JP2011086205A - Traveling safety device for vehicle - Google Patents

Abstract

When traveling to an intersection, a driver is visually informed of the presence of a moving object approaching the vehicle, thereby more reliably avoiding a collision with the moving object at the intersection.
A travel safety device is provided at a front portion of a vehicle, detects an object around the vehicle, a travel state detection unit detects a travel state of the vehicle, and a detection. Among the detected objects, the moving object specifying means 10 and 36 for specifying the moving object approaching the traveling path of the vehicle, and the approach direction for displaying the approaching direction of the approaching moving object and notifying the driver Display means 20, 40.
[Selection] Figure 1

Description

  The present invention relates to a traveling safety device for a vehicle, and more specifically to a safety device for avoiding a collision between a vehicle and a moving object approaching the vehicle.

  There have been a number of accidents involving vehicles at the intersection. Of these, collisions with vehicles approaching from the side, caused mainly by the lack of confirmation of the driver's left and right fronts, are endless. This tendency is particularly noticeable at intersections with poor prospects.

Patent Document 1 discloses a vehicle collision prevention apparatus. When it is determined that there is a risk of collision between the moving body detected by the camera in front of the vehicle and the host vehicle, the vehicle collision prevention device issues an alarm by an alarm device to alert the driver.
Japanese Patent Laid-Open No. 2001-101582

  In the invention described in Patent Document 1, since there is only a warning by an alarm device when there is a possibility of a collision, the driver is distracted by visual confirmation or the like and misses the warning, so it cannot be heard reliably. There is a fear.

  The present invention improves the above-described problems of the prior art, and when traveling to an intersection, visually informs the driver of the presence of a moving object that is approaching, thereby ensuring more reliable collision with the moving object at the intersection. The purpose is to avoid.

  The present invention provides a vehicle travel safety device. The travel safety device is provided at a front portion of the vehicle, and includes an object detection unit that detects an object around the vehicle, a travel state detection unit that detects a travel state of the vehicle, and a detected object, Moving object specifying means for specifying a moving object approaching the traveling path of the vehicle, and an approach direction display means for displaying the approach direction of the approaching moving object and notifying the driver.

  According to the present invention, the approaching direction of the moving object approaching is displayed, so that the driver can guide the line of sight reflexively in the approaching direction of the moving object and quickly recognize the presence of the moving object. It is possible to avoid a collision with a moving object due to insufficient confirmation by the driver.

  According to an aspect of the present invention, the camera further includes a line-of-sight direction determining unit that determines a driver's line-of-sight direction, and the approach direction display unit displays when the approaching direction of the moving object approaching and the driver's line-of-sight direction are different. To do.

  According to this aspect of the present invention, when there is a high possibility that the moving object that is approaching is not recognized, the display that informs the approach of the moving object is performed, so that the driver can be assured of the presence of the moving object. It is possible to avoid collision with a moving object due to insufficient confirmation by the driver. At the same time, when there is a high possibility of recognizing an approaching moving object, the driver can be freed from the annoyance and confusion caused by the display by not displaying it. That is, the driver can be visually informed of the approach only when it is considered that it is highly effective to notify the approach of the moving object.

  According to one aspect of the present invention, the approach direction display means includes a display device arranged near the center of the front portion of the vehicle interior of the vehicle.

  According to this aspect of the present invention, the indicator is disposed at a position where the driver can see even if the driver shifts his / her line of sight with respect to the front of the vehicle. The display for informing the approaching direction can be reliably recognized.

  According to one aspect of the present invention, the display includes a plurality of light emitting elements arranged substantially horizontally, and the lighting or extinguishing positions of the plurality of light emitting elements are on the right according to the approaching direction of the moving object approaching. Move from left to right or from left to right.

  According to this aspect of the present invention, depending on the approaching direction of the moving object that is approaching, the lighting points or the non-lighting points of the plurality of light emitting elements of the display are moved from right to left or from left to right. The driver can instantly grasp the approaching direction of the moving object.

1 is a block diagram of a travel safety device according to an embodiment of the present invention. FIG. It is a figure which shows one Embodiment of the display apparatus of this invention. It is a figure which shows the position of the display apparatus in a vehicle interior. It is a figure which shows the position of the display apparatus in a vehicle interior, and a driver | operator's gaze direction. It is a figure which shows the mode of the approach of the vehicle which advances to an intersection, and a moving object (vehicle). It is a figure around a seat belt. It is a figure which shows the structural example of a seatbelt sensor unit. It is a figure which shows the relationship between the pull-out amount of a seatbelt, and a driver | operator's gaze direction. It is a basic control flow of the approach direction display of the approaching moving object of this invention. It is a control flow of the approach direction display of the approaching moving object in consideration of the state of the driver of the present invention. It is a figure which shows the approach direction determination flow of the approaching moving object of this invention.

  Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a vehicle travel safety device 100 mounted on a vehicle according to an embodiment of the present invention. The travel safety device 100 includes a processing device 10, an external sensor 12, a vehicle state sensor 14, a driver's line-of-sight sensor 16, a navigation device 18, and a display device 20. The brake actuator 22 in the figure is described as a target to which a control signal from the processing device 10 is sent, and is a device originally associated with the vehicle.

  The processing device 10 is an electronic control unit (ECU) which is a computer including a central processing unit (CPU) and a memory. In the figure, functions realized by the processing device 10 are represented as blocks. In this embodiment, the processing apparatus 10 includes an object information acquisition unit 30, a host vehicle information acquisition unit 32, a driver gaze estimation unit 34, an approaching moving object specification unit 36, a collision risk determination unit 38, and a collision avoidance control unit 40. Is provided. Details of each function of the processing apparatus 10 will be described later. Note that the processing device 10 may be configured as a part of the navigation device 18 or as an accompanying device.

  In this embodiment, the external sensor 12 is provided at the front portion of the vehicle and detects an object existing around the vehicle. Preferably, the external sensor 12 detects a moving object approaching the traveling path of the vehicle, for example, as exemplified by reference numeral 68 in FIG. It is provided at the left end and / or right end of the front part of the vehicle (for example, the left end and / or right end part of the front bumper) or the front end center part (in the case of wide-angle laser radar) so as to detect the region. The external sensor 12 can be configured by, for example, a radar device using electromagnetic waves such as millimeter waves or an imaging device that images the periphery of the vehicle.

  Here, the radar apparatus can be realized by any known appropriate radar apparatus. For example, the radar apparatus divides a detection target area set in the external environment of the host vehicle into a plurality of angle areas, and transmits an electromagnetic wave transmission signal so as to scan each angle area. Each transmission signal receives a reflection signal generated by reflection from an object outside the host vehicle (for example, another vehicle or structure), and generates a signal indicating the distance and direction from the radar device to the object. And output to the processing device 10.

  The imaging device can be implemented with any known appropriate imaging device. The imaging device acquires images captured by one or more cameras, and outputs the image data to the processing device 10.

  The vehicle state sensor 14 is described as a general term for a plurality of sensors that detect the state of the host vehicle as various parameters. The vehicle state sensor 14 includes, for example, a sensor that detects the speed of the host vehicle, a sensor that detects the position of the brake pedal, a sensor that detects the position of the accelerator pedal, and the like. The sensor for detecting the speed of the host vehicle can be realized by any known appropriate means. For example, a wheel speed sensor for detecting the rotational speed (wheel speed) of the driving wheel of the host vehicle, or the speed of the host vehicle. This can be realized by a vehicle speed sensor that detects the acceleration or an acceleration sensor that detects acceleration acting on the vehicle body.

  The sensor that detects the position of the brake pedal and the sensor that detects the position of the accelerator pedal is realized by a mechanical or photoelectric sensor (switch) that detects the position of the drive part of the pedal that moves according to the amount of pedal depression. Is done. The output (detection signal) of the vehicle state sensor 14 is input to the processing device 10.

  The driver's line-of-sight sensor 16 includes an imaging device that acquires an image of the driver's eyes or a seat belt sensor that detects the amount of the seat belt pulled out by the driver. For the detection of the driver's line of sight by the imaging device, for example, a method disclosed in Japanese Patent Application Laid-Open No. 2005-296383, which detects the line of sight using an LED and a camera provided in the vehicle interior, can be used. The output (detection signal) of the line-of-sight sensor 16 is input to the processing device 10. A method for detecting the amount of seat belt withdrawal by the seat belt sensor will be described later.

  The navigation device 18 includes an output unit, an input unit, a storage unit, and the like, and the output unit includes a display and a speaker. The storage means stores map data and road information of the map data. The road information includes attribute information (road type, road shape, etc.) indicating attributes for each road. The navigation device 18 calculates the current position of the vehicle from the GPS signal and the gyro sensor signal. The navigation device 18 obtains the speed signal of the host vehicle from the vehicle state sensor 14 and selects an optimum route for traveling. The navigation device 18 can include a communication unit (not shown) having a communication function for acquiring real-time traffic information from a predetermined server. The traffic information includes, for example, information on traffic jams, construction work, traffic regulations, and the like. Information obtained by the navigation device 18 (vehicle position, planned travel route, road type, road shape, etc.) is sent to the processing device 10 as necessary.

