Driving assistance device

Abstract

To provide a driving assistance device capable of reducing the possibility of issuing unnecessary warnings while increasing the possibility of issuing necessary warnings.SOLUTION: A driving assistance device issues a warning to a driver of an own vehicle when an approaching vehicle is located in a predetermined warning area set in front of or behind the own vehicle and an approaching vehicle approaching the own vehicle exists. Further, the driving assistance device determines whether or not a central traffic stripe exists between the own vehicle and the approaching vehicle when the approaching vehicle exists, and does not issue a warning when the central traffic stripe exists between the own vehicle and the approaching vehicle.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present invention relates to a driving assistance device that issues a warning when there is a vehicle approaching the host vehicle and located in a warning area set in front of or behind the host vehicle. [Background technology]

[0002] Conventionally, there are known driving support devices that issue a warning when an approaching vehicle is detected. For example, the driving support device described in Patent Document 1 (hereinafter, referred to as the "conventional device") does not issue a warning when all of the following conditions (1) to (3) are met, even if an approaching vehicle is detected. (1) The direction of travel of your vehicle after turning right or left must match the direction of travel of the approaching vehicle. (2) The road on which the approaching vehicle is traveling has multiple lanes. (3) The approaching vehicle is traveling in a lane other than the lane closest to the vehicle's position. As a result, the conventional device does not issue unnecessary warnings, reducing the possibility that the driver will feel annoyed. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2013-134567 A Summary of the Invention

[0004] If the driver of the vehicle does not notice the approaching vehicle or does not notice that the approaching vehicle is traveling at a high speed, the vehicle may enter the lane in which the approaching vehicle is traveling instead of entering the lane closest to the vehicle's position. In this case, the possibility of a collision between the vehicle and the approaching vehicle increases. However, the conventional device does not issue an alarm if all of the above conditions (1) to (3) are met, so there is a possibility that the necessary alarm cannot be issued.

[0005] The present invention has been made to address the above-mentioned problems, that is, to provide a driving assistance device that can increase the possibility of issuing a necessary warning while reducing the possibility of issuing an unnecessary warning.

[0006] The driving assistance device of the present invention (hereinafter referred to as the "device of the present invention") issues a warning to the driver of the host vehicle (step 340) when an approaching vehicle (VB) is located in a predetermined warning area (LA, RA) set in front of or behind the host vehicle (VA) and is approaching the host vehicle (step 310 "Yes"). The driving assistance device includes: If the approaching vehicle is present (step 310 "Yes"), it is determined whether or not a median strip is present between the vehicle and the approaching vehicle (step 335); If a median strip (MS) is present between the host vehicle and the approaching vehicle (step 335 “Yes”), the warning is not issued. It is structured as follows.

[0007] When a median strip exists between the vehicle and the approaching vehicle, the possibility that the approaching vehicle will cross the median strip and enter the vehicle is extremely low, and the vehicle itself is also extremely low in possibility of crossing the median strip and entering the approaching vehicle. On the other hand, when there is no median strip between the vehicle and the approaching vehicle, if the driver of the vehicle does not notice the approaching vehicle, the vehicle may enter the approaching vehicle, and there is a possibility that the vehicle may collide with the approaching vehicle. According to the device of the present invention, when there is a median strip between the vehicle and the approaching vehicle, no warning is issued, and when there is no median strip between the vehicle and the approaching vehicle, a warning is issued. Thus, the device of the present invention can increase the possibility of issuing a necessary warning while reducing the possibility of issuing an unnecessary warning. [Brief description of the drawings]

[0008] [Figure 1] 1 is a schematic configuration diagram of a driving assistance device according to an embodiment of the present invention. [Diagram 2] 4 is an explanatory diagram of an example of operation of the driving assistance device according to the embodiment of the present invention. FIG. [Diagram 3] 2 is a flowchart of a routine executed by a CPU of the ECU shown in FIG. 1. [Figure 4] 6 is a flowchart of a routine executed by a CPU of an ECU in a first modified example of the embodiment of the present invention. [Diagram 5] 10 is a flowchart of a routine executed by a CPU of an ECU in a second modified example of the embodiment of the present invention. [Figure 6] 10 is a flowchart of a routine executed by a CPU of an ECU in a second modified example of the embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] As shown in FIG. 1, a driving assistance device according to this embodiment (hereinafter referred to as "the device 10") is applied to a host vehicle VA, and includes the components shown in FIG.

