the detected angular velocity and acceleration of the vehicle S to the driving assistance device 30. The speed sensor 14 is a sensor for detecting the vehicle speed of the vehicle S, and outputs the detected vehicle speed of the vehicle S to the driving assistance device 30.

[0023] The speed control device 20 is a device for adjusting the vehicle speed of the vehicle S by adjusting the output of a driving force source (for example, at least one of an engine and a motor) equipped in the vehicle S based on the vehicle speed of the vehicle S determined by the driving support device 30. The display device 21 is a display provided on the instrument panel of the vehicle S, and displays an image showing the position of a visible object detected by the measurement device 10 and the position of a blind spot area detected by the driving support device 30. The sound output device 22 is a speaker provided around the instrument panel of the vehicle S, and outputs a warning sound when the measurement device 10 detects a visible object around the vehicle S or when the driving support device 30 detects a blind spot area. The display device 21 and the sound output device 22 may be provided in an information terminal used by the driver.

[0024] The driving assistance device 30 is a device that detects an area behind a visible object around the vehicle S as a blind spot area when viewed from the vehicle S, and executes processes such as determining a vehicle speed at which the vehicle S can stop before coming into contact with an invisible object even if the invisible object in the blind spot area moves toward the vehicle S, and issuing a warning to the driver. The driving assistance device 30 is a housing including electronic components or a printed circuit board on which electronic components are mounted.

[0025] In the conventional driving assistance device 30, the area behind all visible objects within the range that the measuring device 10 can measure as seen from the vehicle S is detected as a blind spot area. In this case, even if a position included in the blind spot area is a position where there is no risk of an invisible object in that position coming into contact with the vehicle S, the driving assistance device 30 processes that position as a target position for determining the speed of the vehicle S or for issuing a warning to the driver. Therefore, the driving assistance device 30 may decelerate the vehicle S or issue a warning to the driver in a state where there is no risk of an invisible object coming into contact with the vehicle S.

[0026] Therefore, the driving assistance device 30 specifies, as a blind spot area, a position where an invisible object may come into contact with the vehicle S, among a plurality of positions included in the area behind the visible object around the vehicle S as viewed from the vehicle S. By operating in this manner, the driving assistance device 30 can exclude positions where invisible objects that are not likely to come into contact with the vehicle S are located from the blind spot area, and can detect a blind spot area suitable for the position of the vehicle S. As a result, the driving assistance device 30 can prevent the vehicle S from decelerating or issuing a warning to the driver due to an erroneous determination that there is a risk of contact with an invisible object that is not actually likely to come into contact. The configuration and operation of the driving assistance device 30 will be described in detail below.

[0027] <Configuration of driving support device 30> The driving assistance device 30 includes a storage unit 31 and a control unit 32. The control unit 32 includes an acquisition unit 320, a first identification unit 321, a second identification unit 322, a third identification unit 323, a determination unit 324, and a warning unit 325.

[0028] The storage unit 31 has a storage medium such as a read only memory (ROM), a random access memory (RAM), a hard disk drive (HDD), or a solid state drive (SSD). The storage unit 31 stores a program executed by the control unit 32 and various information for identifying blind spot areas of the vehicle S. As an example of the various information, the storage unit 31 stores map information indicating the width of the lane, the width of the shoulder adjacent to the lane, and the width of the sidewalk adjacent to the lane or the shoulder.

[0029] The control unit 32 is a processor such as a CPU (Central Processing Unit) or an ECU (Electronic Control Unit). The control unit 32 executes a program stored in the storage unit 31 to function as an acquisition unit 320, a first identification unit 321, a second identification unit 322, a third identification unit 323, a decision unit 324, and a warning unit 325. The control unit 32 may be configured with one processor, or may be configured with multiple processors or a combination of one or more processors and an electronic circuit. The configuration of each unit realized by the control unit 32 will be described below.

[0030] The acquisition unit 320 acquires the contour line information of the visible object output by the measuring device 10, the lane line information output by the imaging device 11, the position of the vehicle S output by the receiving device 12, the angular velocity and acceleration of the vehicle S output by the inertial measurement device 13, and the vehicle speed of the vehicle S detected by the speed sensor 14. The acquisition unit 320 acquires the contour line information, lane line information, the position of the vehicle S, the angular velocity and acceleration of the vehicle S, and the vehicle speed of the vehicle S, for example, every time a predetermined time has elapsed. The predetermined time is, for example, 0.1 seconds.