  The display device 20 receives the signal from the processing device 10 and displays the approaching direction of the moving object approaching to notify the driver. FIG. 2 is a diagram showing an embodiment of the display device 20. FIG. 2A shows the configuration of the display device 20. A plurality of light emitting elements 44 are arranged in a row in the housing 42. The light emitting element 44 is, for example, an LED. The arrangement is not limited to one row, and may be two or more rows. The number of light emitting elements 44 is not limited to six in the figure, and an arbitrary number such as 10 or more can be set. The light emission color of the light emitting element 44 is preferably red, which is easy to attract the driver's attention, but is not limited to this and may be other colors that are easily noticeable (orange, white, etc.).

  FIG. 2B is a diagram illustrating a display operation of the display device 20. A shows a case where the moving object approaches from the right direction, and B shows a case where the moving object approaches from the left direction. In A, the light emitting element is caused to emit light at a predetermined cycle, and the light emitting element 46 to be lit is moved from right to left by two over time, thereby informing the driver that a moving object is approaching from the right direction. . In other words, the light-emitting elements 48 that are turned off move one by one from right to left with time. Note that the lighting element 46 and the extinguishing element 48 may be reversed. The predetermined period is determined on the basis of the speed at which the driver can instantly recognize (for example, 0.5 seconds / 1 cycle). The case of B is the same as that of A except that the moving direction of the lighting element 46 (light-off element 48) changes from left to right.

  FIG. 3 is a diagram illustrating the position of the display device 20 in the vehicle interior. In FIG. 3, the case where the display apparatus 20 is installed in the lower part of the room mirror 50 located on the centerline C of a vehicle interior, and the case where it installs on the front cover part 52 are illustrated. Any one display device 20 may be installed, and in any case, it is important that the display device 20 is located near the center of the passenger compartment. For example, as shown in FIG. 4, the display device 20 is positioned near the center of the passenger compartment, so that the display device 20 can be kept within the driver's field of view regardless of whether the driver's line-of-sight direction is right or left. It is because it can be put in.

  FIG. 4A shows a case where the driver's line-of-sight direction 54 is on the left. The driver's central visual field is in the range indicated by reference numeral 56, and the display device 20 is included in the peripheral visual field range 58. FIG. 4B shows a case where the driver's line-of-sight direction 54 is on the right. The driver's central visual field is in the range indicated by reference numeral 56, and the display device 20 is included in the peripheral visual field range 58. In this way, the display device 20 can be placed in the driver's field of view, regardless of whether the driver's line-of-sight direction is right or left. In addition, when installing the display apparatus 20 on the front cover part 52, the display apparatus 20 can be similarly put in a driver | operator's visual field.

  Next, each function of the processing apparatus 10 of FIG. 1 will be described. The object information acquisition unit 30 acquires the output signal of the external sensor 11 at predetermined time intervals, and based on the output signal, for each object existing around the vehicle, an object including the position, speed, and traveling direction of the object Get information. When the external sensor 11 is a radar device, the position of the object can be obtained based on a signal output from the radar device. When the external sensor 11 is an imaging device, the imaged object is extracted from image data output from the imaging device, and the position of the object is obtained based on the position of the object in the image. Can do. By tracking the position of the object, the speed and direction of travel of the object can be determined. For example, the speed of the object can be obtained by dividing the moving distance of the position of the object in a predetermined time by the predetermined time.

  The own vehicle information acquisition unit 32 acquires various output signals of the vehicle state sensor 12 at the predetermined time intervals, and based on the output signals, the own vehicle speed, the position of the brake pedal, the position of the accelerator pedal, etc. Get own vehicle information including. The own vehicle information acquisition unit 32 further acquires the current position, the planned travel route, and the like from the navigation device 18.

  The approaching moving object specifying unit 36 specifies a moving object approaching the traveling path of the host vehicle from information on objects existing around the vehicle acquired by the object information acquiring unit 30. For example, based on the traveling direction and speed of the moving object and the traveling direction and speed of the host vehicle, the moving object approaching, in other words, the moving object that may intersect may be specified.

