Patent Publication Number: US-2023158952-A1

Title: Image capture device and vehicle

Description:
This is a Continuation Application of application Ser. No. 17/546,550 filed on Dec. 9, 2021, which is a Continuation Application of application Ser. No. 17/114,761 filed on Dec. 8, 2020, which in turn is a Continuation Application of application Ser. No. 16/928,075 filed on Jul. 14, 2020, which in turn is a Continuation Application of application Ser. No. 16/282,775 filed on Feb. 22, 2019, which in turn is a Divisional Application of application Ser. No. 15/314,285 filed on Jun. 6, 2017, which in turn is a National Phase Application of International Application No. PCT/JP2015/065593 filed on May 29, 2015, which claims the benefit of Japanese Patent Application No. 2015-005171 filed on Jan. 14, 2015, Japanese Patent Application No. 2014-173833 filed on Aug. 28, 2014, and Japanese Patent Application No. 2014-111375 filed on May 29, 2014. The disclosure of each of the prior applications is incorporated herein by reference in its entirety. 
    
    
     TECHNICAL FIELD 
     The present invention relates to an image capture device and to a vehicle. 
     BACKGROUND ART 
     A technique has been developed (refer to Patent Document #1) in which the traveling environment of a vehicle is detected on the basis of images acquired by a camera mounted upon the vehicle, and, on the basis of traveling environment data that has thus been detected, driving support like automatic cruise control such as for following a leading vehicle in front or the like, alarm provision, braking or steering support, and so on is performed. 
     CITATION LIST 
     Patent Literature 
     Patent Document #1: Japanese Laid-Open Patent Publication 2010-79424. 
     SUMMARY OF INVENTION 
     Technical Problem 
     With prior art techniques, a solid-state imaging element such as a CCD or the like has been employed in the onboard camera. An onboard camera that continually acquires images of the road or the like serves a very important role in automatic cruise control or driving support or the like, but there have not been many proposals for cameras that are specifically intended to be mounted upon vehicles, and it has not been possible to say that the convenience of use of such cameras has been sufficient. 
     Although, with prior art techniques, lines upon the road have been detected by using a camera, sometimes detection of such lines has become difficult in a traveling environment such as, for example, in a tunnel or during rainfall or the like. 
     From now on, it is predicted that automobiles that are performing automatic travel control and automobiles that are traveling while being manually driven by drivers will be mixed together, but there have not been many proposals relating to this development. 
     Solution to Technical Problem 
     According to the 1staspect of the present invention, an image capture device that is mounted to a vehicle, comprises: an image capture unit; and a setting unit that sets an image capture condition for each region of the image capture unit each having a plurality of pixels, or for each pixel, based upon at least one of a state exterior to the vehicle and a state of the vehicle. 
     According to the 2nd aspect of the present invention, in the image capture device according to the 1staspect, the state of the vehicle may be a traveling state of the vehicle. 
     According to the 3rd aspect of the present invention, in the image capture device according to 2nd aspect, the traveling state of the vehicle may be at least one of the direction of travel of the vehicle, and a speed of the vehicle. 
     According to the 4th aspect of the present invention, in the image capture device according to the 3rd aspect, it is preferable that at least one of the direction of travel of the vehicle, and the speed of the vehicle, is controlled by the control unit of the vehicle. 
     According to the 5th aspect of the present invention, in the image capture device according to 3rd aspect, it is preferable that at least one of the direction of travel of the vehicle, and the speed of the vehicle, is set by actuating an actuation unit of the vehicle. 
     According to the 6th aspect of the present invention, in the image capture device according to the 5th aspect, it is preferable that the actuation unit is at least one of a steering wheel, a turn signal switch, an accelerator pedal, and a brake pedal. 
     According to the 7th aspect of the present invention, in the image capture device according to any one of the 4th through 6th aspects, it is preferable that at least one of the direction of travel of the vehicle, and the speed of the vehicle, is detected by a detection unit of the vehicle. 
     According to the 8th aspect of the present invention, in the image capture device according to any one of the 2nd through 7th aspects, it is preferable that the setting unit sets an imaging region to the image capture unit based upon the traveling state of the vehicle, and sets the image capture condition for the imaging region that has been set. 
     According to the 9th aspect of the present invention, in the image capture device according to the 8th aspect, it is preferable that as the image capture condition for the imaging region, the setting unit sets a frame rate to be higher than a frame rate of another region. 
     According to the 10th aspect of the present invention, in the image capture device according to the 8th or 9th aspect, it is preferable that as the image capture condition for the imaging region, the setting unit sets a pixel decimation ratio to be lower than a decimation ratio for another region. 
     According to the 11th aspect of the present invention, in the image capture device according to the 2nd aspect, it is preferable that the traveling state of the vehicle is a distance from the vehicle to a leading vehicle ahead of the vehicle. 
     According to the 12th aspect of the present invention, in the image capture device according to the 11th aspect, it is preferable that the setting unit sets an imaging region upon the image capture unit, and sets the image capture condition for the imaging region, based upon the distance from the vehicle to the leading vehicle ahead of the vehicle. 
     According to the 13th aspect of the present invention, in the image capture device according to the 12th aspect, it is preferable that as the image capture condition for the imaging region, the setting unit lowers a pixel decimation ratio to be lower than a decimation ratio for another region. 
     According to the 14th aspect of the present invention, in the image capture device according to the 12th or 13th aspect, it is preferable that as the image capture condition for the imaging region, the setting unit increases a frame rate to be higher than a frame rate for another region. 
     According to the 15th aspect of the present invention, in the image capture device according to the 14th aspect, it is preferable that the setting unit increases the frame rate for the imaging region if the distance from the vehicle to the leading vehicle ahead of the vehicle becomes shorter. 
     According to the 16th aspect of the present invention, in the image capture device according to the 12th or 15th aspect, it is preferable that the setting unit increases a size of the imaging region if the distance from the vehicle to the leading vehicle ahead of the vehicle becomes shorter. 
     According to the 17th aspect of the present invention, in the image capture device according to the 1staspect, it is preferable that the state exterior to the vehicle is a state of a vehicle other than the vehicle. 
     According to the 18th aspect of the present invention, in the image capture device according to the 17th aspect, it is preferable that the state of a vehicle other than the vehicle is a driving mode of a vehicle other than the vehicle. 
     According to the 19th aspect of the present invention, in the image capture device according to the 18th aspect, it is preferable that the driving modes of the vehicle are an automatic driving mode in which driving is controlled by a control unit of the vehicle, and a manual driving mode in which driving is performed by actuation of actuation units of the vehicle. 
     According to the 20th aspect of the present invention, in the image capture device according to the 19th aspect, it is preferable that the setting unit sets, upon the image capture unit, a region for capture of an image of a vehicle operating in the manual driving mode and a region for capture of an image of a vehicle operating in the automatic driving mode, and sets the image capture condition for the region that captures images of a vehicle operating in the manual driving mode and the image capture condition for the region that captures images of a vehicle operating in the automatic driving mode to be different. 
     According to the 21st aspect of the present invention, in the image capture device according to the 20th aspect, it is preferable that as the image capture condition, the setting unit raises a frame rate for the region that captures the image of the vehicle operating in the manual driving mode to be higher than a frame rate for the region that captures the image of the vehicle operating in the automatic driving mode. 
     According to the 22nd aspect of the present invention, in the image capture device according to the 20th or 21st aspect, it is preferable that as the image capture condition, the setting unit reduces a decimation ratio for the region that captures the image of the vehicle operating in the manual driving mode to be lower than a decimation ratio for the region that captures the image of the vehicle operating in the automatic driving mode. 
     According to the 23rd aspect of the present invention, in the image capture device according to any one of the 18th or 22nd aspect, it is preferable that the driving mode of the vehicle is detected by a detection unit. 
     According to the 24th aspect of the present invention, in the image capture device according to the 1staspect, it is preferable that the state exterior to the vehicle is a state of a road. 
     According to the 25th aspect of the present invention, in the image capture device according to the 24th aspect, it is preferable that the state of the road is a state of a line that specifies a lane upon the road along which the vehicle is traveling. 
     According to the 26th aspect of the present invention, in the image capture device according to the 25th aspect, it is preferable that the line is detected from an image captured by the image capture unit. 
     According to the 27th aspect of the present invention, in the image capture device according to the 25th or 26th aspect, it is preferable that the setting unit sets a region upon the image capture unit for capture of an image of the line, and sets the image capture condition for this region for capture of the image of the line. 
     According to the 28th aspect of the present invention, in the image capture device according to the 27th aspect, it is preferable that as the image capture condition, the setting unit increases a frame rate for the region that captures the image of the line to be higher than a frame rate for a region other than the region that captures the image of the line. 
     According to the 29th aspect of the present invention, in the image capture device according to the 27th or 28th aspect, it is preferable that as the image capture condition, the setting unit lowers a pixel decimation ratio for the region that captures the image of the line to be lower than a pixel decimation ratio for a region other than the region that captures the image of the line. 
     According to the 30th aspect of the present invention, an image capture device that is mounted to a vehicle, comprises: an image capture unit; and a setting unit that sets a partial region within an imaging region of the image capture unit corresponding to traveling of the vehicle, and an image capture condition for pixel of the partial region that has been set, based upon at least one of a state exterior to the vehicle and a state of the vehicle. 
     According to the 31st aspect of the present invention, in the image capture device according to the 30th aspect, it is preferable that as the image capture condition for the partial region that has been set, the setting unit raises a frame rate to be higher than a frame rate of a region other than the partial region that has been set. 
     According to the 32nd aspect of the present invention, in the image capture device according to the 30th or 31st aspect, it is preferable that as the image capture condition for the partial region that has been set, the setting unit lowers a pixel decimation ratio to be lower than a pixel decimation ratio of the region other than the partial region that has been set. 
     According to the 33rd aspect of the present invention, in the image capture device according to the 30th or 32nd aspect, it is preferable that the state of the vehicle is a traveling state of the vehicle. 
     According to the 34th aspect of the present invention, in the image capture device according to the 33rd aspect, it is preferable that the traveling state of the vehicle is at least one of a direction of travel of the vehicle, and a speed of the vehicle. 
     According to the 35th aspect of the present invention, in the image capture device according to the 33rd aspect, it is preferable that the traveling state of the vehicle is a distance from the vehicle to a leading vehicle ahead of the vehicle. 
     According to the 36th aspect of the present invention, in the image capture device according to the 30th aspect, it is preferable that the state exterior to the vehicle is a state of a vehicle other than the vehicle. 
     According to the 37th aspect of the present invention, in the image capture device according to the 36th aspect, it is preferable that the state of s vehicle other than the vehicle is a driving mode of a vehicle other than the vehicle. 
     According to the 38th aspect of the present invention, in the image capture device according to the 30th aspect, it is preferable that the state exterior to the vehicle is a state of a road. 
     According to the 39th aspect of the present invention, in the image capture device according to the 38th aspect, it is preferable that the state of the road is a state of a line that specifies a lane upon the road along which the vehicle is traveling. 
     According to the 40th aspect of the present invention, a vehicle to which an image capture device is mounted, comprises: a detection unit that detects at least one of a state exterior to the vehicle and a state of the vehicle; an image capture unit; and a setting unit that sets a partial region within an imaging region of the image capture unit corresponding to traveling of the vehicle, and an image capture condition for pixel of the partial region that has been set, based upon at least one of a state exterior to the vehicle and a state of the vehicle, as detected by the detection unit. 
     According to the 41st aspect of the present invention, in the vehicle according to the 40th, it is preferable that the detection unit detects a traveling state of the vehicle. 
     According to the 42nd aspect of the present invention, in the vehicle according to the 41st, it is preferable that as the traveling state of the vehicle, the detection unit detects at least one of a direction of travel of the vehicle, and a speed of the vehicle. 
     According to the 43rd aspect of the present invention, in the vehicle according to the 41st, it is preferable that as the traveling state of the vehicle, the detection unit detects a distance from the vehicle to a leading vehicle ahead of the vehicle. 
     According to the 44th aspect of the present invention, in the vehicle according to the 43rd, it is preferable that as the traveling state of the vehicle, the detection unit detects the distance from the vehicle to the leading vehicle ahead of the vehicle based upon an image captured by the image capture unit. 
     According to the 45th aspect of the present invention, in the vehicle according to the 40th, it is preferable that the detection unit detects a state of a vehicle other than the vehicle. 
     According to the 46th aspect of the present invention, in the vehicle according to the 45th, it is preferable that the detection unit detects a driving mode of a vehicle other than the vehicle. 
     According to the 47th aspect of the present invention, in the vehicle according to the 40th, it is preferable that the detection unit detects a state of a road. 
     According to the 48th aspect of the present invention, in the vehicle according to the 47th, it is preferable that the detection unit detects the state of the road based upon an image captured by the image capture unit. 
     According to the 49th aspect of the present invention, in the vehicle according to the 47th, it is preferable that as the state of the road, the detection unit detects a state of a line that specifies a lane upon the road along which the vehicle is traveling. 
     According to the 50th aspect of the present invention, in the vehicle according to any one of the 40th through 49th aspects, it is preferable that as the image capture condition for the partial region that has been set, the setting unit raises a frame rate to be higher than a frame rate for a region other than the partial region that has been set. 
     According to the 51st aspect of the present invention, in the vehicle according to any one of the 40th through 50th aspects, it is preferable that as the image capture condition for the partial region that has been set, the setting unit lowers a pixel decimation ratio to be lower than a pixel decimation ratio for a region other than the partial region that has been set. 
    