[0010] When an approaching vehicle VB (see FIG. 2) is present at the left rear or right rear of the host vehicle VA, the ECU 20 performs rear warning control to issue a warning to inform the driver of the host vehicle VA that the approaching vehicle VB is approaching. Note that such a warning is sometimes called a Rear Cross Traffic Alert (RCTA).

[0011] In this specification, "ECU" refers to an electronic control device having a microcomputer as a main part. The ECU is also called a control unit, a controller, or a computer. The microcomputer includes a CPU (processor), a ROM, a RAM, an interface, and the like. At least one function realized by the ECU 20 may be realized by multiple ECUs.

[0012] The left rear radar 22 is disposed at the left end of the rear end of the host vehicle VA in the vehicle width direction, and detects objects located to the left rear of the host vehicle VA. The right rear radar 24 is disposed at the right end of the rear end of the host vehicle VA in the vehicle width direction, and detects objects located to the right rear of the host vehicle VA. When there is no need to distinguish between the left rear radar 22 and the right rear radar 24, they will be referred to as "radar."

[0013] The radar detects an object by transmitting radio waves and receiving the waves reflected by the object. The radar identifies whether the object is a vehicle or something other than a vehicle based on the reflection intensity of the reflected waves. The radar identifies the position of the object identified as a vehicle with respect to the host vehicle VA and the relative speed Vr of the object with respect to the host vehicle VA, and transmits radar object information including these to the ECU 20.

[0014] The navigation device 26 has a GNSS (Global Navigation Satellite System) receiver 26a and a map data storage unit 24b. The GNSS receiver 24a receives signals from multiple artificial satellites and identifies the current position (latitude and longitude) of the vehicle VA based on the received signals. The map data storage unit 24b stores map data. The map data is data related to a map in which the shape of the lanes of the road and the median strips provided on the road are registered.

[0015] The vehicle speed sensor 28 measures the vehicle speed Vs indicating the speed of the host vehicle VA. The yaw rate sensor 30 measures the yaw rate Yr of the host vehicle VA. The ECU 20 acquires the measured values ​​of these sensors. The shift position sensor 32 detects the current position of the shift lever (shift position SP). The shift position SP includes N range (neutral position), P range (parking position), D range (forward position), R range (reverse position), etc. The ECU 20 acquires a detection value indicating the shift position SP from the shift position sensor 32.

[0016] The display device 34 displays a warning display element for notifying the driver of the approaching vehicle VB. For example, the display device 34 may be at least one of a meter display, a multimedia display, and an indicator on a side mirror.

[0017] The speaker 36 emits a buzzer sound to notify the driver of the approaching vehicle VB.

[0018] (Overview of operation) When the shift position SP is in the R range (i.e., when the host vehicle VA is moving backward), the ECU 20 of the present device 10 determines whether or not there is an approaching vehicle VB located in at least one of the left warning area LA and the right warning area RA shown in Fig. 2 and approaching the host vehicle VA. The left warning area LA and the right warning area RA are set to the left rear and the right rear of the host vehicle VA, respectively.

[0019] When an approaching vehicle VB is present, the ECU 20 refers to the map data stored in the map data storage unit 26b and determines whether or not a median strip MS (see FIG. 2) is present behind the host vehicle VA (i.e., in the traveling direction of the host vehicle VA). When a median strip MS is present behind the host vehicle VA, the ECU 20 determines whether or not a median strip MS is present between the host vehicle VA and the approaching vehicle VB.