[0031] The first identification unit 321 identifies an area corresponding to a blind spot formed by a visible object (first object) as seen from the vehicle S as the first area. The first identification unit 321 identifies a rear area, which is a first area behind a visible object as seen from the vehicle S, based on the position of a visible object around the vehicle S measured by a measuring device 10 provided in the vehicle S, for example, at a first time. The first time is, for example, the current time. FIG. 2 and FIG. 3 are diagrams for explaining an operation of the vehicle S to identify a blind spot area. FIG. 2 is a diagram for explaining a rear area, a route area, and a blind spot area. FIG. 3 is a diagram showing the rear area, the route area, and the blind spot area, respectively. FIG. 3(a) is a diagram showing an enlarged rear area, FIG. 3(b) is a diagram showing a route area, and FIG. 3(c) is a diagram showing an enlarged blind spot area. Details of the route area and the blind spot area will be described later.

[0032] FIG. 2 shows a vehicle S traveling on lane A at the current time, a measurement range H of the measurement device 10, a visible object B, a rear area R1, a route area R2, and a blind spot area R3. The measurement range H is, for example, a sector or semicircle area with a radius of 100 meters and an angle of 180 degrees or less. FIG. 3(a) shows a lane marking AL on the left side of the traveling direction of the vehicle S, a visible object B, a measurement range H, and a rear area R1. FIG. 3(b) shows a vehicle S traveling on lane A at the current time, a measurement range H, a visible object B, and a route area R2. FIG. 3(c) shows a lane marking AL, a boundary line R2L on the left side of the route area R2 in the traveling direction of the vehicle S, a rear area R1, a blind spot area R3, a visible object B, a measurement range H, an invisible object C1, and an invisible object C2.

[0033] 2 and 3(a), the first identification unit 321 identifies the position of visible object B in the measurement range H based on the point cloud data included in the contour information acquired by the acquisition unit 320 from the measurement device 10 at the current time, for example. Then, the first identification unit 321 identifies a rear area R1 (the hatched area shown in FIGS. 2 and 3(a)) behind visible object B as viewed from the vehicle S.

[0034] The second identification unit 322 identifies, as the second area, an area corresponding to a route that is estimated to be traveled by the vehicle S from the first time until a predetermined first time has elapsed. The second identification unit 322, for example, identifies a route area R2 (a shaded area shown in FIG. 3(b)) that is the second area corresponding to a route that is estimated to be traveled by the vehicle S from the first time until a second time that is the first time has elapsed. The first time is a fixed value less than 10 seconds, for example, 6 seconds. The second identification unit 322, for example, identifies a route that the vehicle S travels from the first time to the second time, thereby identifying a boundary line in the length direction of the route area R2 in the traveling direction of the vehicle S, and identifying a boundary line in the width direction of the route area R2 that corresponds to the route. The second identification unit 322 operates in this manner, whereby the route area R2 can be identified according to the shape of the road on which the vehicle S travels.

[0035] The second identification unit 322 identifies a route that is estimated to be traveled by the vehicle S in the first time based on, for example, the angular velocity of the vehicle S at the first time, the speed of the vehicle S, and the acceleration of the vehicle S. The second identification unit 322 identifies the route of the vehicle S by estimating a trajectory that the vehicle S will travel in the first time based on, for example, the angular velocity and acceleration of the vehicle S acquired by the acquisition unit 320 from the inertial measurement unit 13 and the vehicle speed of the vehicle S acquired by the acquisition unit 320 from the speed sensor 14.

[0036] The second identification unit 322 may identify a lane based on the position of a lane marking of the lane A on which the vehicle S is traveling at the first time, thereby identifying a route that the vehicle S is estimated to travel on at the first time. The second identification unit 322 estimates the route that the vehicle S will travel on at the first time, for example, based on the position of the lane marking included in the marking information acquired by the acquisition unit 320 from the imaging device 11. The second identification unit 322 may also identify a route that the vehicle S will travel on from the position of the vehicle S acquired by the acquisition unit 320 from the receiving device 12 to the second time by referring to map information indicating the position of the lane A, which is stored in the storage unit 31.