    
     
       BRIEF DESCRIPTION OF DRAWINGS 
         FIG.  1    is a figure showing the general structure of a driving support device for a vehicle; 
         FIG.  2    is a block diagram showing an example of the structure of a control device; 
         FIG.  3    is a sectional view of a stacked imaging element; 
         FIG.  4    is a figure for explanation of a pixel array and unit regions on an image capture chip; 
         FIG.  5    is a figure for explanation of circuitry for a unit region; 
         FIG.  6    is a block diagram showing the functional structure of the imaging element; 
         FIG.  7    is a block diagram showing an example of the structure of a camera; 
         FIG.  8    is a figure showing in magnified view a region that includes a portion of a pixel line for focus detection; 
         FIG.  9    is a block diagram showing an example of the structure of a camera that includes an imaging element; 
         FIG.  10    is a figure showing examples of an imaging surface, an imaging region and a region of attention, and an inactive region upon an image capture chip; 
         FIG.  11    is a flow chart for explanation of the flow of a camera control procedure executed by a control unit; 
         FIG.  12    is a flow chart for explanation of the details of initial setting processing; 
         FIG.  13    is a figure showing an example of a table of initial setting values; 
         FIG.  14    is a figure showing examples of the imaging surface, the imaging region and the region of attention, and the inactive region of the image capture chip; 
         FIG.  15    is a figure showing examples of the imaging surface, the imaging region and the region of attention, and the inactive region of the image capture chip; 
         FIG.  16    is a figure showing examples of the imaging surface, the imaging region and the region of attention, and the inactive region of the image capture chip; 
         FIG.  17    is a flow chart for explanation of the details of traveling assistance setting processing; 
         FIG.  18    is a figure for explanation of a flag Em; 
         FIG.  19    is a figure for explanation of distances Z; 
         FIG.  20 A  is a figure showing an example of shifting of the position of the region of attention and change of its size when a right turn is to be made upon a normal road at an intersection, and  FIG.  20 B  is a figure showing an example of shifting of the position of the region of attention and change of its size when changing vehicle lane upon a high speed road while accelerating; 
         FIG.  21    is a figure for explanation of a turn signal direction and change of the size of the region for attention; 
         FIG.  22    is a flow chart for explanation of processing according to a Variant Embodiment #1 when a turn signal switch is actuated; 
         FIG.  23    is a figure schematically showing an image upon the imaging surface of the image capture chip; 
         FIG.  24    is a flow chart for explanation of the overall flow of a camera control procedure executed by the control unit; 
         FIG.  25    is a flow chart for explanation of the details of image capture condition setting processing; 
         FIG.  26    is a flow chart showing an example of processing upon change to a first traveling environment; 
         FIG.  27    is a figure schematically showing an image upon the imaging surface of the image capture chip; 
         FIG.  28    is a flow chart showing an example of processing upon change to a second traveling environment; 
         FIGS.  29 A and  29 B  schematically show images upon the imaging surface of the image capture chip:  FIG.  29 A  is a figure showing a case of high beam, and  FIG.  29 B  is a figure showing a case of low beam; 
         FIG.  30    is a flow chart showing an example of processing upon change to a third traveling environment; 
         FIG.  31    is a figure schematically showing an image upon the imaging surface of the image capture chip; 
         FIG.  32    is a flow chart showing an example of processing upon change to a fourth traveling environment; 
         FIG.  33    is a figure schematically showing an image upon the imaging surface of the image capture chip; 
         FIG.  34    is a flow chart showing an example of processing upon change to a fifth traveling environment; 
         FIGS.  35 A and  35 B  schematically show two images upon the imaging surface of the image capture chip:  FIG.  35 A  is a figure showing a situation before change of vehicle lane, and  FIG.  35 B  is a figure showing a situation during change of vehicle lane; 
         FIG.  36    is a block diagram showing the structure of an image capture system according to a third embodiment; 
         FIG.  37    is a figure showing an example of arrangement of traffic lights at an intersection; 
         FIG.  38    is a figure showing an example of a traffic light for automobiles; 
         FIG.  39    is a flow chart for explanation of control of an automobile by a control unit; 
         FIG.  40 A  is a figure for explanation of the positional relationship of certain automobiles,  FIG.  40 B  is a figure schematically showing a photographic subject image formed by a forward-facing camera, and  FIG.  40 C  is a figure schematically showing a photographic subject image formed by a rearward-facing camera; 
         FIG.  41    is a flow chart for explanation of control of a traffic light by a control unit; 
         FIG.  42    is a figure for explanation of control of an image capture unit of a traffic light for automobiles; 
         FIG.  43    is a figure for explanation of control of an image capture unit of a traffic light for automobiles; 
         FIG.  44    is a figure for explanation of control of an image capture unit of a traffic light for pedestrians; 
         FIG.  45 A  is a figure showing an example of situation, an image of which has been captured by an image capture unit installed to a traffic light for pedestrians, and  FIG.  45 B  is a figure for explanation of setting of image capture conditions; and 
         FIG.  46    is a figure showing an example of situation, an image of which has been captured by an image capture unit of a traffic light for automobiles. 
     
    
    