[0020] When a median strip MS exists between the host vehicle VA and the approaching vehicle VB, the possibility that the approaching vehicle VB crosses the median strip MS and enters the area on the host vehicle VA side is extremely low, and the host vehicle VA crosses the median strip MS and enters the area on the approaching vehicle VB side is also extremely low. Therefore, the possibility that the host vehicle VA and the approaching vehicle VB collide is extremely low. If an alarm is issued in such a case, the driver is likely to find the alarm annoying. Therefore, the ECU 20 does not issue an alarm when a median strip MS exists between the host vehicle VA and the approaching vehicle VB. On the other hand, when a median strip MS does not exist between the host vehicle VA and the approaching vehicle VB, there is a possibility that the host vehicle VA and the approaching vehicle VB collide, so the ECU 20 issues an alarm.

[0021] This enables the present device 10 to increase the likelihood of issuing a necessary alarm, while reducing the likelihood of issuing an unnecessary alarm.

[0022] (Example of operation) Figure 2 shows an example in which the host vehicle VA parked in a parking lot in front of a store reverses and enters a lane LA1 of a cross road RD. In this case, the host vehicle VA travels along the route PA shown in Figure 2. The cross road RD is a road that crosses the direction in which the host vehicle VA is traveling when reverses.

[0023] When the host vehicle VA starts to move backward, an approaching vehicle VB is present in the right warning area RA of the host vehicle VA. Furthermore, as shown in Fig. 2, a median strip MS exists behind the host vehicle VA, and the median strip MS exists between the host vehicle VA and the approaching vehicle VB (in other words, the approaching vehicle VB is located behind the median strip MS). Therefore, the ECU 20 does not issue a warning regarding the approaching vehicle VB.

[0024] In addition, "the central reservation strip MS exists between the host vehicle VA and the approaching vehicle VB" can also be expressed as "the central reservation strip MS exists between the lane LA1 closest to the host vehicle VA (the lane LA1 into which the host vehicle VA is entering)" and "the lane LA2 in which the approaching vehicle VB is traveling" on the cross road RD that intersects in the direction of travel of the host vehicle VA.

[0025] (Specific operation) <Rear warning control routine> The CPU of the ECU 20 executes a routine shown in the flowchart of FIG. 3 every time a predetermined time elapses.

[0026] When an appropriate time arrives, the CPU starts the process from step 300 in Fig. 3, and the process proceeds to step 305. In step 305, the CPU determines whether or not the shift position SP is in the R range.

[0027] If the shift position SP is in the R range, the CPU determines "Yes" in step 305, and the process proceeds to step 310. In step 310, the CPU determines whether or not an approaching vehicle VB is present in at least one of the left warning area LA and the right warning area RA.

[0028] When the approaching vehicle VB is present in at least one of the left warning area LA and the right warning area RA, the CPU determines “Yes” in step 310 and executes steps 315 to 330 .

[0029] Step 315: The CPU acquires the current position of the host vehicle VA from the GNSS receiver 26a. Step 320: The CPU acquires map data of a predetermined range from the current position from the map data storage unit 26b. Step 325: The CPU identifies the current position of the host vehicle VA on the map data by using map matching. In map matching, the CPU compares the shape of the route actually traveled by the vehicle VA with the shape of the lanes in the map data to identify the current position of the vehicle VA on the map data. The route actually traveled by the vehicle VA may be identified based on the vehicle speed Vs and the yaw rate Yr, or may be identified based on the history of the current position of the vehicle VA.

[0030] Step 330: The CPU determines, based on the current position of the host vehicle VA on the map data identified in step 325, whether or not a median strip MS exists behind the host vehicle VA.