  FIG. 5 is a diagram showing a state of approach between a vehicle traveling to an intersection and a moving object (vehicle). It is assumed that the vehicle 60 on the vertical road in FIG. 5 resumes running after being temporarily stopped in front of the “stop” display 62 in front of the intersection. The vehicle 60 travels in the direction of the arrow 70 at the intersection. An external sensor 68 is installed at the left end of the vehicle 60. The external sensor 56 in the figure is exaggerated and drawn for the sake of clarity, but is actually installed so as not to protrude from the surface of the vehicle.

  On the lateral road in FIG. 5, two vehicles 64 and 66 are traveling toward the intersection. The object information acquisition unit 30 detects the traveling direction and speed of the two vehicles 64 and 66 based on the detection signal from the external sensor 68. Taking the vehicle 64 as an example, the traveling direction 73 and its speed are detected. The approaching moving object specifying unit 36 acquires these pieces of information from the object information acquiring unit 30, specifies the approaching vehicle 64, and obtains information such as the position, traveling direction, and speed of the approaching vehicle. Then, for example, the time until each of the host vehicle 60 and the vehicle 64 reaches the point of the distance D is obtained, and both times are compared to determine whether or not there is a possibility that the two vehicles cross each other. A moving object having the possibility is specified as an approaching moving object.

  The driver's line-of-sight estimation unit 34 estimates the driver's line of sight from image information captured by the imaging device and the amount of seat belt withdrawn detected by the seat belt sensor. Here, a method for estimating the driver's line of sight from the amount of seat belt withdrawn by the seat belt sensor will be described with reference to FIGS.

  FIG. 6 is a view around the seat belt. The seat belt 74 is pulled out from the winder 78 of the seat belt 74, and the buckle 76 is inserted into the opening 82 of the mounting portion 81. The seat belt sensor 80 is provided in the winder 78 of the seat belt 74, and detects the movement amount of the seat belt 74, that is, the withdrawal amount (m) or the winding amount (m). The output signal of the seat belt sensor 80 is sent to the processing device 10. The seat belt sensor 80 is installed in the winder 78 as one sensor unit, for example.

  FIG. 7 is a diagram illustrating a configuration example of the sensor unit. The sensor unit includes a magnetic disk 90 and two Hall elements (IC) 92 and 94. On the outer periphery of the magnetic disk 90, north and south poles are alternately arranged along the circumferential direction. The magnetic disk 90 rotates around the central axis CT in accordance with the movement (drawing or winding) of the seat belt. When the magnetic disk 90 rotates, the Hall elements 92 and 94 output an A-phase pulse S1 and a B-phase pulse S2. Waveforms 96 and 98 are output examples of the pulses S1 and S2. One cycle of the pulses S1 and S2 corresponds to an output when one set of the N pole and the S pole on the outer peripheral portion of the magnetic disk 21 crosses in front of the Hall element 92 or 94.

  Since the Hall elements 92 and 94 are placed at a predetermined distance, a phase difference ΔF is generated between the pulses 96 and 98. In FIG. 7, the phase of the pulse S2 is delayed. However, when the rotation direction of the magnetic disk 90 is reversed, the phase of the pulse S1 is delayed. Since the rotation direction of the magnetic disk 90 corresponds to the moving direction of the seat belt, it is detected whether the phase of the pulses S1 and S2 is delayed, and the seat belt is pulled out. It can be judged whether it is. Further, since the movement amount (m) of the seat belt is correlated with the rotation amount of the magnetic disk 90, and the rotation amount of the magnetic disk 90 is correlated with the lengths (number of pulses) of the pulses 96, 98, By counting the number of pulses, the movement amount (m) of the seat belt can be calculated. That is, 1 pulse = belt length ΔL (m) is established.

  Next, a method for estimating the driver's line of sight from the amount of the seat belt withdrawn by the seat belt sensor 16 by the driver's line of sight estimation unit 34 will be described. FIG. 8 is a diagram illustrating the relationship between the amount of seat belt withdrawal and the driver's line-of-sight direction. FIG. 8 assumes a right handle. In a normal running state, as shown in FIG. 8A, the driver 84 drives while looking at the front with the back of the seat 86. In this case, the amount by which the seat belt 74 is pulled out is often in a range equal to or less than the predetermined length S1 in the figure.

  When the vehicle enters an intersection as illustrated in FIG. 5, for example, an intersection with poor visibility, the driver moves away from the seat 86 and leans to the right as shown in FIG. 8B. May look to the right. In this case, the seat belt 74 is withdrawn from the winder 78 (FIG. 6) as much as the driver gets on, and the amount of withdrawal is often in the range of Sl to Sr in the lower part of the figure.