     DESCRIPTION OF EMBODIMENTS 
     Embodiments of the present invention will now be explained with reference to the drawings. 
     Embodiment #1 
     Situation in Use of a Camera 
       FIG.  1    is a figure showing the general structure of a driving support device  2  of a vehicle  1  to which a camera  3  is mounted, according to a first embodiment of the present invention. In  FIG.  1   , the driving support device  2  is mounted to a vehicle  1  such as an automobile or the like. The driving support device  2  comprises a camera  3 , a control device  4 , a first travel control unit  5 , a second travel control unit  6 , and so on. 
     It should be understood that although, in this explanation, an example is explained in which an internal combustion engine is taken as being the source of drive power, it would also be acceptable for an electric motor to be the source of drive power, or the vehicle could be a so-called hybrid vehicle. 
     The camera  3  comprises an image capture optical system that has a plurality of lenses and an imaging element (in this embodiment, this is a stacked imaging element (refer to  FIG.  3   )), and that is attached, for example, within the passenger compartment to the front of the roof. The camera  3  is pointed toward the front of the vehicle  1 , and the height at which it is attached (i.e. the distance from the ground surface to the camera  3 ) may, for example, be adjusted to  1 . 4  m. The camera  3  acquires images in the direction of travel of the vehicle  1 , and, on the basis of the images that have thus been acquired, performs measurement (i.e. range finding) of the distances to various photographic subjects (i.e. objects) at a plurality of positions within the photographic screen. This distance measurement is calculated by range finding calculation, using the image signals from pixels for focus detection that are provided upon the stacked imaging element. These pixels for focus detection and range finding will be described hereinafter. The image data and range finding data acquired by the camera  3  are sent to the control device  4 . It should be understood that the camera  3  may alternatively be provided external to the vehicle; or cameras  3  that are both internal to and external to the vehicle may be used together in cooperation; or an appropriate plural number of cameras may be provided. To cite examples, it will be acceptable to arrange for white line detection that will be described hereinafter to be performed using a camera  3  that is external to the vehicle; and it will be acceptable to arrange for recognition of objects and/or obstructions to be performed in cooperation by cameras  3  that are both internal to and external to the vehicle. 
     As shown in  FIG.  2   , the control device  4  includes a CPU  4   a  and a storage unit  4   b . On the basis of programs of various types stored in the storage unit  4   b , the CPU  4   a  performs calculations of various types using control parameters stored in the storage unit  4   b  and/or detection signals or the like from various sensors that will be described hereinafter 
     The first travel control unit  5  performs constant speed traveling control and following travel control on the basis of commands from the control device  4 . Constant speed traveling control is control in which the vehicle  1  is made to travel at a constant speed on the basis of a predetermined control program. And following travel control is control in which, while constant speed traveling control is being performed, if the speed of a leading vehicle in front that has been recognized by the control device  4  is less than or equal to a target speed that has been set for the vehicle  1 , then the vehicle  1  is made to travel in a state in which it maintains a constant inter-vehicle distance with respect to the leading vehicle. 
     And the second travel control unit  6  performs driving support control on the basis of commands from the control device  4 . This driving support control is control, on the basis of a predetermined control program, to output steering control signals to the steering control device  9  so as to make the vehicle  1  travel along the road, and control to output brake control signals to the brake control device  8  so as to avoid collisions between the vehicle  1  and various objects. 
     A throttle control device  7 , a brake control device  8 , a steering control device  9 , a steering wheel  10 , a turn signal switch  11 , a vehicle speed sensor  12 , a yaw rate sensor  13 , a display device  14 , a GPS device  15 , a shift lever position detection device  16 , and a microphone  17  are also shown in  FIG.  1   . 
     It should be understood that a beam changeover switch  18  and a rainfall sensor  19  are structures that are not essential to this first embodiment. 
     The throttle control device  7  controls the opening amount of a throttle valve not shown in the figures, according to the amount by which an accelerator pedal  7   a  is stepped upon. Moreover, the throttle control device  7  also performs control of the opening amount of the throttle valve mentioned above, according to a throttle control signal sent from the first travel control unit  5 . The throttle control device  7  also sends a signal specifying the amount by which the accelerator pedal  7   a  is being stepped upon to the control device  4 . 
     The brake control device  8  controls the opening amount of a brake valve not shown in the figures according to the amount by which a brake pedal  8   a  is being stepped upon. Moreover, the brake control device  8  also performs control of the opening amount of the brake valve mentioned above, according to a brake control signal sent from the second travel control unit  6 . The brake control device  8  also sends a signal specifying the amount by which the brake pedal  8   a  is being stepped upon to the control device  4 . 
     The steering control device  9  controls the steering angle of a steering system not shown in the figures, according to the rotational angle of the steering wheel  10 . Moreover, the steering control device  9  also performs control of the steering angle of the steering system mentioned above, according to a steering control signal sent from the second travel control unit  6 . The steering control device  9  also sends signals specifying the rotational angle of the steering wheel  10  to the first travel control unit  5  and to the control device  4 . 
     The turn signal switch  11  is a switch for operating turn signal devices (i.e. winkers) not shown in the figures. These turn signal devices are blinking light emission devices for indicating changes of the course of the vehicle  1 . When the turn signal switch  11  is actuated by someone in the vehicle  1 , actuation signals from the turn signal switch  11  are sent to a turn signal device, to the second travel control unit  6 , and to the control device  4 . And the vehicle speed sensor  12  detects the speed V of the vehicle  1 , and sends its detection signal to the first travel control unit  5 , to the second travel control unit  6 , and to the control device  4 . 
     The yaw rate sensor  13  detects the rate of yawing of the vehicle  1 , and sends its detection signal to the second travel control unit  6  and to the control device  4 . The rate of yawing is the rate of change of the rotational angle of the vehicle  1  around its yaw direction. And the display device  14  displays information showing the control states of the first travel control unit  5  and of the second travel control unit  6  and so on. This display device  14  may, for example, be built as a HUD (Head Up Display) that projects information upon the windscreen. It should be understood that it would also be acceptable to utilize a display unit of a navigation device not shown in the figures as the display device  14 . 
     The GPS device  15  receives radio waves from the GPS satellites, and calculates the position of the vehicle  1  (i.e. its latitude, longitude, and so on) by performing predetermined calculations using information carried by those radio waves. The position information calculated by the GPS device  15  is sent to a navigation device not shown in the figures, and to the control device  4 . And the shift lever position detection device  16  detects the position of a shift lever not shown in the figures that is actuated by someone riding in the vehicle  1  (for example to park (P), reverse (R), drive (D) and so on). Information specifying the position of the shift lever detected by the shift lever position detection device  16  is sent to the control device  4 . 
     The microphone  17  may, for example, include a front microphone, a right side microphone, and a left side microphone. The front microphone has directivity only to capture sound forward of the vehicle  1 . The right side microphone has directivity only to capture sound to the right side of the vehicle  1 . And the left side microphone has directivity only to capture sound to the left side of the vehicle  1 . The various streams of audio information captured by the microphone  17  (forward, to the right side, and to the left side) are all sent to the control device  4 . 
     Detection of Objects 
     The control device  4  performs image processing as described below upon the images from the camera  3 , in order to detect the road upon which the vehicle  1  is traveling and various objects. First, the control device  4  creates a distance image (i.e. a depth distribution image) on the basis of the range finding data for a plurality of positions within the photographic screen. And, on this basis of the distance image data, the control device  4  performs per se known grouping processing, performs comparison with three dimensional frames (i.e. windows) of road shape data, side wall data, object data and so on stored in advance in the storage unit  4   b , and detects white line data (including data for white lines extending along the road and data for white lines that cut across the road (i.e. stop lines: intersection information)) and side wall data such as guard rails and curbs and so on present along the road, and also detects objects and obstructions, such as bicycles, ordinary vehicles, large sized vehicles, pedestrians, electricity poles, and so on, and classifies them as objects of other types. 
     In the following explanation, both white colored and yellow colored lines upon the path of travel will be termed “white lines”. Moreover solid lines and broken lines will also be included as “white lines”. 
     Driving Support 
     On the basis of the information detected as described above, in other words the white line data, the guard rail side wall data, and the object data, the control device  4  recognizes objects and obstructions that are upon the path of travel or that may become obstacles, and performs the driving support control described above for the second travel control unit  6  on the basis of the results of this recognition. In other words, the control device causes the vehicle  1  to travel along the road, and causes the vehicle  1  to avoid colliding with objects. 
     Travel Control 
     The control device  4  may, for example perform estimation of the path of travel of the subject vehicle in the following four ways. 
     (1) Estimation of the Path of Travel of the Subject Vehicle on the Basis of White Lines 
     If white line data for both the left and right sides of the path of traveling, or for only one of the left side and the right side thereof, is obtained from the images acquired by the camera  3 , and if it is possible to estimate the shape of the vehicle lane in which the vehicle  1  is traveling from this white line data, then the control device  4  estimates the path of travel of the subject vehicle in parallel with the white line or lines in consideration of the width of the vehicle  1  and the position of the vehicle  1  within the current vehicle lane. 
     (2) Estimation of the Path of Travel of the Subject Vehicle on the Basis of Side Wall Data Such as a Guard Rail, a Curb or the Like 
     If side wall data for both the left side and the right side of the path of traveling, or for only one of the left side and the right side thereof, is obtained from the images acquired by the camera  3 , and if it is possible to estimate the shape of the vehicle lane in which the vehicle  1  is traveling from this side wall data, then the control device  4  estimates the path of travel of the subject vehicle in parallel with the side wall or walls in consideration of the width of the vehicle  1  and the position of the vehicle  1  within the current vehicle lane. 
     (3) Estimation of the Path of Travel of the Subject Vehicle on the Basis of the Track of a Leading Vehicle 
     The control device  4  estimates the path of travel of the subject vehicle on the basis of the past traveling track of a leading vehicle in front, which is stored in the storage unit  4   b.    
     The leading vehicle is that vehicle, among the objects that are traveling in the same direction as the vehicle  1 , to which the vehicle  1  is closest. 
     (4) Estimation of the Path of Travel of the Subject Vehicle on the Basis of the Traveling Track of the Vehicle  1   
     The control device  4  estimates the path of travel of the subject vehicle on the basis of the operational state of the vehicle  1 . For example, on the basis of the detection signal from the yaw rate sensor  13  and the detection signal from the vehicle speed sensor  12 , the path of travel of the subject vehicle may be estimated using the yaw curvature. The yaw curvature Cua is calculated according to the equation Cua=dψ/dt /V. Here, dψ/dt is the above described yaw rate (i.e. the rate of change of the rotational angle in the yaw direction), and V is the speed of the vehicle  1 . 
     According to a predetermined traveling control program stored in the storage unit  4   b , for each of the objects described above, and on the basis of the path of travel of the subject vehicle, the control device  4  estimates the region of traveling of the vehicle  1  at the position where the object is present, compares this region of traveling with the positions of the objects, and determines whether or not each of the objects is within the region of traveling. Furthermore, the control device  4  recognizes the vehicle leading in front described above on the basis of the result of image capture by the camera  3 . In other words, from among the objects that are present within the region of traveling and that are traveling in the forward direction (i.e. the same direction as that of the vehicle  1 ), the control device  4  takes the closest vehicle to the vehicle  1  as being the leading vehicle. 
     The control device  4  outputs inter-vehicle distance information for the leading vehicle and the vehicle  1  and vehicle speed information for the leading vehicle to the first travel control unit  5  as information relating to conditions exterior to the vehicle. Here, the vehicle speed information for the leading vehicle is calculated on the basis of the vehicle speed V of the vehicle  1  which is acquired at predetermined intervals, and change of the distance to the leading vehicle (i.e. of the inter-vehicle distance) which is range-found, at the predetermined intervals described above, on the basis of images acquired by the camera  3  in synchrony with the timings of acquisition of the vehicle speed V. 
     The first travel control unit  5  sends a throttle control signal to the throttle control device  7 , so that the vehicle speed V detected by the vehicle speed sensor  12  converges to a predetermined vehicle speed (i.e. to a target speed) that is set in advance. Due to this, the throttle control device  7  feedback controls the opening amount of the throttle valve not shown in the figures, so as to make the vehicle  1  travel automatically at a constant speed. 
     Moreover if, while traveling control is being performed in the constant speed state, the vehicle speed information for the leading vehicle inputted from the control device  4  is less than or equal to the target speed set for the vehicle  1 , then the first travel control unit  5  outputs a throttle control signal to the throttle control device  7  on the basis of the inter-vehicle distance information inputted from the control device  4 . In concrete terms, the first travel control unit  5  sets an appropriate target value for the inter-vehicle distance on the basis of the inter-vehicle distance from the vehicle  1  to the leading vehicle, the vehicle speed of the leading vehicle, and the vehicle speed V of the vehicle  1 , and sends a throttle control signal to the throttle control device  7 , so that the inter-vehicle distance that is range-found on the basis of the images acquired by the camera  3  converges to the target value for the inter-vehicle distance described above. Due to this, the throttle control device  7  feedback controls the opening amount of the throttle valve not shown in the figures, so as to cause the vehicle  1  to travel while following the leading vehicle in front. 
     Explanation of a Stacked Imaging Element 
     A stacked imaging element  100  incorporated in the camera  3  described above will now be explained. It should be understood that this stacked imaging element  100  is of a type described in International Publication WO13/164915, previously filed by the same applicant as the present application.  FIG.  3    is a sectional view of this stacked imaging element  100 . The imaging element  100  comprises a backside-illumination type image capture chip  113  that outputs pixel signals corresponding to incident light, a signal processing chip  111  that processes these pixel signals, and a memory chip  112  that stores the pixel signals. This image capture chip  113 , signal processing chip  111 , and memory chip  112  are laminated together, and are mutually electrically connected together by bumps  109  that are made from Cu or the like and that are electrically conductive. 
     It should be understood that, as shown in the figure, incident light is principally incident along the +Z axis direction shown by the outlined white arrow sign. In this embodiment, the surface of the image capture chip  113  on its side upon which the incident light is incident (i.e. its imaging surface) will be referred to as its rear surface. Furthermore, as shown by the coordinate axes in the figure, the direction leftward upon the drawing paper and orthogonal to the Z axis will be taken as being the +X axis direction, and the direction toward the viewer from the drawing paper and orthogonal to the Z axis and to the X axis will be taken as being the +Y axis direction. In some of the following figures, coordinate axes are shown so that the orientations of these figures can be understood with respect to the reference coordinate axes of  FIG.  3   . 
     One example of the image capture chip  113  is an MOS image sensor of the backside-illumination type. APD layer is disposed on the rear surface side of a wiring layer  108 . This PD layer  106  comprises a plurality of PDs (photodiodes) that are arranged two-dimensionally and that accumulate charge according to incident light, and transistors  105  provided to correspond to these PDs  104 . 
     Via a passivation layer  103 , color filters  102  are provided upon the incident light side of the PD layer  106 . These color filters  102  are of a plurality of types that pass mutually different wavelength regions, and they respectively correspond to the PDs  104  and are arrayed in a specific arrangement. The arrangement of the color filters  102  will be described hereinafter. Each group consisting of a color filter  102 , a PD  104 , and a transistor  105  constitutes a single pixel. 
     A micro lens  101  is provided corresponding to each of these pixels, on the incident light side of its color filter  102 . This micro lens  101  condenses incident light upon its corresponding PD  104 . 
     A wiring layer  108  includes wiring  107  that transmits the pixel signals from the PD layer  106  to the signal processing chip  111 . This wiring  107  may be multi-layered, and could also include both passive elements and active elements. 
     A plurality of bumps  109  are disposed on the surface of the wiring layer  108 . The positions of this plurality of bumps  109  are matched to the positions of a plurality of other bumps  109  that are provided upon the opposing surface of the signal processing chip  111 , and are joined to the bumps  109  with which they are positionally aligned and are electrically connected thereto by the image capture chip  113  and the signal processing chip  111  being put under pressure, or the like. 
     In a similar manner, a plurality of bumps  109  are disposed upon the mutually opposing surfaces of the signal processing chip  111  and the memory chip  112 . Due to these bumps  109  being mutually positionally aligned, and due to pressure being applied to the signal processing chip  111  and the memory chip  112  or the like, these bumps  109  that are mutually positionally aligned with one another are joined together and are electrically connected together. 
     It should be understood that the joining between the bumps  109  is not limited to Cu bump joining due to solid phase diffusion; it would also be acceptable to connect the micro bumps together by solder melting. Moreover, for example, it will be sufficient to provide around one bump  109  or so for each one block that will be described hereinafter. Accordingly the size of the bumps  109  may be greater than the pitch of the PDs  104 . Also, bumps that are larger than the bumps  109  corresponding to the pixel regions may be provided together in peripheral regions other than the pixel regions in which the pixels are arranged. 
     The signal processing chip  111  is provided with TSVs (Trans Silicon Vias)  110  that mutually connect circuits provided upon its front surface and upon its rear surface. It is desirable for the TSVs to be provided in peripheral regions. Moreover, TSVs  110  are also provided in peripheral regions of the image capture chip  113  and the memory chip  112 . 
       FIG.  4    is a figure for explanation of the pixel array and the unit regions  131  of the image capture chip  113 . In particular, this figure shows the situation when this image capture chip  113  is observed from its rear surface (i.e. from its imaging surface). For example, 20,000,000 or more pixels may be arranged in this pixel region in the form of a matrix. In the  FIG.  4    example, 4×4 adjacent pixels, i.e. 16 adjacent pixels, constitute one unit region  131 . The lattice lines in the figure conceptually show the way in which each unit region  131  is formed by grouping adjacent pixels together. The number of pixels that form each unit region  131  is not limited to being as above; for example, there could be around 1000 pixels arranged as 32×64 pixels, or there could be more or fewer thereof 
     As shown in the enlarged view of a part of the pixel region, a number of so-called Bayer arrays are included in the unit region  131  in  FIG.  4   , arranged both vertically and horizontally, and each being made up from four pixels: two green colored pixels Gb and Gr, a blue colored pixel B, and a red colored pixel R. The green colored pixels Gb and Gr are pixels that have green colored filters as their color filters  102 , and that receive light in the green colored wavelength band from the incident light. In a similar manner, the blue colored pixels B are pixels that have blue colored filters as their color filters  102  and that receive light in the blue colored wavelength band, while the red colored pixels R are pixels that have red colored filters as their color filters  102  and that receive light in the red colored wavelength band. 
     In this embodiment, a plurality of blocks are defined so that at least one unit region  131  is included in each block, and each of these blocks can control the pixels included in it with control parameters that are mutually different. In other words, with the pixel groups belonging to some block and the pixel groups belonging to a different block, it is possible to acquire image capture signals for which the image capture conditions are different. Examples of such control parameters are frame rate, gain, decimation ratio, number of rows or number columns for addition of the pixel signals, charge accumulation time or number of times for accumulation, number of digitized bits (i.e. word length), and so on. This imaging element  100  not only performs decimation in the row direction (the X axis direction on the image capture chip  113 ), but also can, at will, perform decimation in the column direction (the Y axis direction on the image capture chip  113 ). Furthermore, a control parameter could also be a parameter for image processing after the image signals from the pixels have been acquired. 
       FIG.  5    is a figure for explanation of the circuit for one of the unit regions  131 . In the  FIG.  5    example, one unit region  131  is constituted by  3 X 3  adjacent pixels, i.e. by  9  adjacent pixels. It should be understood that the number of pixels that are included in each unit region  131  as described above is not limited to being nine as above; there could be fewer or more. The two dimensional positions of the pixels in the unit region  131  are denoted by the reference symbols A through I. 
     Reset transistors for the pixels included in the unit region  131  are provided so that they can be turned ON and OFF individually. In  FIG.  5   , a reset wire  300  is provided for turning the reset transistor for the pixel A ON and OFF, and a reset wire  310  for turning the reset transistor for the pixel B ON and OFF is provided separately from the abovementioned reset wire  300 . In a similar manner, a reset wire  320  for turning the reset transistor for the pixel C ON and OFF is provided separately from the abovementioned reset wires  300  and  310 . Dedicated reset wires are also similarly provided for turning the respective reset transistors for the other pixels D through I ON and OFF. 
     Transfer transistors for the pixels included in the unit region  131  are also provided for each of the pixels individually, so that they can be turned ON and OFF. In  FIG.  5   , a transfer wire  302  for turning the transfer transistor for the pixel A ON and OFF, a transfer wire  312  for turning the transfer transistor for the pixel B ON and OFF, and a transfer wire  322  for turning the transfer transistor for the pixel C ON and OFF are provided separately. Dedicated transfer wires are also provided for turning the respective transfer transistors for the other pixels D through I ON and OFF. 
     Furthermore, selection transistors for the pixels included in the unit region  131  are also provided so that they can be turned ON and OFF for each of the pixels individually. In  FIG.  5   , a selection wire  306  for turning the selection transistor for the pixel A ON and OFF, a selection wire  316  for turning the selection transistor for the pixel B ON and OFF, and a selection wire  326  for turning the selection transistor for the pixel C ON and OFF are provided separately. Dedicated selection wires are also provided for turning the respective selection transistors for the other pixels D through I ON and OFF. 
     It should be understood that a power supply wire  304  is connected to all the pixels A through I included in the unit region  131  in common. In a similar manner, an output wire  308  is connected to all the pixels from the pixel A through I included in the unit region  131  in common. Moreover, while the power supply wire  304  is connected between a plurality of unit regions in common, an individual output wire  308  is provided for each of the output regions  131 . A load current source  309  may be provided on the side of the image capture chip  113 , or may be provided on the side of the signal processing chip  111 . 
     By turning the reset transistors and the transfer transistors of the unit region  131  ON and OFF individually, it is possible to control charge accumulation for the pixels A through I included in the unit region  131  independently, including their times of starting charge accumulation, their times of ending charge accumulation, and their transfer timings. Furthermore, by turning the selection transistors of the unit region  131  ON and OFF individually, it is possible to output pixel signals for the pixels A through I via the common output wire  308 . 
     Here, the so-called rolling shutter method is per se known for controlling charge accumulation for the pixels A through I included in the unit region  131  in a regular sequence for rows and columns. When, according to the rolling shutter method, the columns are specified after having selected each row of pixels, then, in the example shown in  FIG.  5   , the pixel signals are outputted in the order “ABCDEFGHI”. 
     By taking the unit regions  131  as reference and building the circuit in this manner, it is possible to control the charge accumulation time for each unit region  131 . To put this in another manner, it is possible to output pixel signals according to different frame rates for each of the unit regions  131 . Moreover, due to the fact that, while charge accumulation (image capture) is being performed by a unit region  131  that is included in one partial area upon the image capture chip  113 , a unit region included in another area is being rested, it is possible to perform image capture with only a predetermined area of the image capture chip  113 , and to output pixel signals for that area. Furthermore, by changing over the area for which charge accumulation (image capture) is performed (i.e. the subject area for accumulation control) between frames, it is possible to output pixel signals by performing image capture sequentially for different areas of the image capture chip. 
       FIG.  6    is a block diagram showing the functional structure of an imaging element  100  corresponding to the circuit shown in the  FIG.  5    example. An analog multiplexer  411  selects the 9 PDs  104  that make up the unit region  131  in order, and outputs their respective pixel signals to the output wire  308  that is provided to correspond to that unit region  131 . The multiplexer  411  is provided upon the image capture chip  113  together with the PDs  104 . 
     The pixel signals outputted via the multiplexer  411  are CDS and A/D converted by a signal processing circuit  412  that is formed upon the signal processing chip  111  and that performs correlated double sampling (CDS) and analog/digital (A/D) conversion. After having been A/D converted, the pixel signals are passed to a demultiplexer  413 , and are stored in pixel memories  414  corresponding to each of the pixels. The demultiplexer  413  and the pixel memories  414  are formed upon the memory chip  112 . 
     A calculation circuit  415  processes the pixel signals stored in the pixel memories  414  and passes them over to an image processing unit which is a subsequent stage. This calculation circuit  415  could be provided upon the signal processing chip  111 , or could be provided upon the memory chip  112 . 
     It should be understood that, while in  FIG.  6    only the connections for a single unit region  131  are shown, actually such connections are provided for each unit region  131 , and perate in parallel. However, it would also be acceptable not to provide a calculation circuit  415  for each unit region  131 , but, for example, for a single calculation circuit  415  to perform sequential processing while referring in order to the values in the pixel memories  414  corresponding to each unit region  131 . 
     As described above, an output wire  308  is provided to correspond to each of the unit regions  131 . Since, in this imaging element  100 , the image capture chip  113 , the signal processing chip  111 , and the memory chip  112  are laminated together, accordingly it is possible to route the wiring without enlarging the chips in the surface direction by employing electrical connections between these chips using the bumps  109 . 
     Explanation of the Range Finding 
       FIG.  7    is a figure showing an example of the positions of pixels for focus detection upon the imaging surface of the imaging element  100 . In this embodiment, pixels for focus detection are provided in separate lines along the X axis direction of the image capture chip  113  (i.e. along its horizontal direction). In the  FIG.  7    example, fifteen focus detection pixel lines are provided at predetermined intervals. The pixels for focus detection that make up the focus detection pixel lines  60  output image signals for range finding. Normal pixels for image capture are provided at the pixel positions on the image capture chip  113  other than these focus detection pixel lines  60 . These pixels for image capture perform monitoring for moving objects or obstructions external to the vehicle and output image signals for extra-vehicle monitoring. 
       FIG.  8    is a figure showing in magnified view a region that includes a portion of one of the focus detection pixel lines  60  described above. In  FIG.  8   , red colored pixels R, green colored pixels G (Gb and Gr), blue colored pixels B, pixels for focus detection S 1 , and pixels for focus detection S 2  are shown by way of example. The red colored pixels R, the green colored pixels G (Gb and Gr), and the blue colored pixels B are arranged according to the rule for a Bayer array described above. 
     The square shaped regions that are shown by way of example for the red colored pixels R, the green colored pixels G (Gb and Gr), and the blue colored pixels B are light reception regions of the pixels for image capture. The pixels for image capture receive light fluxes through the exit pupil of an image capture optical system  31  (refer to  FIG.  9   ). In other words, each of the red colored pixels R, each of the green colored pixels G (Gb and Gr), and each of the blue colored pixels B has a square shaped mask opening portion, and light that passes these mask opening portions arrives at the respective light reception sections of the pixels for image capture. 
     It should be understood that the shapes of the light reception regions (i.e. of the mask opening portions) of the red colored pixels R, the green colored pixels G (Gb and Gr), and the blue colored pixels B are not limited to being quadrilateral; they could, for example, be circular. 
     Semicircular shaped regions on the pixels for focus detection S 1  and on the pixels for focus detection S 2  indicate the light receiving regions of these pixels for focus detection. In other words, the pixels for focus detection Si have semicircular shaped mask opening portions on the left sides of their pixel positions in  FIG.  8   , and light that has passed through these mask opening portions reaches the light reception sections of the pixels for focus detection S 1 . On the other hand, the pixels for focus detection S 2  have semicircular shaped mask opening portions on the right sides of their pixel positions in  FIG.  8   , and light that has passed through these mask opening portions reaches the light reception sections of the pixels for focus detection S 2 . In this manner, each of the pixels for focus detection S 1  and the pixels for focus detection S 2  receives one of a pair of light fluxes that have passed through different regions of the exit pupil of the image capture optical system  31  (refer to  FIG.  9   ). 
     It should be understood that the positions of the focus detection pixel lines upon the image capture chip  113  are not to be considered as being limited to the positions shown by way of example in  FIG.  7   . Moreover, the number of the focus detection pixel lines is also not to be considered as being limited by the  FIG.  7    example. Yet further, the shapes of the mask opening portions of the pixels for focus detection S 1  and of the pixels for focus detection S 2  are not to be considered as being limited to being semicircular; for example, it would also be acceptable to arrange to form them in rectangular shapes which are obtained by dividing the quadrilateral shaped light receiving regions (i.e. the mask opening portions) on certain ones of the pixels R for image capture, the pixels G for image capture, or the pixels B for image capture in the horizontal direction. 
     Furthermore, the focus detection pixel lines on the image capture chip  113  could also be provided as lined up along the Y axis direction (i.e. the vertical direction) of the image capture chip  113 . An imaging element upon which pixels for image capture and pixels for focus detection are arrayed two dimensionally as in  FIG.  8    is per se known, and accordingly the details of these pixels are not shown in the figure and will not be explained. 
     It should be understood that, in the  FIG.  8    example, a so-called 1PD construction is explained in which each of the pixels for focus detection S 1  and S 2  receives one of a pair of light fluxes for focus detection. Instead of this as for example disclosed in Japanese Laid-Open Patent Publication 2007-282107, it would also be acceptable to arrange to employ a so-called  2 PD construction, in which each of the pixels for focus detection receives both of a pair of light fluxes for focus detection. By using a 2PD construction in this manner, it becomes possible to read out image data from the pixels for focus detection as well, so that the focus detection pixels do not become defective pixels. 
     In this embodiment, on the basis of the image signals for range finding that are outputted from the pixels for focus detection S 1  and the pixels for focus detection S 2 , the focus adjustment state (i.e. the defocusing amount) of the image capture optical system  31  (refer to  FIG.  9   ) is calculated by detecting the amount of image deviation (i.e. the phase difference) between a pair of images due to a pair of light fluxes that have passed through different regions of the image capture optical system. 
     Generally, in a so-called front focused state in which the image capture optical system  31  focuses a sharp image of an object (for example, of a leading vehicle in front) ahead of a prearranged focal plane, the pair of images described above are closer to one another; and, conversely, in a so-called back focused state in which a sharp image of the object is focused behind the prearranged focal plane, they are further away from one another. And in a focused state in which a sharp image of the object is at the prearranged focal plane, the pair of images described above relatively coincide with one another. Accordingly, the relative amount of positional deviation between the pair of objects corresponds to the distance (depth information) to the object. 
     Since calculation of the defocusing amount on the basis of the phase difference described above is per se known in the camera field, accordingly detailed explanation thereof will be omitted. Here, it is possible to obtain the distances from the camera  3  to various objects by obtaining the amount of defocusing for each object, since the defocusing amount and the distance to the object are in one-to-one correspondence. In other words, distance measurement (i.e. range finding) is performed to each of the objects mentioned above at a plurality of positions in the photographic screen. The relationship between the amount of defocusing and the distance to the object is prepared in advance as an equation or as a lookup table, and is stored in a non-volatile memory  35   b  (refer to  FIG.  9   ). 
     Explanation of the Camera 
       FIG.  9    is a block diagram showing an example of the structure of a camera  3  that incorporates the imaging element  100  described above. In  FIG.  9   , the camera  3  comprises an image capture optical system  31 , an image capture unit  32 , an image processing unit  33 , a working memory  34 , a control unit  35 , and a recording unit  36 . 
     The image capture optical system  31  conducts a light flux from the photographic field to the image capture unit  32 . This image capture unit  32  includes the imaging element  100  described above and a drive unit  32   a,  and photoelectrically converts the image of an object that has been focused upon the image capture chip  113  by the image capture optical system  31 . The drive unit  32   a  generates the necessary drive signals for performing charge accumulation control independently for each of the block units described above upon the imaging element  100  (i.e. upon the image capture chip  113 ). Commands for the positions and the shapes of the blocks described above, for their ranges, for heir charge accumulation times, and so on are transmitted from the control unit  35  to the drive unit  32   a.    
     In cooperation with the working memory  34 , the image processing unit  33  performs image processing upon the image data captured by the image capture unit  32 . For example, in addition to performing image processing such as contour enhancement processing and gamma correction and so on, the image processing unit  33  may also perform color detection for objects included in the image. 
     The working memory  34  temporarily stores the image data and so on before and after processing. And the recording unit  36  records the image data and so on upon a storage medium that consists of a non-volatile memory or the like. The control unit  35  may, for example, be built around a CPU, and controls the entire operation of the camera  3  according to control signals from the control device  4 . For example, the control unit may perform predetermined exposure calculation on the basis of the image signals captured by the image capture unit  32 , and may command the drive unit  32   a  to provide times for charge accumulation by the image capture chip  113  as required for appropriate exposure. 
     The control unit  35  includes a range finding calculation unit  35   a  and the non-volatile memory  35   b . As described above, the range finding calculation unit  35   a  performs measurement of the distance to (i.e. finds the range of) each of the objects described above at a plurality of positions in the photographic screen. And the image data that has been acquired by the camera  3  and the range finding data that has been calculated by the camera  3  are sent to the control device  4  (refer to  FIG.  1   ). The non-volatile memory  35   b  stores the program executed by the control unit  35   a  and the information required for range finding. 
     Control of the Imaging Element Blocks 
     The control device  4  causes the imaging element  100  (i.e. the image capture chip  113 ) of the camera  3  to perform charge accumulation control independently for each of the block units described above. For doing this, the following signals are inputted from the various sections of the vehicle  1  to the control device  4  (refer to  FIG.  2   ). 
     (1) The Amount by Which the Accelerator Pedal  7   a  is Being Stepped Upon 
     A signal that specifies the amount by which the accelerator pedal  7   a  is being stepped upon is inputted from the throttle control device  7  to the control device  4 . 
     (2) The Amount by which the Brake Pedal  8   a  is Being Stepped Upon 
     A signal that specifies the amount by which the brake pedal  8   a  is being stepped upon is inputted from the brake control device  8  to the control device  4 . 
     (3) The Rotational Angle of the Steering Wheel  10   
     A signal that specifies the rotational angle of the steering wheel  10  is inputted from the steering control device  9  to the control device  4 . The ratio of the rotational angle of the steering wheel  10  to the steering angle of the steering system depends upon the gearing ratio of the steering. 
     (4) The Speed V of the Vehicle  1   
     The detection signal from the vehicle speed sensor  12  is inputted to the control device  4 . 
     (5) The Actuation Signal of the Turn Signal Switch  11   
     The actuation signal of the turn signal switch  11  is inputted to the control device  4 . 
     (6) The Position to which the Shift Lever is Operated 
     A signal is inputted to the control device  4  specifying the position to which the shift lever is actuated, as detected by the shift lever position detection device  16 . 
     (7) The Position Information for the Vehicle  1   
     Position information that has been measured by the GPS device  15  is inputted from the GPS device  15  to the control device  4 .
     (8) Information About Sound Around the Vehicle  1     