[0031] If a median strip MS exists behind the host vehicle VA, the CPU determines "Yes" in step 330, and the process proceeds to step 335. In step 335, the CPU determines whether or not a median strip MS exists between the host vehicle VA and the approaching vehicle VB, i.e., whether or not the approaching vehicle VB exists behind the median strip MS. In detail, the CPU determines whether or not a median strip MS exists between the host vehicle VA and the approaching vehicle VB by converting the position of the approaching vehicle VB identified by the radar object information relative to the host vehicle VA into a position on the map data.

[0032] If no median strip MS exists between the host vehicle VA and the approaching vehicle VB, the CPU determines "No" in step 335, and the process proceeds to step 340. In step 340, the CPU issues a warning. In detail, the CPU causes the display device 34 to display a warning display element and the speaker 36 to emit a buzzer sound. Thereafter, the process proceeds to step 395, where the CPU temporarily ends this routine.

[0033] If a median strip MS exists between the host vehicle VA and the approaching vehicle VB, the CPU determines "Yes" in step 335, and the process proceeds to step 395. In step 395, the CPU temporarily ends this routine. As a result, if a median strip MS exists between the host vehicle VA and the approaching vehicle VB, no warning is issued.

[0034] On the other hand, if there is no median strip MS behind the host vehicle VA when the process proceeds to step 330, the CPU determines "No" in step 330, and the process proceeds to step 340. As a result, if there is no median strip MS behind the host vehicle VA, a warning is issued.

[0035] If the shift position SP is not in the R range (step 305 "No") and if an approaching vehicle VB is not present in either the left warning area LA or the right warning area RA (step 310 "No"), processing proceeds to step 395 and the CPU temporarily terminates this routine.

[0036] <First Modification> In the above embodiment, whether or not the median strip MS exists between the host vehicle VA and the approaching vehicle VB is determined based on the radar object information (see step 335). Therefore, the accuracy of the determination in step 335 depends on the position accuracy of the radar. In this modified example, whether or not the median strip MS exists between the host vehicle VA and the approaching vehicle VB is determined based on the approach direction of the approaching vehicle VB.

[0037] As shown in FIG. 2, in a country or region where driving is on the left side, in the lane LA1 closest to the host vehicle VA on the intersecting road RD (i.e., the lane LA1 into which the host vehicle VA is about to enter), the vehicle travels in a direction from right to left (as viewed from the traveling direction) (the direction of the arrow AR1 shown by the dotted line in FIG. 2) with respect to the traveling direction of the host vehicle VA1. If a median strip exists between the lanes LA1 and LA2, the vehicle travels in the opposite direction to the lane LA1 (i.e., the direction from left to right with respect to the traveling direction of the host vehicle VA1) (the direction of the arrow AR2 shown in FIG. 2) in the lane VA2. Therefore, in a country or region where driving is on the left side, if the approaching direction of the approaching vehicle VB is "from left to right with respect to the traveling direction of the host vehicle VA (hereinafter referred to as the "suppression direction")", it can be determined that a median strip MS exists between the host vehicle VA and the approaching vehicle VB.

[0038] In this modification, when a median strip MS exists behind the host vehicle VA, the ECU 20 judges whether the approaching direction of the approaching vehicle VB is the suppression direction. When the approaching direction of the approaching vehicle VB is the suppression direction, the ECU 20 judges that the median strip MS exists between the host vehicle VA and the approaching vehicle VB, and does not issue an alarm.

[0039] The CPU of the ECU 20 of this modified example executes a rear warning control routine shown in Fig. 4 instead of the rear warning control routine shown in Fig. 3. In Fig. 4, the same processes as those in Fig. 3 are given the same reference numerals and their description will be omitted.

[0040] When an appropriate time arrives, the CPU starts the process from step 400 in Fig. 4. When the shift position SP is in the R range ("Yes" in step 305 shown in Fig. 4) and an approaching vehicle VB is present in at least one of the left warning area LA and the right warning area RA ("Yes" in step 310 shown in Fig. 4), the CPU executes steps 315 to 330 shown in Fig. 4.

