Driving assistance systems

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 support device that gives an alarm when there is an approaching vehicle located in an alarm area set on the front side or the rear side of the host vehicle and approaching the host vehicle.

Background Art

[0002] Conventionally, a driving support device that gives an alarm when there is an approaching vehicle is known. For example, the driving support device described in Patent Document 1 (hereinafter referred to as the "conventional device") does not give an alarm even when an approaching vehicle is detected if all of the following conditions (1) to (3) are satisfied. (1) The traveling direction after the host vehicle turns right or left coincides with the traveling direction of the approaching vehicle. (2) The road on which the approaching vehicle travels has a plurality of lanes. (3) The approaching vehicle is traveling in a lane other than the lane closest to the position of the host vehicle. Thereby, since the conventional device does not give an unnecessary alarm, the possibility that the driver feels bothered can be reduced.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

[0004] When the driver of the host vehicle is not aware of the approaching vehicle or when the driver is not aware that the speed of the approaching vehicle is high, the host vehicle may enter the lane in which the approaching vehicle is traveling without entering the lane at the position closest to the position of the host vehicle. In this case, the possibility of a collision between the host vehicle and the approaching vehicle increases. However, since the conventional device does not give an alarm when all of the above conditions (1) to (3) are satisfied, there is a possibility that a necessary alarm cannot be given.

[0005] This invention was made to address the aforementioned problems. Specifically, it aims to provide a driver assistance device that can increase the likelihood of issuing necessary warnings while reducing the likelihood of issuing unnecessary warnings.

[0006] The driver assistance device of the present invention (hereinafter referred to as "the device of the present invention") provides a warning to the driver of the vehicle (VA) if there is an approaching vehicle (VB) located in a predetermined warning area (LA, RA) set to the front side or rear side of the vehicle (VA) and approaching the vehicle (step 310 "Yes"). The aforementioned driving support device, If the approaching vehicle exists (step 310 "Yes"), it is determined whether or not a median strip exists between the vehicle and the approaching vehicle (step 335), If a median strip (MS) exists between the vehicle and the approaching vehicle (step 335 "Yes"), the warning will not be issued. It is structured in this way.

[0007] If a median strip exists between your vehicle and an approaching vehicle, the possibility of the approaching vehicle crossing the median strip and entering your vehicle is extremely low, and the possibility of your vehicle crossing the median strip and entering the approaching vehicle is also extremely low. On the other hand, if there is no median strip between your vehicle and an approaching vehicle, and the driver of your vehicle is unaware of the approaching vehicle, there is a possibility that your vehicle may enter the approaching vehicle's path, potentially resulting in a collision between your vehicle and the approaching vehicle. According to the present invention, no warning is issued if a median strip exists between your vehicle and an approaching vehicle, but a warning is issued if there is no median strip between your vehicle and an approaching vehicle. Therefore, the present invention can increase the likelihood of issuing necessary warnings while reducing the likelihood of issuing unnecessary warnings. [Brief explanation of the drawing]

[0008] [Figure 1] This is a schematic diagram of a driver assistance device according to an embodiment of the present invention. [Figure 2] This is an explanatory diagram illustrating an example of the operation of a driver assistance device according to an embodiment of the present invention. [Figure 3] Figure 1 is a flowchart of the routines executed by the CPU of the ECU. [Figure 4] This is a flowchart of the routine executed by the CPU of the ECU in a first modified embodiment of the present invention. [Figure 5] This is a flowchart of the routine executed by the CPU of the ECU in a second modified embodiment of the present invention. [Figure 6] This is a flowchart of the routine executed by the CPU of the ECU in a second modified embodiment of the present invention. [Modes for carrying out the invention]

[0009] As shown in Figure 1, the driver assistance device according to this embodiment (hereinafter referred to as "the device 10") is applied to the vehicle VA and comprises the components shown in Figure 1.

[0010] The ECU20 performs rear warning control to alert the driver of the vehicle VA if an approaching vehicle VB (see Figure 2) is located to the left rear or right rear of the vehicle VA. This type of warning is sometimes referred to as RCTA (Rear Cross Traffic Alert).

[0011] In this specification, "ECU" refers to an electronic control unit comprising a microcomputer as its main component. An ECU may also be referred to as a control unit, controller, or computer. The microcomputer includes a CPU (processor), ROM, RAM, and interfaces, etc. At least one function implemented by the ECU 20 may be implemented by multiple ECUs.

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

[0013] Radar detects objects by transmitting radio waves and receiving reflected waves that are reflected by the object. Based on the reflection intensity of the reflected waves, the radar determines whether the object is a vehicle or not. The radar determines the position of the object identified as a vehicle relative to the vehicle VA, and the relative velocity Vr of the object relative to the vehicle VA, and transmits radar object information including this to the ECU20.