     Sound information captured by the microphone  17  from the front of the vehicle, from its right side, and from its left side is inputted to the control device  4 . 
       FIG.  10    is a figure showing examples of the imaging surface of the image capture chip  113 , regions (an imaging region  81  and a region of attention  82 ) upon the image capture chip  113  in which charge accumulation (i.e. image capture) is performed, and a region (an inactive region  83 ) in which charge accumulation (i.e. image capture) in the row direction and the column direction is not performed. The region of attention  82  is a region in which charge accumulation (i.e. image capture) is performed under different conditions from those in the imaging region  81 . The sizes and positions of the imaging region  81  and the region of attention  82  upon the image capture chip  113  are also included in the image capture conditions. 
     The control device  4  executes control by setting first conditions for each of the unit regions  131  included in the imaging region  81  so that they perform image capture, and also executes control by setting second conditions for each of the unit regions  131  included in the region of attention  82  so that they perform image capture. Moreover, the control device does not execute any activity in connection with the unit regions  131  included in the inactive region  83 , so that they do not perform image capture. 
     It should be understood that it would also be acceptable to provide a plurality of regions of interest  82 , and it would be acceptable for the conditions for image capture to be different between each of this plurality of regions of interest. Moreover, it would also be acceptable not to provide any inactive region  83 . 
     Explanation of the Flow Charts 
     Now, the way in which the imaging region  81  and the region of attention  82  are determined will be explained in the following with reference to the flow charts ( FIGS.  11 ,  12   , and  17 ).  FIG.  11    is a flow chart for explanation of the flow of a control procedure for the camera  3  that is executed by the control device  4 . The program for executing the processing of the flow chart of  FIG.  11    is stored in the storage unit  4   b  of the control device  4 . The control device  4  may, for example, start the program for performing the processing of  FIG.  11    when the supply of power from the vehicle  1  is started, or when the engine is started. 
     In step S 10  of  FIG.  11   , the control device  4  makes a decision as to whether or not a flag a=0. The flag a is a flag that is set to 1 if initial setting has terminated, and that is set to 0 if initial setting has not yet terminated. If the flag a=0 so that the control device  4  reaches an affirmative decision in step S 10 , then the flow of control proceeds to step S 20 , whereas if the flag so that a negative decision is reached in the step S 10  then the flow of control is transferred to a step S 30 . 
     In step S 20  the control device  4  performs initial setting processing, and then the flow of control proceeds to step S 30 . The details of this initial setting processing will be described hereinafter. In step S 30 , the control device  4  performs traveling assistance setting processing, and then the flow of control proceeds to step S 40 . In the traveling assistance setting processing, an imaging region  81  and a region of attention  82  upon the imaging element  100  are determined. The details of this traveling assistance setting processing will be described hereinafter. 
     In step S 40 , the control device  4  sends a command to the camera  3 , and drives the imaging region  81  and the region of attention  82  on the imaging element  100  under respective predetermined conditions, so as to perform acquisition of an image. In this embodiment, for example, as the vehicle speed V increases from zero, the control device  4  may set the frame rate of the region of attention  82  to be higher, its gain to be higher, its decimation ratio to be lower, and its charge accumulation time to be shorter, as compared to the case for the imaging region  81 . Along with image capture being performed by the camera  3  in this manner, also distance measurement (i.e. range finding) is performed at a plurality of positions in the photographic screen, as described above. It should be understood that it is not necessary for all of the frame rate, the gain, the decimation ratio, the charge accumulation time and so on to be different between the imaging region  81  and the region of attention  82 ; it will be acceptable if only at least one of them is different. Moreover, it would also be acceptable for the control device  4  to establish a setting for no decimation to be performed for the region of attention  82 . 
     In step S 45 , the control device  4  acquires the image data and the range finding data from the camera  3 , and then the flow of control proceeds to step S 50 . In step S 50 , the control device  4  makes a decision as to whether or not a setting for information display is established. If display setting is established, then the control device  4  reaches an affirmative decision in step S 50 , and the flow of control proceeds to step S 60 . But if display setting is not established, then the control device  4  reaches a negative decision in step S 50 , and the flow of control is transferred to step S 70 . 
     In step S 60 , the control device  4  sends display information to the display device  14  (refer to  FIG.  1   ), and then the flow of control proceeds to step S 70 . This display information may be, for example, a message saying “stopped”, “doing emergency stop”, “turning right”, or “turning left” that is displayed upon the display device  14 , according to the information corresponding to the state of the vehicle  1  determined during the traveling assistance setting processing (S 30 ). 
     It should be understood that, instead of outputting such display information, or along with outputting such display information, it would also be acceptable to arrange to output an audio signal for replaying the message described above to an audio replay device not shown in the figures. In this case, it would also be acceptable to employ an audio device of a navigation device not shown in the figures as the audio replay device not shown in the figures. 
     In step S 70 , the control device  4  makes a decision as to whether or not OFF actuation has been performed. Upon receipt of, for example, an OFF signal from the vehicle  1  (for example, an OFF signal for the engine), the control device  4  reaches an affirmative decision in step S 70  and performs predetermined OFF processing, and then the processing in  FIG.  11    terminates. But if, for example, the control device  4  does not receive an OFF signal from the vehicle  1 , then it reaches a negative decision in step S 70  and the flow of control proceeds to step S 80 . In step S 80 , the control device  4  waits for a predetermined time period (for example  0 . 1  seconds), and then the flow of control returns to step S 30 . When the flow of control returns to step S 30 , the processing described above is repeated. 
     The Initial Setting Processing 
       FIG.  12    is a flow chart for explanation of the details of step S 20  of the  FIG.  11    flow chart (i.e. the initial setting processing). In step S 21  of  FIG.  12   , the control device  4  inputs position information for the vehicle  1  from the GPS device  15  (refer to  FIG.  1   ), and then the flow of control proceeds to step S 22 . In step S 22 , on the basis of the latitude and longitude included in this position information, the control device  4  sets a flag that shows whether the traffic lane along which the vehicle  1  is to travel is on the left or the right of the road, in other words whether the vehicle travels along the left side or the right side of the road. In concrete terms, the control device  4  determines the name of the country in which the vehicle  1  is being used on the basis of the latitude and the longitude. And, by reference to a database not shown in the figures, the flag is set that shows whether driving on the roads in that country is on the left side or on the right side. This database that specifies the relationship between the country name and left or right side driving is stored in advance in the storage unit  4   b.    
     In step S 23 , the control device  4  sets a flag that indicates the position where the steering wheel  10  is attached to the vehicle  1  (i.e. on the right thereof or on the left thereof), and then the flow of control proceeds to step S 24 . Information that specifies whether this vehicle is right hand drive or left hand drive is stored in advance in the storage unit  4   b  as specification information for the vehicle  1 . In step S 24 , the control device  4  determines the initial setting value on the basis of a table such as that shown by way of example in  FIG.  13   . It should be understood that the order of steps S 21  and S 23  could be changed. 
     According to  FIG.  13   , four initial setting values from “1” to “4” are prepared, according to the combination of the position of attachment of the steering wheel in the vehicle  1  (i.e. whether the vehicle is right hand drive or left hand drive) and the position of the traffic lane on the road (i.e. upon the right side or upon the left side). In the case of a right hand drive steering wheel and driving on the left, the initial setting value is “4”. 
     In step S 25 , the control device  4  sets an initial position for the region of attention  82 . This initial position of the region of attention  82  is positioned according to the initial setting value. In concrete terms, the control device  4  takes the initial position of the region of attention  82  as being (Xq 1 , Yq) when the initial setting value is “ 1 ”, takes the initial position of the region of attention  82  as being (Xq 2 , Yq) when the initial setting value is “2”, takes the initial position of the region of attention  82  as being (Xq 3 , Yq) when the initial setting value is “3”, and takes the initial position of the region of attention  82  as being (Xq 4 , Yq) when the initial setting value is “4”. 
     In this explanation, in the coordinate system that specifies the imaging region  81 , the position of the region of attention  82  is given by the coordinates (Xq, Yq) of the center of the region of attention  82 .  FIG.  10    shows an example of the region of attention when the initial setting value is “ 4 ”, and, since this is the case of a right hand drive steering wheel and driving on the left, the initial position (Xq 4 , Yq) is determined so that the region of attention  82  is set toward the driver&#39;s seat side (i.e. toward the right) in the left side traffic lane. 
       FIG.  14    shows an example of the region of attention  82  when the initial setting value is “1”, and, since this is the case of a left hand drive steering wheel and driving on the right, the initial position (Xq 1 , Yq) is determined so that the region of attention  82  is set toward the driver&#39;s seat side (i.e. toward the left) in the right side traffic lane. 
       FIG.  15    shows an example of the region of attention  82  when the initial setting value is “3”, and, since this is the case of a left hand drive steering wheel and driving on the left, the initial position (Xq 3 , Yq) is determined so that the region of attention  82  is set toward the driver&#39;s seat side (i.e. toward the left) in the left side traffic lane. 
     And  FIG.  16    shows an example of the region of attention  82  when the initial setting value is “2”, and, since this is the case of a right hand drive steering wheel and driving on the right, the initial position (Xq 2 , Yq) is determined so that the region of attention  82  is set toward the driver&#39;s seat side (i.e. toward the right) in the right side traffic lane. 
     In step S 26  of  FIG.  12   , the control device sets the initial size of the region of attention  82 . In this embodiment, the initial size of the region of attention  82  (i.e. Px (in the X axis direction)×Py (in the Y axis direction)) is determined on the basis of the size of an object (for example, the size of the leading vehicle in front). If the leading vehicle is included in the image acquired by the camera  3 , then the control device  4  estimates the size of the leading vehicle on the basis of the height of the image of the leading vehicle that has been captured by the image capture chip  113 , the focal length of the image capture optical system  31  which is already known, and the distance L from the vehicle  1  to the leading vehicle that has been obtained by range finding. And, the numbers of pixels in the image obtained upon the imaging chip  113  (i.e. Px (in the X axis direction)×Py (in the Y axis direction)) by imaging a leading vehicle with an estimated size (for example, width  3  (m)×height  1 . 4  (m)) from its rear  1  (m) away are taken as being its initial size. 
     Px and Py are calculated according to the following Equations (1) and (2): 
         Px=ox×L    (1)
 