  Similarly, when looking at the left direction at an intersection or the like, the driver may move away from the seat 86 and lean on the left side as shown in FIG. 8C. In this case, the seat belt 74 is further pulled out, and the pulling amount is often in the range of Sr or more in the lower part of the figure. The withdrawal amounts S1 and Sr are determined in advance by monitoring the operation of the driver. In this manner, the direction of the driver's body, that is, the direction of the line of sight can be estimated from the amount of the seat belt 74 that is detected by the seat belt sensor 80. In the case of the left handle, the relationship between the pull-out amount and the person's orientation in FIG. 8 is reversed between right gaze and left gaze, and the pull-out amount is larger in the case of right gaze than left gaze. The correlation between the pull-out amount of the seat belt 74 and the driver's line of sight is stored in advance in a memory (not shown) of the processing apparatus 10 as one table.

  The collision risk determination unit 38 includes information on the approaching moving object (traveling direction and speed) specified by the approaching moving object specifying unit 36 and information on the own vehicle (traveling direction and speed) from the host vehicle information specifying unit 32. From the driver's line-of-sight information from the driver's line-of-sight estimation unit 34 and the information (position, planned traveling route, etc.) of the host vehicle obtained from the navigation device 18, the collision between the host vehicle and the specified approaching moving object is detected. Determine the risk.

  Specifically, the collision risk determination unit 38 determines the time required for the approaching moving object to reach an intersection position (for example, a position at a distance D in FIG. 5) between the traveling direction of the host vehicle and the specified traveling direction of the approaching moving object. Is shorter, in other words, the higher the speed of the approaching moving object, the greater the risk of collision. Further, it is determined that the greater the deviation between the estimated driver's line-of-sight direction and the specified direction of the approaching moving object, the greater the risk of collision. This criterion can be arbitrarily set from the own vehicle, the approaching moving object, and the driver's line-of-sight information.

  The collision avoidance control unit 40 generates two types of control signals (display control and brake control) according to the collision risk determined by the collision risk determination unit 38 and sends it to the display device 20 or the brake actuator 22.

  Next, the operation of the travel safety device 100 will be described with reference to FIGS. FIG. 9 is a basic control flow for displaying the approaching direction of the approaching moving object. In step S101, the external sensor 12 detects an object existing around the vehicle. In step S103, the vehicle state sensor 14 detects the state of the host vehicle (speed, brake pedal position, accelerator pedal position, etc.). In step S105, the processing device 10 (the approaching moving object specifying unit 36) specifies the approaching moving object from the detected information on the surrounding objects and the information on the host vehicle. In step S107, it is determined whether or not there is an approaching moving object, and if not, the control flow ends.

  If there is an approaching moving object, the approaching direction of the approaching moving object is displayed in step S109. Specifically, the processing device 10 (collision avoidance control unit 40) sends a control signal to the display device 20, and the display device 20 uses, for example, the display device of FIG. indicate. At this time, the processing device 10 (the object information acquisition unit 30) determines the approaching direction (right direction or left direction) of the approaching moving object based on the detection signal from the external sensor 12. Note that the direction of the approaching moving object may be conveyed by voice using the voice output of the navigation device 18 in parallel with the display.

  FIG. 10 is a control flow for displaying the approaching direction of the approaching moving object that further considers the driver's operating state. The flow in FIG. 10 is executed following step S107 in FIG. If there is an approaching moving object, the driver's line-of-sight direction is estimated in step S201. Specifically, as already described, the processing device 10 (driver's gaze estimation unit 34) estimates the driver's gaze direction from the detection signal of the gaze sensor 16.

  In step S203, the processing device 10 (collision risk determination unit 38) determines whether the driver's line-of-sight direction and the approaching direction of the approaching moving object are different, and if not, the control flow ends. This is because the driver recognizes the approaching moving object and can estimate that the risk is low. When comparing the driver's line-of-sight direction and the approaching direction of the approaching moving object, as shown in FIG. 5, the deviation angle θ of the driver's line-of-sight direction 72 with respect to the traveling direction 70 of the host vehicle 60 is obtained, and the angle When θ is a predetermined angle θ1 (for example, +45 degrees, −45 degrees) or more, the driver's line-of-sight direction may be compared with the approaching direction of the approaching moving object. If the angle θ is small, the approaching moving object may enter the driver's viewing range even if the driver's line-of-sight direction and the approaching direction of the approaching moving object are different, and the driver may recognize the approaching moving object. This is to eliminate such a case.