[0041] If a median strip MS is present behind the host vehicle VA ("Yes" in step 330 shown in FIG. 4), the process proceeds to step 405. In step 405, the CPU determines whether the approaching direction of the approaching vehicle VB is a suppression direction from left to right with respect to the traveling direction of the host vehicle VA.

[0042] If the approaching direction is not the suppression direction, the CPU judges "No" in step 405, and the process proceeds to step 340 shown in Fig. 4. As a result, a warning is issued. On the other hand, if the approaching direction is the suppression direction, the CPU judges "Yes" in step 405, and the process proceeds to step 495, where the CPU temporarily ends this routine. As a result, a warning is not issued.

[0043] As a result, the accuracy of determining whether or not a central reservation MS exists between the vehicle VA and the approaching vehicle VB does not depend on the accuracy of the radar, and the accuracy of the determination can be improved.

[0044] In countries or regions where traffic drives on the right side of the road, the inhibition direction is preset to a direction from right to left with respect to the traveling direction of the host vehicle VA.

[0045] <Second Modification> In the above embodiment, the position of the host vehicle VA on the map data is identified using map matching. However, immediately after the ignition of the host vehicle VA is turned on from an off state (immediately after the ignition is turned on), there is a high possibility that the position of the host vehicle VA on the map data cannot be identified using map matching. This is because, immediately after the ignition is turned on, the route that the host vehicle VA has actually traveled is not acquired, and therefore it is not possible to compare the shape of the route that the host vehicle VA has actually traveled with the shape of the lanes in the map data.

[0046] Therefore, the ECU 20 of this modification continues to determine whether or not a median strip exists behind the vehicle VA after the vehicle VA has traveled a predetermined distance since the ignition was turned on. When the ignition is turned off, the ECU 20 stores the determination result in a non-volatile storage area.

[0047] Thereafter, during the initial period from when the ignition of the host vehicle VA is turned on from the off state until the host vehicle VA travels a predetermined distance, the ECU 20 is unable to perform map matching and therefore determines whether or not a median strip MS exists behind the host vehicle VA based on the determination result stored when the ignition was turned off. This allows the ECU 20 to accurately determine whether or not a median strip exists behind the host vehicle VA even during the initial period when map mapping cannot be performed.

[0048] The CPU of the ECU 20 of this modified example executes a routine according to the flowchart in Fig. 5 every time a predetermined time elapses, and executes the rear warning control routine shown in Fig. 5 instead of the rear warning control routine shown in Fig. 3. In Fig. 5, the same processes as those in Fig. 3 and Fig. 4 are given the same reference numerals, and their explanations will be omitted.

[0049] As shown in Fig. 1, the driving assistance device 10 according to this modification includes a storage device 38. The storage device 38 has a non-volatile storage area, and a median strip flag storage unit 38a is set in the storage area. The median strip flag storage unit 38a stores a median strip flag Xms, which will be described later.

[0050] <Central median strip memory routine> When an appropriate time arrives, the CPU starts the process from step 500 in Fig. 5, and the process proceeds to step 505. In step 505, the CPU determines whether or not the host vehicle VA has traveled a predetermined distance or more since the ignition was turned on.

[0051] If the host vehicle VA has not traveled a predetermined distance or more since the ignition was turned on, the CPU determines "No" in step 505, proceeds to step 595, and temporarily ends this routine.

[0052] If the host vehicle VA has traveled a predetermined distance or more since the ignition was turned on, the CPU judges "Yes" in step 505 and executes steps 510 to 525. Steps 510 to 525 are the same as steps 315 to 330, respectively, and therefore their description will be omitted.

[0053] If a median strip is present behind the vehicle VA, the CPU determines "Yes" in step 525, and the process proceeds to step 530. In step 530, the CPU sets the value of the median strip flag Xms to "1." After that, the process proceeds to step 595, and the CPU temporarily ends this routine.