         Py=oy×L    (2)
 
     Here, ox is the number of pixels in the X axis direction in the image of the leading vehicle L (m) away that has been captured by the image capture chip  113 . And oy is the number of pixels in the Y axis direction in the image of the leading vehicle L (m) away that has been captured by the image capture chip  113 . L is the inter-vehicle distance from the vehicle  1  to the leading vehicle. 
     It should be understood that, in the coordinate system that specifies the imaging region  81 , the value Yq described above that specifies the initial position corresponds to the center of the height of the image obtained upon the image capture chip (in this example, a location at a height of 0.7 (m) on the leading vehicle) by imaging the above described leading vehicle from 1 (m) away. 
     In step S 27 , the control device  4  outputs display information to the display device  14  (refer to  FIG.  1   ) and sets the flag a to 1, and then the processing of  FIG.  12    terminates. This display information is information that specifies the end of the initial setting processing: for example, the message “initial setting completed” is displayed upon the display device  14 . 
     The Traveling Assistance Setting Processing 
       FIG.  17    is a flow chart for explanation of the details of the traveling assistance setting processing. If, in step S 310  of  FIG.  17   , the information specifying the position of the shift lever inputted from the shift lever position detection device  16  (refer to  FIG.  1   ) is “P” (i.e. parking), then the control device  4  reaches an affirmative decision in step S 310 , and the flow of control proceeds to step S 320 . But if the information specifying the position of the shift lever inputted from the shift lever position detection device  16  (refer to  FIG.  1   ) is not “P”, then the control device  4  reaches a negative decision in step S 310 , and the flow of control is transferred to step S 420 . It should be understood that it would also be acceptable to arrange to apply the decision of this step S 310  to the case when the shift lever is in “N” (i.e. neutral). 
     In step S 320 , the control device  4  inputs the vehicle speed V from the vehicle speed sensor  21 , and then the flow of control proceeds to step S 330 . The control device  4  may, for example, change the frame rate of the region of attention  82  according to the vehicle speed V. As described above, when the frame rate of the region of attention  82  is set to be higher as compared to the frame rate of the imaging region  81 , then the control device  4  sets the frame rate of the region of attention  82  to be higher as the vehicle speed V increases, and sets the frame rate of the region of attention  82  to be lower as the vehicle speed V decreases. In this case, it would also be acceptable to arrange for the control device  4  to apply control so as to make the frame rate of the imaging region  81  outside the region of attention  82  also be proportionate to the vehicle speed V. In step S 330 , the control device  4  inputs the amount by which the brake pedal  8   a  is being stepped upon from the brake control device  8  (refer to  FIG.  1   ), and then the flow of control proceeds to step S 340 . 
     In step S 340 , on the basis of the vehicle speed V and the amount by which the brake pedal  8   a  is being stepped upon (i.e. the angle through which it is being depressed), the control device  4  makes a decision as to whether or not a flag Em=0. The flag Em is a flag that is set as shown by way of example in  FIG.  18   , on the basis of the vehicle speed V and the amount of change of the amount by which the brake pedal  8   a  is being stepped upon (i.e. the angle through which it is being depressed). In this embodiment, it is determined that emergency braking (i.e. abrupt braking) is being performed if Em=1, while it is determined that normal braking is being performed if Em=0. If Em=0 then the control device  4  reaches an affirmative decision in step S 340  and the flow of control proceeds to step S 350 . But if Em=1 then the control device  4  reaches a negative decision in step S 340  and the flow of control is transferred to step S 430 . 
     It should be understood that, instead of the amount of change of the amount by which the brake pedal  8   a  is being stepped upon (i.e. of the angle through which it is being depressed), it would also be acceptable to arrange to determine that Em=1 on the basis of the amount of change of the opening amount of a brake valve not shown in the figures. Moreover, it would also be acceptable to arrange to determine that Em=1 on the basis of the amount of change of the vehicle speed V, or to arrange to determine that Em=1 on the basis of the amount of change of the deceleration ratio of a speed change mechanism not shown in the figures. 
     In step S 350 , the control device  4  inputs the amount by which the accelerator pedal  7   a  is being stepped upon from the throttle control device  7  (refer to  FIG.  1   ), and then the flow of control proceeds to step S 360 . And in step S 360  the control device  4  inputs the rotational angle θ of the steering wheel  10  from the steering control device  9 , and then the flow of control proceeds to step S 370 . In step S 370 , the control device  4  makes a decision as to whether or not steering actuation has been performed. If the rotational angle θ is greater than a predetermined value then the control device  4  reaches an affirmative decision in step S 370  and the flow of control proceeds to step S 380 , while if the rotational angle θ is less than or equal to the predetermined value then a negative decision is reached in step S 370  and the flow of control is transferred to step S 440 . 
     In step S 380 , the control device  4  calculates the amount of shifting X dist  of the region of attention  82  in the X axis direction on the basis of the rotational angle θ of the steering wheel  10  and the vehicle speed V, according to the following Equation (3): 
         X   dist =θ×( V× 0.2)   (3)
 