[0037] The second identification unit 322 may identify, as the second region, a region that combines the lane A corresponding to the route on which the vehicle S is estimated to travel and a shoulder adjacent to the lane A, a region that combines the lane A, the shoulder, and a sidewalk adjacent to the shoulder, or a region that combines the lane A and the sidewalk. For example, the second identification unit 322 identifies, as the width of the route region R2, a sum of the width of the lane A corresponding to the route on which the vehicle S is estimated to travel and at least one of the width of the shoulder adjacent to the lane A and the width of the sidewalk adjacent to the lane A or the shoulder. For example, the second identification unit 322 refers to the map information stored in the storage unit 31 to determine whether or not there is a shoulder and a sidewalk on the route on which the vehicle S travels from the position of the vehicle S acquired by the acquisition unit 320 to the second time. If the second identification unit 322 determines that there is a shoulder, it adds the width of the shoulder to the width of the lane A, and if it determines that there is a sidewalk, it adds the width of the sidewalk to the width of the lane A to calculate an added value and identifies it as the width of the route region R2. By operating in this manner, the second identification unit 322 can identify the width of the route region R2 depending on whether or not a shoulder and a sidewalk are provided on the lane A on which the vehicle S is traveling.

[0038] The second identification unit 322, for example, by referring to map information stored in the memory unit 31, identifies at least one of the width of the lane A corresponding to the route on which the vehicle S is estimated to travel, the width of the shoulder, and the width of the sidewalk. The second identification unit 322, for example, by referring to map information indicating the position of the lane A stored in the memory unit 31, estimates the route on which the vehicle S travels at the first time based on the position of the vehicle S acquired by the acquisition unit 320, and identifies multiple positions included in the route. Then, the second identification unit 322 identifies at least one of the width of the lane A, the width of the shoulder, and the width of the sidewalk on which the vehicle S travels at multiple positions included in the route of the vehicle S, by referring to map information indicating the width of the lane A, the width of the shoulder adjacent to the lane, and the width of the sidewalk adjacent to the lane A or the shoulder, stored in the memory unit 31. The second identification unit 322 operates in this manner, and thereby can identify the width of the route region R2 corresponding to the route on which the vehicle S travels.

[0039] The third identification unit 323 identifies an area where the rear area R1 and the route area R2 overlap as a blind spot area R3 (a shaded area shown in FIG. 3(c)) of the vehicle S at the first time. By operating in this manner, the third identification unit 323 can decelerate the vehicle S to prevent, for example, the invisible object C1 included in the blind spot area R3 from coming into contact with the vehicle S when the invisible object C1 moves toward the vehicle S. Furthermore, the third identification unit 323 can exclude an area (for example, an area including the invisible object C2) that is included in the rear area R1 and not included in the blind spot area R3 from the target of the process of decelerating the vehicle S because there is no risk of the invisible object C2 in that area coming into contact with the vehicle S even if it moves toward the vehicle S. In this way, the third identification unit 323 can identify a blind spot area R3 that is suitable for the position of the vehicle S.

[0040] The determination unit 324 determines the vehicle speed of the vehicle S at the first time. First, the determination unit 324 identifies the time at which the invisible object C1 in the blind spot area R3 moves to the lane A in which the vehicle S is traveling at a predetermined speed. The predetermined speed is, for example, the speed at which a vehicle other than the vehicle S travels. The determination unit 324 may identify the speed limit of the lane A in which the vehicle S is traveling by referring to map information indicating the speed limit of the lane, and determine the speed limit to be the predetermined speed.

[0041] Next, the determination unit 324 specifies the time until the vehicle S stops when the vehicle S decelerates at a predetermined deceleration from the position of the vehicle S at the first time. The predetermined deceleration is a value determined in advance by an experiment or a simulation. For example, the determination unit 324 specifies the time until the vehicle S stops when the vehicle S decelerates at the predetermined deceleration from the vehicle speed of the vehicle S acquired by the acquisition unit 320. Then, the determination unit 324 determines the vehicle speed at which the vehicle S does not come into contact with the invisible object C1 based on the time when the invisible object C1 moves to the lane A and the time until the vehicle S stops.

[0042] When the third identification unit 323 identifies the blind spot area R3, the warning unit 325 issues a warning to the driver by causing the display device 21 to display an image showing the blind spot area R3 and / or causing the sound output device 22 to emit a warning sound. The warning unit 325 operates as a display control unit that causes the display device 21 to display an image showing the blind spot area R3. For example, when the measuring device 10 detects a visible object, the warning unit 325 may issue a warning using a first warning means, and when the third identification unit 323 identifies a blind spot area, may issue a warning using a second warning means different from the first warning means.