  For example, in the example of FIG. 5, when the angle θ is a positive angle equal to or greater than a predetermined angle θ1 (for example, +45 degrees), it can be simultaneously determined that the driver's line-of-sight direction is the right direction. It is determined whether the approach direction is the same right direction. Conversely, when the angle θ is a negative angle equal to or greater than a predetermined angle θ1 (for example, −45 degrees), it can be simultaneously determined that the driver's line-of-sight direction is the left direction, so the approaching direction of the approaching moving object is the same. It is determined whether it is in the left direction. The predetermined angle θ1 is arbitrarily set in advance in consideration of the field of view from the windshield of the vehicle, the distance between the windshield and the driver's seat, and the like.

  When the driver's line-of-sight direction and the approaching direction of the approaching moving object are different, the processing device 10 (collision risk determination unit 38) does not recognize the approaching moving object and approaches due to insufficient confirmation of the driver's forward direction. It is determined that there is a possibility of collision with a moving object (high risk). For example, in FIG. 5, the line-of-sight direction 72 of the driver of the vehicle 60 is different from the direction of the vehicle 64 traveling from the left side of the intersection, and the driver of the vehicle 60 is distracted by the vehicle 66 on the right side of the intersection. It is estimated that the degree of danger is high because the direction of the vehicle 64 is not confirmed.

  If the driver's line-of-sight direction and the approaching direction of the approaching moving object are different, the driver's operation amount is detected in step S205. The operation amount mentioned here corresponds to the position of the brake pedal, the position of the accelerator pedal, or the like detected by the vehicle state sensor 14. The processing device 10 (own vehicle state acquisition unit 32) receives the detection signal from the vehicle state sensor 14 and acquires information on the position of the brake pedal and the position of the accelerator pedal.

  In step S207, it is determined whether the host vehicle is about to start. In the example of FIG. 5, it is determined whether the vehicle is going to start after a temporary stop at the point of the stop display 62 before the intersection. Specifically, the processing device 10 (collision risk determination unit 38) determines whether the vehicle is about to start from information on the position of the brake pedal and the position of the accelerator pedal. For example, it is determined that the vehicle is about to start when the brake pedal is released and the accelerator pedal is depressed more than a predetermined amount. It may be determined that the vehicle is about to start only when the accelerator pedal is depressed more than a predetermined amount.

  When the vehicle is about to start, the approach direction of the approaching moving object is displayed in step S209 as in step S109 of FIG. The approach direction of the approaching moving object is determined by the processing device 10 (object information acquisition unit 30) based on the detection signal from the external sensor 12 as described above. At that time, following step S209, the approaching direction of FIG. You may perform the approach direction determination flow of a moving object.

  In step S301 in FIG. 11, it is determined whether the approaching direction of the approaching moving object is the right direction or the left direction. When the moving object approaches from the right direction, in step S303, the display device 20 performs a display in which the lighting region (or the non-lighting region) moves from right to left as illustrated by A in FIG. . When the moving object approaches from the left direction, in step S305, the display device 20 performs a display in which the lighting area (or the non-lighting area) moves from left to right as illustrated by B in FIG. .

  The above-described embodiment is an example, and the present invention is not limited to this. Various modifications are possible without departing from the spirit of the present invention. The present invention can be basically applied to any vehicle on which an external sensor or the like can be installed.

Claims (4)

An object detection means provided at the front of the vehicle for detecting objects around the vehicle;
Traveling state detection means for detecting the traveling state of the vehicle;
Among the detected objects, moving object specifying means for specifying a moving object approaching the traveling path of the vehicle;
An approach direction display means for displaying the approach direction of the approaching moving object and notifying the driver;
A vehicle travel safety device comprising: It further comprises gaze direction judging means for judging the gaze direction of the driver,
The vehicle travel safety device according to claim 1, wherein the approach direction display means displays the approach direction when the approach direction of the approaching moving object is different from the driver's line-of-sight direction.   3. The vehicle travel safety device according to claim 1, wherein the approach direction display means includes an indicator disposed near a center of a front portion of a vehicle interior of the vehicle.   The indicator includes a plurality of light emitting elements arranged in a substantially horizontal manner, and depending on the approaching direction of the approaching moving object, the lighting or extinguishing points of the plurality of light emitting elements are changed from right to left or left. The travel safety device for a vehicle according to claim 3, wherein the travel safety device moves from right to left.

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