     According to Equation (3) above, the shifting amount X dist  becomes greater, the greater is the steering angle of the steering system (in other words, the rotational angle θ of the steering wheel  10 ), and the greater is the vehicle speed V. 
     In step S 390 , the control device  4  calculates the position (i.e. the X coordinate) of the region of attention  82  during traveling on the basis of the initial position (XqN, Yq) of the region of attention  82  that was set during the initial setting processing, according to the following Equation (4): 
         Xq=XqN+X   dist    (4)
 
     Here, N is one of the initial setting values  1  through  4  that was determined during the initial setting processing. 
     X dist  is the shifting amount of the region of attention  82  in the X axis direction as calculated in step S 380 , and corresponds to a number of pixels in the X axis direction. Due to the processing in step S 390 , the position of the region of attention  82  changes according to steering actuation. Moreover, the position of the region of attention  82  also changes according to the magnitude of the vehicle speed V. 
     In step S 400 , on the basis of the initial position (XqN, Yq) of the region of attention  82  that was set in the initial setting processing, the control device  4  calculates the position (the Y coordinate) of the region of attention  82  during traveling according to the following Equation (5): 
         Yq=Yq+P ( Z )   (5)
 
     Here, P(Z) is the shifting amount of the region of attention  82  in the Y axis direction, and is a number of pixels in the Y axis direction corresponding to the depth Z (m). For example, this function may specify to how many pixels in the Y axis direction an image of a road of depth  20  (m) corresponds. The relationship P(Z) between the depth Z and the number of pixels is stored in advance in the storage unit  4   b  (refer to  FIG.  2   ). 
     In general, when the direction of travel along a flat straight road is imaged, the number of pixels in the Y axis direction corresponding to the image of the road upon the image capture chip  113  increases as the depth Z (m) from the vehicle  1  becomes deeper. Therefore, the value of Yq that corresponds to the center in height of the image obtained by imaging the above described leading vehicle from  1  (m) away increases as the leading vehicle to which attention should being directed becomes further away (i.e. as the depth Z becomes deeper). 
     The control device  4  determines the depth Z of the leading vehicle to which attention should be directed according to the following Equation (6): 
         Z=Za+Zb    (6)
 
     Here, Za is the braking distance (m) upon a dry road, and Zb is the braking distance (m) upon a wet road surface. Za and Zb may, for example, be based on the values shown in  FIG.  19   . In this embodiment, the position of the region of attention  82  is determined so that the leading vehicle at the depth Z in front of the vehicle  1  (in other words, at the position separated by Z (m) from the vehicle  1 ) is included in the region of attention  82 . This is based upon the idea of directing attention further away than the distance that is required for stopping the vehicle if emergency braking is applied. Values (Za+Zb) of the depth Z corresponding to vehicle speeds V are stored in advance in the storage unit  4   b  (refer to  FIG.  2   ). According to the processing of step S 400 , the position of the region of attention  82  changes according to change of the vehicle speed V. 
     For the region of attention  82  whose position has changed in this manner, at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, and so on is changed between the imaging region  81  and the region of attention  82 . 
     In step S 410 , on the basis of the initial size (Px×Py) of the region of attention  82  that was set in the initial setting processing, the size (X_wid, Y_wid) of the region of attention  82  during traveling is calculated according to the following Equations (7) and (8), and then the processing of  FIG.  17    terminates. 
         X _ wid=Px/Z    (7)
 
         Y _ wid=Py/Z    (8)
 