[0014] The navigation device 26 includes a GNSS (Global Navigation Satellite System) receiver 26a and a map data storage unit 24b. The GNSS receiver 24a receives signals from multiple satellites and determines 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 that registers the shape of road lanes and the median strips installed on the roads.

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

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

[0017] The speaker 36 emits a buzzer sound for notifying the driver that the approaching vehicle VB is approaching.

[0018] (Outline of operation) When the shift position SP of the device 10 is in the R range (that is, when the host vehicle VA is reversing), the ECU 20 of the present device 10 determines whether there is an "approaching vehicle VB that is located in at least one of the left warning region LA and the right warning region RA shown in FIG. 2 and approaches the host vehicle VA". The left warning region LA and the right warning region RA are set at the left rear and the right rear of the host vehicle VA, respectively.

[0019] When an approaching vehicle VB exists, the ECU 20 refers to the map data stored in the map data storage unit 26b and determines whether a median strip MS (see FIG. 2) exists behind the host vehicle VA (that is, in the traveling direction of the host vehicle VA). When a median strip MS exists behind the host vehicle VA, the ECU 20 determines whether a median strip MS exists 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 enters the area on the host vehicle VA side beyond the median strip MS is extremely low, and the possibility that the host vehicle VA also enters the area on the approaching vehicle VB side beyond the median strip MS is extremely low. Therefore, the possibility that the host vehicle VA and the approaching vehicle VB collide is extremely low. When an alarm is issued in such a case, the driver is likely to feel the alarm annoying. Therefore, when a median strip MS exists between the host vehicle VA and the approaching vehicle VB, the ECU 20 does not issue an alarm. 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 allows the device 10 to increase the likelihood of issuing necessary alarms while reducing the likelihood of issuing unnecessary alarms.

[0022] (Example of operation) Figure 2 shows an example where the vehicle VA parked in the parking lot in front of the store reverses into lane LA1 of the intersecting road RD. In this case, the vehicle VA travels along the route PA shown in Figure 2. The intersecting road RD is the road that intersects with the direction of travel of the vehicle VA as it reverses.

[0023] When the vehicle VA begins to reverse, an approaching vehicle VB is located in the right warning area RA of the vehicle VA. Furthermore, as shown in Figure 2, a median strip MS is located behind the vehicle VA, and this median strip MS is located between the vehicle VA and the approaching vehicle VB (in other words, the approaching vehicle VB is located behind the median strip MS). For this reason, the ECU 20 does not issue a warning regarding the approaching vehicle VB.

[0024] Furthermore, the statement "the median strip MS exists between the vehicle VA and the approaching vehicle VB" can also be expressed as "the median strip MS exists between the lane LA1 (the lane LA1 into which the vehicle VA enters) and the lane LA2 in which the approaching vehicle VB is traveling" on the intersecting road RD that crosses the direction of travel of the vehicle VA.

[0025] (Specific operation) <Rearward warning control routine> The CPU of ECU20 executes the routine shown in the flowchart in Figure 3 at predetermined intervals.

[0026] When the appropriate time arrives, the CPU starts processing from step 300 in Figure 3, and the processing proceeds to step 305. In step 305, the CPU determines whether 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] If an 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 obtains the current position of its own vehicle VA from the GNSS receiver 26a. Step 320: The CPU obtains map data for a predetermined range from the current location from the map data storage unit 26b. Step 325: The CPU uses map matching to determine the current position of its own vehicle VA on the map data. In map matching, the CPU compares the shape of the actual route traveled by the vehicle VA with the shape of the lanes in the map data to determine the current position of the vehicle VA on the map data. The actual route traveled by the vehicle VA may be determined based on the vehicle speed Vs and yaw rate Yr, or it may be determined based on the history of the vehicle VA's current position.

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

[0031] If a median strip MS exists behind the vehicle VA, the CPU determines "Yes" in step 330, and the process proceeds to step 335. In step 335, the CPU determines whether a median strip MS exists between the vehicle VA and the approaching vehicle VB, that is, whether the approaching vehicle VB is located behind the median strip MS. Specifically, the CPU determines whether a median strip MS exists between the vehicle VA and the approaching vehicle VB by converting the position of the approaching vehicle VB, identified by radar object information, relative to the vehicle VA, into a position on map data.

[0032] If there is no median strip MS between the 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 an alarm. Specifically, the CPU displays an alarm indicator on the display device 34 and sounds a buzzer on the speaker 36. After that, the process proceeds to step 395, and the CPU terminates this routine.

[0033] If a median strip MS exists between the 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 terminates this routine. As a result, no warning is issued if a median strip MS exists between the vehicle VA and the approaching vehicle VB.

[0034] On the other hand, if there is no median strip MS behind the 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 vehicle VA, an alarm is issued.