[0054] On the other hand, if there is no median strip behind the vehicle VA, the CPU determines "No" in step 525, and the process proceeds to step 535. In step 535, the CPU sets the value of the median strip flag Xms to "0." After that, the process proceeds to step 595, and the CPU temporarily ends this routine.

[0055] When the ignition is turned off, the CPU stores the value of the median flag Xms at the time when the ignition is turned off in the median flag storage unit 38a.

[0056] <Rear warning control routine> When an appropriate time arrives, the CPU starts the process from step 600 in Fig. 6. If the shift position SP is in the R range ("Yes" in step 305 shown in Fig. 6) and an approaching vehicle VB is present in at least one of the left warning area LA and the right warning area RA ("Yes" in step 310 shown in Fig. 6), the process proceeds to step 605.

[0057] In step 605, the CPU determines whether the value of the median flag Xms is "1". In detail, if the host vehicle VA has not traveled a predetermined distance or more since the ignition was turned on, the CPU determines whether the value of the median flag Xms stored in the median flag storage unit 38a is "1." If the host vehicle VA has traveled a predetermined distance or more since the ignition was turned on, the CPU determines whether the value of the median flag Xms set in the median storage routine executed immediately before is "1."

[0058] If the value of the median flag Xms is "1", the CPU determines "Yes" in step 605, and the process proceeds to step 405 shown in FIG. 6. If the approach direction is not the suppression direction ("No" in step 405 shown in FIG. 6), the process proceeds to step 340 shown in FIG. 6, and the CPU issues an alarm. Thereafter, the process proceeds to step 695, and the CPU temporarily ends this routine. If the approach direction is the suppression direction ("Yes" in step 405 shown in FIG. 6), the process proceeds to step 695, and the CPU temporarily ends this routine.

[0059] If the value of the median strip flag Xms is “0”, the CPU determines “No” in step 605, and the process proceeds to step 340 shown in FIG.

[0060] Note that when the CPU proceeds to step 405 shown in Fig. 6, if the host vehicle VA has traveled a predetermined distance or more since the ignition was turned on, the CPU may execute step 335 shown in Fig. 3 instead of step 405 shown in Fig. 6. This is because, when the host vehicle VA has traveled a predetermined distance or more since the ignition was turned on, the CPU can perform map mapping, and therefore can identify the current position of the host vehicle VA and the current position of the approaching vehicle VB on the map data.

[0061] <Third Modification> The ECU 20 according to this modification may issue a warning when the shift position SP is in either the D range or the N range (i.e., when the host vehicle VA is moving forward). In detail, the ECU 20 issues a warning when there is an "approaching vehicle VB that is located in at least one of a left warning area set in the left front of the host vehicle VA and a right warning area set in the right front of the host vehicle VA and is approaching the host vehicle VA." The driving assistance device 10 according to this modification includes a left front radar that detects an object located in the left front of the host vehicle VA and a right front radar that detects an object located in the right front of the host vehicle VA.

[0062] When the approaching vehicle VB is present, the ECU 20 does not issue an alarm if a median strip MS is present "in front of (i.e., in the direction of travel of)" the vehicle VA and the median strip MS is between the vehicle VA and the approaching vehicle VB.

[0063] This modification can also be applied to the first and second modifications. When this modification is applied to the second modification, in the median strip storage routine, the ECU 20 sets the value of the front median strip flag Xms' in addition to the median strip flag Xms. In detail, when a median strip MS exists in front of the host vehicle VA, the ECU 20 sets the value of the front median strip flag Xms' to "1", and when a median strip MS exists in front of the host vehicle VA (i.e., in the traveling direction of the host vehicle VA), the ECU 20 sets the value of the front median strip flag Xms' to "0". When the ignition is turned off, the ECU 20 stores the value of the front median strip flag Xms' in the median strip flag storage unit 38a.