     Here, Px is the number of pixels in the X axis direction set in step S 26 , and Py is the number of pixels in the Y axis direction set in step S 26 . According to the above Equations (7) and (8), the size (X_wid, Y_wid) of the region of attention  82  during traveling becomes smaller than the initial size (Px×Py) of the region of attention  82 , the further away the leading vehicle to which attention should be directed becomes (i.e. the deeper the depth Z becomes). According to the processing of step S 410 , the size of the region of attention  82  changes according to change of the vehicle speed V. 
     For the region of attention  82  whose size has been changed in this manner, at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, and so on is different between the imaging region  81  and the region of attention  82 . 
     In step S 420  to which the flow of control is transferred when a negative decision is reached in step S 310  described above, the control device  4  performs setting processing while stopped, and the processing of  FIG.  17    terminates. This setting processing while stopped determines the position of the region of attention  82  so that a vehicle in front that is separated by, for example, 1 (m) is included in the region of attention  82 . Moreover, the size of the X axis direction of the region of attention  82  is set to a maximum, so that objects in positions close to the side portions of the vehicle  1  are also, to the greatest possible extent, included in the region of attention  82 . 
     In step S 430  to which the flow of control is transferred when a negative decision is reached in step S 340  described above, the control device  4  performs setting processing during abrupt braking determination, and then the processing of  FIG.  17    terminates. In this setting processing during abrupt braking determination, for example, in the region of attention  82 , decimation is stopped, the frame rate is raised to maximum, the charge accumulation time is shortened, and the gain is set to be higher. 
     It should be understood that it would also be acceptable to arrange for the control device  4  to increase the frame rate of the imaging region  81  outside the region of attention  82 . Moreover, the control device  4  may issue a command to the camera  3  for performing recording, so as to store in the recording unit  36  the images acquired by the camera  3  during a predetermined time period (for example, 5 seconds to 15 seconds) after a negative decision has been reached in step S 340 . 
     After abrupt stopping, the control device  4  further shifts the region of attention  82  to the initial position for the region of attention  82  that was set during the initial setting processing (step S 25  of  FIG.  12   ), and also changes the size of the region of attention  82  to the initial size (Px×Py) of the region of attention  82  that was set during the initial setting processing (step S 26  of  FIG.  12   ). Due to this, the position and the size of the region of attention  82  that were changed due to the vehicle speed V during traveling are returned to a position and size that are appropriate when the vehicle is stopped. 
     In step S 440  to which the flow of control is transferred when a negative decision is reached in step S 370  described above, the control device  4  performs setting for not shifting the position of the region of attention  82  (i.e. its X coordinate) during traveling. In other words, if the rotational angle θ of the steering wheel  10  is less than or equal to a predetermined value, θ is set to 0, and also the value of X dist  is set to 0. That is, if the actuation angle of the steering wheel  10  is less than the predetermined value, the position of the region of attention  82  (i.e. its X coordinate) is preserved unchanged. Due to this, it becomes easier to alleviate the processing burden during fine steering actuation which is not actuation for turning. 
       FIG.  20 A  is a figure showing an example of shifting of the position of the region of attention  82  and change of the size of the region of attention  82  when a right turn is to be made on a normal road at an intersection. According to the traveling assistance setting processing described above, if the vehicle  1  is waiting behind a leading vehicle in front in order to perform a right turn, the region of attention  82 A is its initial position, and the size of the region of attention  82 A is approximately the same as its initial size (Px×Py). When, in the state in which the vehicle  1  is moving forward, the driver starts to actuate the steering toward the right direction, then the position of the region of attention  82 B shifts slantingly rightward and upward. And, since the vehicle speed V is low, accordingly the size of the region of attention  82 A is also approximately the same as its initial size (Px×Py). 
     And  FIG.  20 B  is a figure showing an example of shifting of the position of the region of attention  82  and change of the size of the region of attention  82  when changing vehicle lane and accelerating into the overtaking vehicle lane on the right side of a high speed road. According to the traveling assistance setting processing described above, if the vehicle  1  is traveling at high speed, then the position of the region of attention  82 A is higher than its initial position, and the size of the region of attention  82 A is smaller as compared to its initial size (Px×Py). When, in the state in which the vehicle  1  is accelerating, the driver actuates the steering toward the right direction, then the position of the region of attention  82 B shifts slantingly rightward and upward. And, since the vehicle speed V is high, accordingly the size of the region of attention  82 A is yet smaller. It should be understood that  FIGS.  20 A and  20 B  are an example when driving on the left side, and these figures could also be employed with appropriate modification in the case of turning left when driving on the right side, or in the case of changing vehicle lane when driving on the right side. Moreover, it would also be acceptable to arrange to detect the sight line of the driver with the use of a sight line detection device not shown in the figures (for example, a sight line detection device on the steering wheel), and to set a region at which the driver is not looking, or a region that constitutes a blind area, as the region of attention  82 . 
     It is to be understood that, for the above sight line detection, the use of any sight line detection method would be acceptable, such as a corneal reflection method in which the direction of sight line of the driver is detected by reflecting infra-red rays from his cornea, or a limbus tracking method in which the difference in light reflectance between the cornea and the sclera is employed, or an image analysis method of detecting the sight line of the driver by picking up an image of his eyeball with a camera and performing image processing thereupon, or the like. 
     According to this first embodiment, the following beneficial operational effects are obtained. 
     (1) Since there are provided the control device  4  that recognizes at least one of the specifications of the vehicle  1  to which the system is mounted and operations upon the actuation unit of the vehicle  1 , the image capture unit  32  that has at least the region of attention  82  and the imaging region  81  and that captures the exterior of the vehicle  1 , and the control device  4  that sets the image capture conditions of the region of attention  82  and the image capture conditions of the imaging region  81  to be different on the basis of the results of recognition by the control device  4 , accordingly it is possible to set the image capture conditions for the camera  3  in an appropriate manner. 
     (2) Since the control device  4  recognizes the position where the steering wheel  10  is attached to the vehicle (i.e. on its right or on its left side), accordingly it is possible to set the image capture conditions for the camera  3  according to the position in which the driver is riding in the vehicle. 
     (3) Since the setting unit sets the frame rate for the region of attention  82  and the frame rate for the imaging region  81  to be different according to the position of the steering wheel  10 , accordingly it is possible to increase the frame rate for a region of attention  82  that is, for example, on the side of the driver&#39;s seat (i.e. on the right) or the like, so that it is possible to set the image capture conditions for the camera  3  in an appropriate manner. 
     (4) Since the control device  4  is provided that detects information related to the vehicle speed V of the vehicle  1 , and this control device  4  sets the image capture conditions for the region of attention  82  and the image capture conditions for the imaging region  81  to be different according to the result of detection of information related to the vehicle speed V, accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner according to the vehicle speed V. 
     (5) Since, when the information related to the vehicle speed V increases and when it decreases, the control device  4  varies at least one of the image capture conditions for the region of attention  82  and the image capture conditions for the imaging region  81 , accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner by, for example, making the frame rate higher, the faster is the vehicle speed V. 
     (6) Since, when the rotational angle θ of the steering wheel  10  exceeds the predetermined value, the control device  4  varies at least one of the frame rate for image capture in the region of attention  82  and the frame rate for image capture in the imaging region  81  by increasing it, accordingly it is possible to vary the image capture conditions of the camera  3  during turning operation. 
     (7) Since the control device  4  that transmits display information to the display device  14  of the vehicle  1  on the basis of the results of image capture by the image capture unit  32  is provided, accordingly it is possible to provide necessary information to someone who is riding in the vehicle  1 . 
     (8) Since, when the rotational angle θ of the steering wheel  10  does not reach the predetermined value, the control device  4  maintains the setting of at least one of the frame rate for image capture in the region of attention  82  and the frame rate for image capture in the imaging region  81 , accordingly it is possible to avoid changing the image capture conditions during minute steering actuation when the vehicle is not actually turning. Due to this, for example, it is possible to prevent the frame rate of the region of attention  82  from being minutely changed more often than necessary, and this is helpful for alleviating the processing burden. 
     (9) Since the control device  4  includes at least one of frame rate of image capture, gain, decimation, pixel signal addition, charge accumulation, bit length, size of the imaging region, and position of the imaging region in the image capture conditions that are to be different between the image capture condition for the region of attention  82  and the image capture condition for the imaging region  81 , accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner. 
     (10) Since the control device  4  changes at least one of the center position of the region of attention  82  and the center position of the imaging region  81  on the basis of the result of detection of information related to the vehicle speed V, accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner, such as to change the position of the region of attention  82  along with change of the vehicle speed V or the like. 
     (11) Since the control device  4  changes at least one of the size of the region of attention  82  and the size of the imaging region  81  on the basis of the result of detection of information related to the vehicle speed V, accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner, such as to change the size of the region of attention  82  along with change of the vehicle speed V or the like. 
     (12) Since the control device  4  sets the imaging region  81  to surround the region of attention  82 , accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner. 
     (13) Since the steering wheel  10  is provided and serves as an actuation unit of the vehicle  1 , and since the control device  4  changes at least one of the center position of the region of attention  82  and the center position of the imaging region  81  on the basis of actuation of the steering wheel, accordingly it is possible to set the image capture conditions of the camera  3  in an appropriate manner, such as to change the position of the region of attention  82  along with change of the course of the vehicle  1  or the like. It should be understood that while, in the embodiment described above, the camera  3  was controlled under the control of the control device  4 , it would also be acceptable to arrange for a part of the control of the camera  3  to be performed by the control unit  35  of the camera  3 . 
     One or a plurality of variant embodiments such as the following may also be combined with the first embodiment described above. 
     Variant Embodiment #1 
     In the traveling assistance setting processing, it would also be acceptable to arrange for the control device  4  to change the position of the region of attention  82  and the size of the region of attention  82  according to an actuation signal from the turn signal switch  11 . As shown by way of example in  FIG.  21   , the control device  4  may change the size of the region of attention  82  and/or set the image capture conditions for the region of attention  82  on the basis of the initial setting value that was determined in step S 24 , and the direction of the turn signal resulting from actuation of the turn signal switch  11 . 
     For example, to explain with reference to  FIG.  10   , when the steering wheel is on the right side of the vehicle and the vehicle is driving on the left side of the road so that the initial setting value is “ 4 ”, and if the turn signal is indicating the left direction, then the control device  4  performs control so as to include the left edge of the road in the region of attention  82 . In concrete terms, the control device  4  widens the region of attention  82  of  FIG.  10    toward the left side. This widening of the region of attention  82  toward the left side is in order to prevent involvement in an accident while turning left. Conversely, if the turn signal is indicating the right direction, then the control device  4  performs control so as to include the opposite vehicle lane in the region of attention  82 . In concrete terms, the control device  4  widens the region of attention  82  of  FIG.  10    toward the right side. 
     To explain with reference to  FIG.  14   , when the steering wheel is on the left side of the vehicle and the vehicle is driving on the right side of the road so that the initial setting value is “1”, and if the turn signal is indicating the left direction, then the control device  4  performs control so as to include the opposite vehicle lane in the region of attention  82 . In concrete terms, the control device  4  widens the region of attention  82  of  FIG.  14    toward the left side. Conversely, if the turn signal is indicating the right direction, then the control device  4  performs control so as to include the right edge of the road in the region of attention  82 . In concrete terms, the control device  4  widens the region of attention  82  of  FIG.  14    toward the right side. This widening toward the right side is in order to prevent involvement in an accident while turning right. 
     To explain with reference to  FIG.  16   , when the steering wheel is on the right side of the vehicle and the vehicle is driving on the right side of the road so that the initial setting value is “2”, and if the turn signal is indicating the left direction, then the control device  4  performs control so as to include the opposite vehicle lane in the region of attention  82 . In concrete terms, the control device  4  greatly widens the region of attention  82  of  FIG.  16    toward the left side. Conversely, if the turn signal is indicating the right direction, then the control device  4  performs control so as to include the right edge of the road in the region of attention  82 . In concrete terms, the control device  4  somewhat widens the region of attention  82  of  FIG.  16    toward the right side. This widening toward the right side is in order to prevent involvement in an accident while turning right. 
     And to explain with reference to  FIG.  15   , when the steering wheel is on the left side of the vehicle and the vehicle is driving on the left side of the road so that the initial setting value is “3”, and if the turn signal is indicating the left direction, then the control device  4  performs control so as to include the left edge of the road in the region of attention  82 . In concrete terms, the control device  4  somewhat widens the region of attention  82  of  FIG.  15    toward the left side. This widening toward the left side is in order to prevent involvement in an accident while turning left. Conversely, if the turn signal is indicating the right direction, then the control device  4  performs control so as to include the opposite vehicle lane in the region of attention  82 . In concrete terms, the control device  4  greatly widens the region of attention  82  of  FIG.  15    toward the right side. 
       FIG.  22    is a flow chart for explanation of the processing according to this Variant Embodiment #1 when the turn signal switch  11  is actuated. During traveling assistance setting processing, the control device  4  starts the processing of  FIG.  22    as a subroutine when an actuation signal from the turn signal switch  11  is inputted. In step S 510  of  FIG.  22    the control device  4  makes a decision as to whether or not the direction of the turn signal is toward the left. If the turn signal direction is toward the left, then the control device  4  reaches an affirmative decision in step S 510  and the flow of control proceeds to step S 520 , while if the turn signal direction is toward the right, then the control device  4  reaches a negative decision in step S 510  and the flow of control is transferred to step S 530 . 
     In step S 520  the control device  4  makes a decision as to whether or not the position of the traffic lane is to the left side. If the vehicle is traveling on the left side, then the control device  4  reaches an affirmative decision in step S 520  and the flow of control is transferred to step S 550 , while if the vehicle is traveling on the right side, then the control device  4  reaches a negative decision in step S 520  and the flow of control is transferred to step S 540 . 
     In step S 540  the control device  4  controls the image capture unit  32  so that the opposite vehicle lane is included in the region of attention  82 , and then the processing of  FIG.  22    terminates. And in step S 550  the control device  4  controls the image capture unit  32  so that the left edge of the road is included in the region of attention  82 , and then the processing of  FIG.  22    terminates. 
     In step S 530  the control device makes a decision as to whether or not the position of the traffic lane is to the left side. If the vehicle is traveling on the left side, then the control device  4  reaches an affirmative decision in step S 530  and the flow of control is transferred to step S 560 , while if the vehicle is traveling on the right side, then the control device  4  reaches a negative decision in step S 530  and the flow of control is transferred to step S 570 . 
     In step S 560  the control device  4  controls the image capture unit  32  so that the opposite vehicle lane is included in the region of attention  82 , and then the processing of  FIG.  22    terminates. And in step S 570  the control device  4  controls the image capture unit  32  so that the right edge of the road is included in the region of attention  82 , and then the processing of  FIG.  22    terminates. 
     It should be understood that, if the turn signal switch  11  is turned OFF after the processing of  FIG.  22    has been executed, then the control device  4  cancels the changing of the size of the region of attention  82  due to  FIG.  22   . Moreover, if the turn signal switch  11  is turned ON, then, even if the vehicle speed V is zero, as compared to the imaging region  81 , settings are made to raise the frame rate for the region of attention  82 , to increase the gain, to lower the decimation ratio, and to shorten the charge accumulation time. However, if at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like is to be made to be different between the imaging region  81  and the region of attention  82 , then only the image capture conditions that are to be different are changed. 
     Since, according to Variant Embodiment #1 as explained above, settings are established according to actuation of the turn signal switch  11  in order to make the image capture conditions for the region of attention  82  and the image capture conditions for the imaging region  81  to be different, accordingly, if for example the vehicle is turning right or left at an intersection, then the opposite vehicle lane is included in the region of attention  82  so that it is possible reliably to detect oncoming vehicles, and/or the road edge is included in the region of attention  82  so that it is possible to prevent involvement in an accident, and as a result it is possible to set the region of attention  82  in an appropriate manner. Furthermore, the frame rate for the region of attention  82  is set to be higher as compared to that for the imaging region  81  and so on, so that it is possible to set the image capture conditions for the imaging region  81  and for the region of attention  82  in an appropriate manner. 
     Variant Embodiment #2 
     It would also be acceptable to provide a structure in which, in the traveling assistance setting processing, the control device  4  changes the position of the region of attention  82  and the size of the region of attention  82  according to change in the distance between an object such as a bicycle, an ordinary vehicle, a large sized vehicle, a pedestrian or the like, and the vehicle  1 . 
     In Variant Embodiment #2, when, for example, the vehicle  1  gets nearer to a leading vehicle in front so that the distance L to the leading vehicle (i.e. the inter-vehicle distance) becomes shorter, the control device  4  determines the position of the region of attention  82  so as to include the leading vehicle in the region of attention  82 . Here, change of the inter-vehicle distance L from the vehicle  1  to the leading vehicle is obtained on the basis of the images acquired by the camera  3  at predetermined time intervals synchronized with the timing of acquisition of the vehicle speed V, by the range finding calculation unit  35   a  of the camera  3  repeatedly range finding the distance L (i.e. the inter-vehicle distance) to the leading vehicle within the photographic screen. 
     The control device  4  calculates the position (i.e. the Y coordinate) of the region of attention  82  during travel by using the inter-vehicle distance L, instead of the depth Z in the above Equation (5). Due to this, in the case of picking up an image of a leading vehicle in front on a flat straight road, the value of Yq that specifies the position of the region of attention  82  in the Y axis direction upon the image capture chip  113  increases as the inter-vehicle distance L becomes longer, and decreases as the inter-vehicle distance L becomes shorter. 
     Furthermore, since the leading vehicle is photographed by the camera  3  as being larger when the inter-vehicle distance L changes to become shorter, accordingly the control device  4  sets the size of the region of attention  82  to be larger. Conversely, since the leading vehicle is photographed by the camera  3  as being smaller when the inter-vehicle distance L changes to become longer, accordingly the control device  4  sets the size of the region of attention  82  to be smaller. The control device  4  calculates the size of the region of attention  82  during traveling by substituting the inter-vehicle distance L into Equations (7) and (8) above, instead of the depth Z. 
     While according to the processing of  FIG.  17    described above the size of the region of attention  82  is set to be smaller when the vehicle speed V becomes faster, in this Variant Embodiment #2, if the inter-vehicle distance L to a leading vehicle in front is short, the size of the region of attention  82  is set to be large even if the vehicle speed V is high, and accordingly it is possible to include the leading vehicle in the region of attention  82  in an appropriate manner. Due to this, detection of change of the traveling state of the leading vehicle on the basis of the images acquired by the camera  3  becomes simpler and easier, as compared to the case when the size of the region of attention  82  continues to be set to be small. 