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

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

[0037] As shown in Figure 2, in countries or regions with left-hand traffic, in lane LA1 on the intersecting road RD, which is closest to the vehicle VA (i.e., lane LA1 into which the vehicle VA is about to enter), the vehicle travels from right to left relative to the direction of travel of the vehicle VA1 (in the direction of the dotted arrow AR1 shown in Figure 2). If a median exists between lane LA1 and lane LA2, then in lane VA2, the vehicle travels in the opposite direction to lane LA1 (i.e., from left to right relative to the direction of travel of the vehicle VA1) (in the direction of the arrow AR2 shown in Figure 2). Therefore, in countries or regions with left-hand traffic, if the approaching direction of the approaching vehicle VB is "from left to right relative to the direction of travel of the vehicle VA (hereinafter referred to as the "restraining direction")", it can be determined that a median MS exists between the vehicle VA and the approaching vehicle VB.

[0038] In this modified example, if a median strip MS is present behind the vehicle VA, the ECU 20 determines whether the approaching vehicle VB is in the suppression direction described above. If the approaching vehicle VB is in the suppression direction described above, the ECU 20 determines that a median strip MS is present between the vehicle VA and the approaching vehicle VB, and does not issue a warning.

[0039] In this modified example, the CPU of ECU20 executes the rear warning control routine shown in Figure 4 instead of the rear warning control routine shown in Figure 3. In Figure 4, the same processes as in Figure 3 are given the same symbols and their explanations are omitted.

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

[0041] If a median strip MS exists behind the vehicle VA (step 330 "Yes" as shown in Figure 4), the process proceeds to step 405. In step 405, the CPU determines whether the approaching vehicle VB is moving in a restraining direction from left to right relative to the direction of travel of the vehicle VA.

[0042] If the direction of approach is not the suppression direction, the CPU determines "No" in step 405, and the process proceeds to step 340 as shown in Figure 4. As a result, an alarm is issued. On the other hand, if the direction of approach is the suppression direction, the CPU determines "Yes" in step 405, and the process proceeds to step 495, at which point the CPU terminates this routine. As a result, no alarm is issued.

[0043] As a result, the accuracy of determining whether or not a median strip MS exists between the vehicle VA and the approaching vehicle VB no longer depends on the accuracy of the radar, and the accuracy of this determination can be improved.

[0044] In countries or regions with right-hand traffic, the suppression direction is pre-set to move from right to left relative to the direction of travel of the vehicle's VA.

[0045] <Second variation> In the above embodiment, the position of the vehicle VA on the map data is determined using map matching. However, immediately after the ignition of the vehicle VA is turned on from the off state (immediately after ignition is turned on), it is highly likely that the position of the vehicle VA on the map data cannot be determined using map matching. This is because, immediately after ignition is turned on, the route actually traveled by the vehicle VA is not acquired, making it impossible to compare the shape of the route actually traveled by the vehicle VA with the shape of the lanes in the map data.

[0046] Therefore, in this modified version, the ECU 20 continuously determines whether or not a median strip exists behind the vehicle VA after the ignition has been turned on and the vehicle VA has traveled a predetermined distance. When the ignition is turned off, the ECU 20 stores this determination result in a non-volatile memory area.

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

[0048] In this modified example, the CPU of ECU20 executes a routine at predetermined intervals as shown in the flowchart in Figure 5, and instead of the rear warning control routine shown in Figure 3, it executes the rear warning control routine shown in Figure 5. In Figure 5, the same processes as in Figures 3 and 4 are given the same reference numerals and their explanations are omitted.

[0049] The modified driving support device 10 has a memory device 38, as shown in Figure 1. The memory device 38 has a non-volatile memory area, and a median strip flag memory unit 38a is set in that memory area. The median strip flag memory unit 38a stores the median strip flag Xms, which will be described later.

[0050] <Median strip memory routine> When an appropriate time arrives, the CPU starts processing from step 500 in Figure 5, and the processing proceeds to step 505. In step 505, the CPU determines whether the vehicle VA has traveled a predetermined distance or more since the ignition was turned on.

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

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

[0053] If a median strip exists 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 terminates 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 terminates this routine.

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

[0056] <Rearward warning control routine> When the appropriate time arrives, the CPU starts processing from step 600 in Figure 6. If the shift position SP is in the R range (step 305 "Yes" shown in Figure 6), and there is an approaching vehicle VB in at least one of the left warning area LA and the right warning area RA (step 310 "Yes" shown in Figure 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 vehicle VA has not traveled a predetermined distance 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 vehicle VA has traveled a predetermined distance 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 as shown in Figure 6. If the approach direction is not the suppression direction (step 405 "No" as shown in Figure 6), the process proceeds to step 340 as shown in Figure 6, and the CPU issues an alarm. After that, the process proceeds to step 695, and the CPU terminates this routine. If the approach direction is the suppression direction (step 405 "Yes" as shown in Figure 6), the process proceeds to step 695, and the CPU terminates this routine.