[0043] Specifically, when the measuring device 10 detects a visible object, the warning unit 325 uses a first warning means for displaying an image showing the visible object on the display device 21 and for causing the sound output device 22 to emit a first warning sound. When the third identification unit 323 identifies the blind spot area R3, the warning unit 325 uses a second warning means for displaying an image showing a different shape or color from the first warning means on the display device 21 and for causing the sound output device 22 to emit a second warning sound different from the first warning sound. By operating in this manner, the warning unit 325 can notify the detection of a visible object and the identification of the blind spot area R3 by different means. As a result, the driver can easily know whether a visible object has been detected or whether the blind spot area R3 has been identified.

[0044] If a visible object is detected but there is no blind spot R3, the driver only needs to pay attention to the area including the visible object that the driver can recognize at that time, but if there is a blind spot R3, the driver needs to pay more attention to the object that exists in the blind spot R3. Therefore, as described above, when a visible object is detected and there is a blind spot R3, the driver can be notified by a warning means different from that when a visible object is detected and there is no blind spot R3, so that the driver's attention can be drawn. Note that the control according to the presence or absence of the blind spot R3 can be reflected not only in the notification and warning to the driver, but also in the drive control of the vehicle, such as automatic driving control and remote control.

[0045] <Processing sequence in the driving assistance device 30> Fig. 4 is a diagram showing an example of a processing sequence in the driving support device 30. The processing sequence shown in Fig. 4 shows, as an example, an operation of identifying a blind spot area R3 and executing a driving support process in response to the identification of the blind spot area R3. The driving support device 30 repeats the processing sequence shown in Fig. 4 at predetermined time intervals.

[0046] The first identification unit 321 identifies the position of visible object B in the measurement range H based on the point cloud data included in the contour information acquired by the acquisition unit 320 from the measurement device 10 (S10). The first identification unit 321 identifies the area behind the identified position of visible object B as a rear area R1 as viewed from the vehicle S (S11).

[0047] The acquisition unit 320 acquires the position of the vehicle S from the receiving device 12 (S12). The second identification unit 322 refers to map information indicating the lanes stored in the memory unit 31, and identifies the lane A in which the vehicle S is traveling at the current time based on the position of the vehicle S acquired by the acquisition unit 320 (S13). The second identification unit 322 refers to map information indicating the lane width, shoulder width, and sidewalk width stored in the memory unit 31, and calculates a sum of the lane width, shoulder width, and sidewalk width of the identified lane A, and identifies the sum as the width of the route region R2 (S14).

[0048] The acquisition unit 320 acquires the angular velocity and acceleration of the vehicle S from the inertial measurement device 13, and acquires the vehicle speed of the vehicle S from the speed sensor 14 (S15). The second identification unit 322 identifies a route that the vehicle S will travel from the current time to a time when a first time has elapsed, based on the angular velocity, acceleration, and speed of the vehicle S acquired by the acquisition unit 320 (S16). The second identification unit 322 identifies the route area R2 based on the width of the identified route area R2 and the route that the vehicle S will travel in the first time (S17). The third identification unit 323 identifies a blind spot area R3 where the rear area R1 and the route area R2 overlap (S18). The warning unit 325 issues a warning by identifying the blind spot area R3 (S19). The warning is issued by causing the display device 21 to display an image showing the blind spot area R3 or causing the sound output device 22 to emit a warning sound.

[0049] <Effects of the driving support device 30> As described above, the driving assistance device 30 has a first identification unit 321 that identifies a rear area R1 behind a first object as seen from the vehicle S based on the position of a first object around the vehicle S measured by a measuring device 10 provided in the vehicle S at a first time, a second identification unit 322 that identifies a route area R2 corresponding to the route that the vehicle S is estimated to travel from the first time to a second time that is a first hour later, and a third identification unit 323 that identifies an overlapping area between the rear area R1 and the route area R2 as a blind spot area R3 of the vehicle S at the first time.

[0050] By configuring the driving assistance device 30 in this manner, it is possible to exclude from the blind spot area, among the areas behind visible objects around the vehicle S as viewed from the vehicle S, areas in which invisible objects that have no risk of coming into contact with the vehicle S even if they move toward the vehicle S are located. As a result, the driving assistance device 30 can detect a blind spot area appropriate for the position of the vehicle S, and therefore can prevent the driving assistance device 30 from erroneously determining that an invisible object that would not normally be a risk of contact is a risk of contact, and thus slowing down the vehicle S or issuing a warning to the driver.