[0064] When the shift position SP is in either the D range or the N range, and the approaching vehicle VB is present in at least one of the left warning area set to the left front of the host vehicle VA and the right warning area set to the right front of the host vehicle VA, the ECU 20 judges whether the value of the front median flag Xms' is "1." When the value of the front median flag Xms' is "1," the ECU 20 does not issue a warning if a median MS exists between the host vehicle VA and the approaching vehicle VB, and issues a warning if a median MS does not exist between the host vehicle VA and the approaching vehicle VB.

[0065] In the above embodiment, the ECU 20 issues an alarm by executing display control for displaying an alarm display element on the display device 34 and sound control for emitting a buzzer sound from the speaker 36, but the present invention is not limited to this. The ECU 20 may issue an alarm by executing at least one of display control and sound control.

[0066] The device 10 may further include a camera, and may determine whether or not the object is a vehicle based on an image captured by the camera.

[0067] The device 10 is applicable to vehicles such as engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. The device 10 is also applicable to autonomous vehicles. The present invention can also be regarded as a non-transitory storage medium on which a program for implementing the functions of the device 10 is stored and which is readable by a computer. [Explanation of symbols]

[0068] 10 driving assistance device, 20 ECU, 22 left rear radar, 24 right rear radar, 26b map data storage unit, 34 display device, 36 speaker.

Claims

1. 1. A driving assistance device that issues a warning to a driver of a host vehicle when there is an approaching vehicle that is located in a predetermined warning area set in front or rear of the host vehicle and is approaching the host vehicle, The driving assistance device includes: If the approaching vehicle is present, determining whether or not a median strip is present between the host vehicle and the approaching vehicle; When a median strip exists between the vehicle and the approaching vehicle, the warning is not issued. It was configured as follows: Driving assistance device.

2. The driving assistance device according to claim 1, The driving assistance device includes: When the approaching vehicle is present, referring to map data, it is determined whether or not the central reservation strip is present in the traveling direction of the host vehicle; When the center reservation strip exists in the traveling direction and the approaching direction of the approaching vehicle is a suppression direction that is preset with respect to the traveling direction depending on whether the vehicle is driving on the left side or the right side, it is determined that the center reservation strip exists between the vehicle and the approaching vehicle, and the warning regarding the approaching vehicle is not issued. A driving assistance device configured as above.

3. The driving assistance device according to claim 2, a driving assistance device, wherein the inhibition direction is preset to a direction from left to right with respect to the direction of travel in the country or region where traffic is on the left side, and is preset to a direction from right to left with respect to the direction of travel in the country or region where traffic is on the right side.

4. The driving assistance device according to claim 1, The driving assistance device is configured to determine whether or not the median strip exists between the host vehicle and the approaching vehicle during an initial period from when an ignition of the host vehicle is turned from an off state to an on state until the host vehicle travels a predetermined distance, if the driving assistance device has determined that the median strip exists in the traveling direction of the host vehicle before the ignition is turned off. Driving assistance device.

5. The driving assistance device according to claim 4, The driving assistance device includes: map data in which the position of the median strip and the shape of the road are stored; identifying a position of the vehicle on the map data by comparing a shape of a route actually traveled by the vehicle with a shape of a road in the map data; referring to the map data, and determining whether or not the central reservation strip is present in front of or behind the vehicle based on a position of the vehicle on the map data; When the ignition state is changed from the on state to the off state, the determination result of the central reservation strip is stored; During the initial period, it is determined whether or not the central reservation exists in a traveling direction of the vehicle based on the determination result; When the center reservation strip exists in the traveling direction of the vehicle, and the approaching direction of the approaching vehicle is a suppression direction that is preset with respect to the traveling direction depending on whether the vehicle is driving on the left side or the right side, it is determined that the center reservation strip exists between the vehicle and the approaching vehicle. A driving assistance device configured as above.

Images