[0059] If the value of the median flag Xms is "0", the CPU determines "No" in step 605, and the process proceeds to step 340 as shown in Figure 6.

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

[0061] <Third variation> The ECU 20 in this modified example may issue a warning when the shift position SP is in either the D range or the N range (i.e., when the vehicle VA is moving forward). Specifically, the ECU 20 issues a warning when there is an approaching vehicle VB located in at least one of the left warning area set to the left front of the vehicle VA and the right warning area set to the right front of the vehicle VA, and approaching the vehicle VA. The driver assistance device 10 in this modified example is equipped with a left-front radar for detecting objects located to the left front of the vehicle VA and a right-front radar for detecting objects located to the right front of the vehicle VA.

[0062] If the aforementioned approaching vehicle VB exists, the ECU20 will not issue a warning if a median strip MS is present "in front of (i.e., in the direction of travel)" of the vehicle VA and that median strip MS is located between the vehicle VA and the approaching vehicle VB.

[0063] This modified version can also be applied to the first and second modified versions. When this modified version is applied to the second modified version, the median barrier memory routine of the ECU 20 sets the value of the forward median barrier flag Xms' in addition to the median barrier flag Xms. Specifically, the ECU 20 sets the value of the forward median barrier flag Xms' to "1" if a median barrier MS exists in front of the vehicle VA, and sets the value of the forward median barrier flag Xms' to "0" if a median barrier MS exists in front of the vehicle VA (i.e., in the direction of travel of the vehicle VA). When the ignition is turned off, the ECU 20 stores the value of the forward median barrier flag Xms' in the median barrier flag memory unit 38a.

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

[0065] In the above embodiment, the ECU 20 issued an alarm by performing display control to display an alarm display element on the display device 34 and sound control to emit a buzzer sound from the speaker 36, but it is not limited to this. The ECU 20 may also issue an alarm by performing at least one of the display control and sound control.

[0066] Furthermore, the device 10 may be equipped with a camera, and it may be determined whether or not an object is a vehicle based on the image captured by the camera.

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

[0068] 10...Driving assistance system, 20...ECU, 22...Left rear radar, 24...Right rear radar, 26b...Map data storage unit, 34...Display device, 36...Speaker.

Claims

1. In a driver assistance device that provides a warning to the driver of a vehicle when an approaching vehicle is located in a predetermined warning area set to the front side or rear side of the vehicle and is approaching the vehicle, The aforementioned driving support device, If an approaching vehicle exists, determine whether or not a median strip exists between your vehicle and the approaching vehicle. If a median strip exists between the vehicle in question and the approaching vehicle, the warning will not be issued. It is configured in such a way, Furthermore, the driver assistance device is configured to determine whether or not a median strip exists between the vehicle and the approaching vehicle during the initial period from when the vehicle's ignition is switched from the off state to the on state until the vehicle travels a predetermined distance, if it was determined before the ignition was switched off that a median strip existed in the direction of travel of the vehicle. Driving assistance system.

2. In the driving support device according to claim 1, The aforementioned driving support device, If an approaching vehicle exists, the system will refer to the map data to determine whether or not the median strip exists in the direction of travel of the vehicle itself. If the median strip exists in the direction of travel, and the approaching vehicle's direction of approach is a predetermined suppression direction relative to the direction of travel, depending on whether it is left-hand traffic or right-hand traffic, then it is determined that the median strip exists between the vehicle and the approaching vehicle, and the warning regarding the approaching vehicle is not issued. A driver assistance system configured in such a way.

3. In the driving support device according to claim 2, A driving assistance device wherein the suppression direction is pre-set to move from left to right relative to the direction of travel in countries or regions with left-hand traffic, and pre-set to move from right to left relative to the direction of travel in countries or regions with right-hand traffic.

4. In the driving support device according to Claim 1, The aforementioned driving support device, The system stores map data that contains the location of the median strip and the shape of the road. By comparing the shape of the route actually traveled by the vehicle with the shape of the roads in the map data, the position of the vehicle on the map data is determined. Referencing the aforementioned map data, and based on the position of the vehicle on the map data, determine whether or not the median strip exists in front of or behind the vehicle. When the ignition switches from the ON state to the OFF state, the determination result of the median strip is stored. During the initial period, based on the determination result, it is determined whether or not the median strip exists in the direction of travel of the vehicle. If the median strip exists in the direction of travel of the vehicle in question, and the direction of approach of the approaching vehicle is a predetermined restraining direction relative to the direction of travel, depending on whether it is left-hand traffic or right-hand traffic, then it is determined that the median strip exists between the vehicle in question and the approaching vehicle. A driver assistance system configured in such a way.

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