[0051] Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist of the present invention. For example, all or part of the device can be configured by distributing or integrating functionally or physically in any unit. In addition, new embodiments resulting from any combination of multiple embodiments are also included in the embodiments of the present invention. The effect of the new embodiment resulting from the combination combines the effect of the original embodiment. [Explanation of symbols]

[0052] 10. Measuring Equipment 11 Imaging device 12 Receiving device 13 Inertial Measurement Unit 14 Speed ​​Sensor 20 Speed ​​control device 21 Display device 22 Sound output device 30 Driving support device 31 Storage section 32 Control section 320 Acquisition Department 321 1st Specific Part 322 Second Specific Part 323 Third Specific Part 324 Decision Section 325 Warning section

Claims

1. a first identification unit that identifies, at a first time, an area corresponding to a blind spot formed by a first object as viewed from the vehicle, as a first area; a second identification unit that identifies, as a second area, an area corresponding to a route along which the vehicle is estimated to travel within a predetermined time period from the first time; a third identification unit that identifies an overlapping area between the first area and the second area as a blind spot area of ​​the vehicle at the first time; A driving assistance device having the above configuration.

2. The second identification unit identifies, as the second area, an area including a lane corresponding to the route on which the vehicle is estimated to travel and a shoulder adjacent to the lane. The driving assistance device according to claim 1 .

3. The second identification unit identifies an area including the lane, the road shoulder, and a sidewalk adjacent to the road shoulder as the second area. The driving assistance device according to claim 2 .

4. The second identification unit identifies, as the second area, an area including a lane corresponding to the route on which the vehicle is estimated to travel and a sidewalk adjacent to the lane. The driving assistance device according to claim 1 .

5. the second identification unit identifies a route that is estimated to be traveled by the vehicle until a predetermined time has elapsed from the first time, based on an angular velocity of the vehicle, a speed of the vehicle, and an acceleration of the vehicle at the first time; The driving assistance device according to claim 1 .

6. the second identification unit identifies a lane on the basis of a position of a lane marking of the lane on which the vehicle is traveling at the first time, thereby identifying a route on which the vehicle is estimated to travel until a predetermined time has elapsed from the first time; The driving assistance device according to claim 1 .

7. The vehicle further includes a determination unit that determines a vehicle speed of the vehicle from the first time until a predetermined time has elapsed, based on a time required for a second object in the blind spot area to move at a predetermined speed into a lane in which the vehicle is traveling, and a time required for the vehicle to stop from a position of the vehicle at the first time when the vehicle decelerates at a predetermined deceleration. The driving assistance device according to claim 1 .

8. The vehicle driver's seat belt may further include a warning unit that issues a warning using a first warning means when a measuring device for detecting an object around the vehicle detects the first object, and that issues a warning using a second warning means different from the first warning means when the third identification unit identifies the blind spot area. The driving assistance device according to claim 1 .

9. A detection unit that detects objects present around the vehicle; an identification unit that identifies, as a blind spot area, an area where an area corresponding to a blind spot formed by an object detected by the detection unit as seen from the vehicle at a first time point overlaps with an area corresponding to a route along which the vehicle is estimated to travel until a predetermined time has elapsed from the first time point; a warning unit that issues a warning to a driver of the vehicle; having The warning unit issues a first warning when the object is detected, and issues a second warning different from the first warning when the blind spot area is identified. Driving assistance device.

10. A detection unit that detects objects present around the vehicle; an identification unit that identifies, at a first time, an area where an area corresponding to a blind spot formed by an object detected by the detection unit as seen from the vehicle and an area corresponding to a route estimated to be traveled by the vehicle until a predetermined time has elapsed from the first time overlap, as a blind spot area; a display control unit that causes a display device to display an image showing the blind spot area; A driving assistance device having the above configuration.

11. The processor executes a first identification step of identifying a region corresponding to a blind spot formed by a first object as viewed from the vehicle at a first time as a first region; a second specification step of specifying, as a second area, an area corresponding to a route along which the vehicle is estimated to travel within a predetermined time period from the first time; a third identification step of identifying an overlapping area between the first area and the second area as a blind spot area of ​​the vehicle at the first time; A driving assistance method comprising the steps of:

Images