     Also for the region of attention  82  whose size and position are changed in this manner, it will be acceptable to change at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like between the imaging region  81  and the region of attention  82 . 
     Variant Embodiment #3 
     If an object such as a bicycle, an ordinary vehicle, a large sized vehicle, a pedestrian or the like is detected in the vicinity of the vehicle  1 , even outside the previously set region of attention  82 , it would also be acceptable for the control device  4  to set the region of attention  82  anew so as to include this object. In Variant Embodiment #3, when an object that has been detected has moved, the control device  4  sets the region of attention  82  anew so as to include this object. For example, if the distance between the object that has been detected and the vehicle  1  has become closer and is within a predetermined distance, then the control device  4  may set the region of attention  82  anew so as to include this object. And, if the distance between the object that has been detected and the vehicle  1  has become further away and is greater than or equal to the predetermined distance, then the control device  4  may cancel the setting of the region of attention  82  that includes this object. 
     Also for the region of attention  82  whose size and position have been set in this manner, it will be acceptable for at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like to be made to be different between the imaging region  81  and the region of attention  82 . 
     Since, according to this Variant Embodiment #3, the control device  4  is provided to detect moving objects in the surroundings of the vehicle  1  on the basis of the information from the camera  3 , and since this control device changes at least one of the image capture conditions for the region of attention  82  or the image capture conditions for the imaging region  81  on the basis of the result of this detection of moving objects, accordingly it is possible to set the image capture conditions for the camera  3  in an appropriate manner according to the presence or absence of moving objects. 
     Furthermore since, when on the basis of information from the camera  3  it has been detected that the distance between the vehicle  1  and a moving object has become closer and is within the predetermined distance, the control device  4  changes at least one of the frame rate for image capture of the region of attention  82  and the frame rate for image capture of the imaging region  81  in the increase direction, accordingly detection of the change of the movement state of the moving object on the basis of the images acquired by the camera  3  becomes simple and easy. 
     Variant Embodiment #4 
     It would also be acceptable to set the region of attention  82  anew on the basis of the color of the image acquired by the camera  3 . The control device  4  may set a region in the image that includes a red colored object to be the region of attention  82 . By adding this region that includes a red colored object to the region of attention  82 , it is possible to include, for example, a red light signal, an alarm on a railroad crossing, a red lamp on an emergency vehicle, or the like within the region of attention  82 . 
     Also for the region of attention  82  that has been set in this manner, it will be acceptable for at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like to be made to be different between the imaging region  81  and the region of attention  82 . 
     Variant Embodiment #5 
     It would also be acceptable to set the region of attention  82  anew on the basis of sound information in the sound captured by the microphone  17  of the vehicle  1 . If for example a level of sound information on the right side of the vehicle  1  that is greater than a predetermined value is inputted, then the control device  4  may widen the region of attention  82  toward the right side in the imaging region  81 , or may reset the region of attention  82  toward the right side in the imaging region  81 . This provision of the region of attention  82  toward the right side is in order to collect information relating to conditions outside the vehicle  1  on its right side. 
     Moreover, if for example a level of sound information on the left side of the vehicle  1  that is greater than a predetermined value is inputted, then the control device  4  may widen the region of attention  82  toward the left side in the imaging region  81 , or may reset the region of attention  82  toward the left side in the imaging region  81 . This provision of the region of attention  82  toward the left side is in order to collect information relating to conditions outside the vehicle  1  on its left side. 
     Also for the region of attention  82  that has been set in this manner, it will be acceptable for at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like to be made to be different between the imaging region  81  and the region of attention  82 . 
     Variant Embodiment #6 
     While, in the first embodiment, a case in which a region of attention  82  that includes a leading vehicle was set, it would also be acceptable to arrange to set a region of attention  82  that includes a vehicle oncoming toward the vehicle  1 . In this Variant Embodiment #6, from among the objects that are present within the travel region described above and that are traveling in the opposite direction (i.e. that are oncoming to the vehicle  1 ), the control device  4  will recognize the vehicle that is closest to the vehicle  1  as being an oncoming vehicle. 
     In the image acquired by the camera  3 , the control device  4  sets the region that corresponds to the position of the oncoming vehicle described above as being the region of attention  82 . The control device  4  may particularly set the region of attention  82  to include the number plate of the oncoming vehicle, and/or to include the face of the driver of the oncoming vehicle who is sitting in the driver&#39;s seat and is driving. 
     By setting a region that includes the number plate of the oncoming vehicle or the face of the driver of the oncoming vehicle as the region of attention  82 , it is possible to include the oncoming vehicle that is approaching the vehicle  1  in the region of attention  82  in an appropriate manner. 
     Also for the region of attention  82  that has been set in this manner, it will be acceptable for at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like to be made to be different between the imaging region  81  and the region of attention  82 . 
     Variant Embodiment #7 
     While, in the first embodiment, an example was explained in which the imaging region  81  included the region of attention  82  (i.e. surrounded the region of attention  82 ), it would also be acceptable to arrange to set the imaging region  81  and the region of attention  82  to be side by side, left and right. It would then be possible to vary the sizes and the positions of the imaging region  81  and the region of attention  82  by moving the boundary line between the imaging region  81  and the region of attention  82  left or right. Also with a region of attention  82  that has been set in this manner, it will be acceptable for at least one of the frame rate, the gain, the decimation ratio, the charge accumulation time, or the like to be made to be different between the imaging region  81  and the region of attention  82 . 
     And while, in the first embodiment, as distance measurement performed by the camera  3 , a technique was employed for performing range finding calculation by using image signals from pixels for focus detection that were provided upon the imaging element  100 , it would also be possible to employ a technique for performing distance measurement by using two images from a stereo camera. Moreover, it would also be possible to employ a technique for performing distance measurement by using a millimeter wave radar separate from the camera  3 . 
     Embodiment #2 
     In this embodiment, in order to make it easy to find a line upon the road when the traveling environment changes, as for example when traveling in a tunnel or during rainfall or the like, charge accumulation control for the imaging element  100  (i.e. of the image capture chip  113  (refer to  FIG.  3   )) of the camera  3  (refer to  FIGS.  1  and  9   ) is performed independently for each of the block units described above. 
     In addition to detecting objects as explained in the first embodiment, the control device  4  also performs detection as described below. That is, from the image data acquired by the camera  3 , the control device  4  performs shape detection, color detection, and brightness detection of objects included in the image. In concrete terms, the control device  4  detects data for lines such as white lines or guard rails or the like that are provided along the road. Moreover, on the basis of the brightness situation for each unit region  131  of the image capture chip  113 , the control device  4  detects tail lamp (tail light) data representing the state of lighting of the leading vehicle in front. 
     Furthermore, in this embodiment, the beam changeover switch  18  and the rainfall sensor  19  of  FIG.  1    are employed, although they were not utilized in the first embodiment. The beam changeover switch  18  is an actuation member for changing over the angle of illumination of the lighting equipment (i.e. the headlights) of the vehicle between at least two stages in the vertical direction. For example, the beam changeover switch may change over the headlamp beams between shining in an approximately horizontal direction (i.e. “high beam”) and shining in a direction lower than the horizontal direction (i.e. “low beam”). The actuation signal from the beam changeover switch  18  is sent both to the lighting equipment not shown in the figure, and to the control device  4 . 
     The rainfall sensor  19  is a detector that detects droplets of rain by an optical method or by an electrostatic capacitance method, and is attached inside the vehicle or outside the vehicle. The detection signal from the rainfall sensor  19  (i.e. rainfall information) is sent to the control device  4 . 
       FIG.  23    is a figure schematically showing an image of a photographic subject (i.e. of an object) that is focused upon the image capture chip  113 . While actually an inverted image is focused, this is shown in the figure as an erect image, for the convenience of understanding. In  FIG.  23   , the vehicle  1  is traveling behind a leading vehicle  84  that is in front. Images of white lines  82   a ,  82   b , and  82   c  that are provided upon the road, of the leading vehicle  84  in front, and of an oncoming vehicle  85  are included upon the imaging surface  70  of the image capture chip  113  (i.e. in its photographic region). Among these objects, the white lines  82   a  and  82   b  that indicate the boundaries of the vehicle traffic lane upon which the vehicle  1  is traveling (i.e. the lane of travel) are objects that are particularly important during detection of the path of travel by the control device  4 . Accordingly, in this explanation, an imaging region that includes the white lines  82   a  and  82   b  is termed the “region of attention  71 ”. 
     It should be understood that there are some reference numerals in  FIGS.  23 ,  27 ,  29 ,  31 ,  33    and so on that are the same as ones used in the preceding drawings, but these reference numerals apply to the explanation of the second embodiment. 
     The control device  4  sets different conditions for the region of attention  71  upon the imaging surface  70  and for the region  72  outside that region (i.e. the region to which particular attention is not drawn), so as to perform charge accumulation (i.e. image capture). Here, the sizes and positions of the region of attention  71  and the region without particular attention  72  upon the imaging surface  70  of the image capture chip  113  are included in the image capture conditions. 
     Along with setting first conditions and controlling image capture for the unit regions  131  (refer to  FIG.  4   ) that are included in the region of attention  71 , the control device  4  also sets second conditions and controls image capture for the unit regions  131  that are included in the region without particular attention  72 . 
     It should be understood that it would also be acceptable to provide a plurality of regions of attention  71  and/or a plurality of regions without particular attention  72 , and also it would be acceptable to provide, within the region of attention  71  or within the region without particular attention  72 , a plurality of regions for which the charge accumulation control conditions (i.e. the image capture conditions) are different. Furthermore, in the row direction and the column direction of the imaging surface  70 , it would also be acceptable to provide one or more inactive regions in which charge accumulation (i.e. image capture) is not performed 
     Explanation of the Flow Charts 
     The control procedure for the camera  3  and the setting of the image capture conditions will now be mainly explained in the following with reference to flow charts thereof ( FIGS.  24  and  25   ).  FIG.  24    is a flow chart for explanation of the overall flow of a control procedure for the camera  3 , executed by the control device  4 . A program for executing the processing of the flow chart of  FIG.  24    is stored in the storage unit  4   b  of the control device  4 . The control device  4  may start this program that performs the processing of  FIG.  24   , for example, when the supply of power from the vehicle  1  is started (i.e. when the system goes ON), or when the engine is started. 
     In step S 10  of  FIG.  24   , the control device  4  makes a decision as to whether or not a flag a is equal to zero. The flag a is a flag that is set to 1 if the initial setting has been completed, and that is set to zero if the initial setting has not yet been completed. If the flag a is zero then the control device reaches an affirmative decision in step S 10  and the flow of control proceeds to step S 20 , while if the flag a is not zero then a negative decision is reached in step S 10  and the flow of control is transferred to step S 30 . 
     In step S 20 , the control device  4  performs initial setting of the camera  3 , and then the flow of control proceeds to step S 30 . This initial setting is setting that is determined in advance for causing the camera  3  to perform predetermined operation. Due to this, the camera  3  sets the same image capture conditions for the entire area of the imaging surface of the imaging element  100 ; for example, the camera  3  may start image capture at a frame rate of  60  frames per second (i.e. 60 fps). 
     In step S 30 , the control device  4  performs image capture condition setting processing, and then the flow of control proceeds to step S 40 . This image capture condition setting processing is processing in which a region of attention  71  (refer to  FIG.  23   ) and a region without particular attention  72  outside it (also refer to  FIG.  23   ) are set upon the imaging element  100 , and image capture conditions are determined for each of these. The details of this image capture condition setting processing will be described hereinafter. In this embodiment, for the region of attention  71 , as compared to the region without particular attention  72 , the frame rate is set to be higher, the gain is set to be higher, the decimation ratio is set to be lower, and the charge accumulation time is set to be shorter. The camera  3  performs image capture on the basis of these settings, and also performs the distance measurement (i.e. the range finding) described above. 
     It should be understood that it is not necessary for all of the frame rate, the gain, the decimation ratio, the charge accumulation time, and so on to be different between the region of attention  71  and the region without particular attention  72 ; it will be acceptable if even only at least one of these parameters is different. 
     In step S 40  of  FIG.  24   , the control device  4  acquires image data and range finding data acquired by the camera  3  after the image capture condition setting processing, and also acquires information from various sections within the vehicle  1 , and then the flow of control proceeds to step S 50 . In step S 50 , the control device  4  makes a decision as to whether or not setting for display of this information has been made. If setting for display has been made, then the control device  4  reaches an affirmative decision in step S 50  and the flow of control proceeds to step S 60 . But if setting for display has not been made, then the control device  4  reaches a negative decision in step S 50  and the flow of control is transferred to step S 70 . 
     In step S 60 , the control device  4  outputs display information to the display device  14  (refer to  FIG.  1   ), and then the flow of control proceeds to step S 70 . This display information is information corresponding to the state of the vehicle  1  as determined during the image capture condition setting processing (in step S 30 ); for example, messages such as “entering a tunnel” or “headlights have been turned on” may be displayed upon the display device  14 . 
     It should be understood that, instead of outputting the display information, or along with outputting the display information, it would also be acceptable to arrange to output an audio signal for replaying the message described above via an audio replay device not shown in the figure. In this case as well, as the audio replay device not shown in the figures, it would be acceptable to use an audio device of a navigation device, not shown in the figures. 
     In step S 70 , the control device  4  makes a decision as to whether or not OFF actuation has been performed. When, for example, an OFF signal (for example, a system OFF signal or an engine OFF signal) is received from the vehicle  1 , the control device  4  reaches an affirmative decision in step S 70  and performs predetermined OFF processing, and then the processing of  FIG.  24    terminates. But if, for example, the control device  4  does not receive an OFF signal from the vehicle  1 , then a negative decision is reached in step S 70  and the flow of control returns to step S 30 . Upon return to step S 30 , the processing described above is repeated. 
     Image Capture Condition Setting Processing 
     The details of the image capture condition setting processing (in step S 30 ) will now be explained with reference to the flow chart of  FIG.  25   . In this embodiment,  5  examples are shown in which change of the traveling environment (i.e. of the road state) of the vehicle  1  occurs, and the image capture conditions related to the region of attention and the region without particular attention are determined. 
     In step S 31  of  FIG.  25   , the control device  4  performs the image processing described above upon the image data acquired by the camera  3 , and then the flow of control proceeds to step S 33 . In step S 33 , the control device  4  detects the white line data described above from the image data, and then the flow of control proceeds to step S 35 . As described above, the control device  4  takes a region that includes the white line  82   a  and the white line  82   b  within the photographic region  70  as being the region of attention  71 . To explain this with reference to  FIG.  23   , the region (shown by the broken line) having a trapezoidal shape and including three elements, i.e. the white line  82   a , the white line  82   b , and the region between the white line  82   a  and the white line  82   b  is taken as the region of attention  71 . 
     In step S 35 , the control device  4  takes the region of attention  71  described above as a first imaging region  71 , and takes the region other than this first imaging region  71  as a second imaging region  72 , and then the flow of control proceeds to step S 37 . 
     In step S 37 , the control device  4  sends commands to the camera  3 , and sets the frame rate for the first imaging region  71  to be higher than the frame rate for the second imaging region  72 . For example, the frame rate for the first imaging region  71  may be set to 120 frames per second (120 fps), while the frame rate for the second imaging region  72  is set to 60 frames per second (60 fps). This is done in order to enhance the frequency at which information is acquired related to the white lines, which are the objects to which attention should particularly be directed while traveling. The processing up to step S 37  explained above is an example of processing in a normal traveling environment (for example, traveling during the day in sunny weather). 
     If the traveling environment is different from the normal one, then the control device  4  changes the image capture conditions for the region of attention and for the region without particular attention described above.  FIG.  26    is a flow chart showing an example of processing upon change to a first traveling environment (i.e. to a first road state). And  FIG.  27    is a figure schematically showing an image of a photographic subject (i.e. of objects) that is imaged upon the image capture chip  113  when the vehicle  1  is approaching the entry of a tunnel  83 . 
     In step S 110  of  FIG.  25   , the control device  4  decides whether or not a tunnel is present. If an entry to or an exit from a tunnel is included in the image acquired by the camera  3 , then the control device  4  reaches an affirmative decision in step S 110 , and the flow of control is transferred to step S 111  of  FIG.  26   . But if no entry to or exit from any tunnel is included in the image acquired by the camera  3 , then the control device  4  reaches a negative decision in step S 110 , and the flow of control proceeds to step S 120 . It should be understood that if, although an affirmative decision was reached in step S 110  when making this decision during the previous iteration of this routine, this has changed to a negative decision in step S 110  this time, then the control device  4  cancels the setting of the frame rate that will be described hereinafter on the basis of the flow chart of  FIG.  26   . 
     In step S 111  of  FIG.  26   , from the image acquired by the camera  3 , the control device  4  detects the bright portion external to the tunnel  83  and the dark portion internal to the tunnel  83 , and then the flow of control proceeds to step S 112 . For example, the control device  4  may detect bright portions and dark portions (shown by sloping lines) from the image of the photographic subject shown by way of example in  FIG.  27   . 
     Then in step S 112  of  FIG.  26    the control device  4  takes the region of the dark portion in the first imaging region  71  as being a third imaging region  71   a , and takes the region in the first imaging region  71  other than the third imaging region  71   a  as being a remainder region  71   b  as shown in  FIG.  27   . In other words, the first imaging region  71  is divided into the third imaging region  71   a  and the remainder region  71   b.    
     In step S 113 , the control device  4  sends a command to the camera  3 , and sets the frame rate in the third imaging region  71   a  to be lower than the frame rate in the remainder region  71   b . For example, the control device  4  may reduce the frame rate in the third imaging region  71   a  to 60 fps. This is done in order to obtain clear image information from the dark third imaging region  71   a  which represents the interior of the tunnel  83 . On the other hand, the frame rate of the remainder region  71   b  is kept just as it is at 120 fps. 
     In step S 114 , the control device  4  further takes the dark portion in the second imaging region  72  as being a fourth imaging region  72   a , and takes the region in the second imaging region  72  other than the fourth imaging region  72   a  as being a remainder region  71   b  as shown in  FIG.  27   . In other words, the second imaging region  72  is divided into the fourth imaging region  72   a  and the remainder region  72   b.    
     In step S 115 , the control device  4  sends a command to the camera  3 , and sets the frame rate in the fourth imaging region  72   a  to be lower than the frame rate in the remainder region  72   b . For example, the control device  4  may reduce the frame rate in the fourth imaging region  72   a  to 30 fps. This is done in order to obtain clear image information from the dark fourth imaging region  72   a  which represents the interior of the tunnel  83 . And then the control device  4  advances the flow of control to step S 40  (of  FIG.  24   ). 
     It should be understood that while, in the explanation given above, the case of a tunnel entry was explained, the same holds for the case of a tunnel exit. However, in the case of a tunnel entry and in the case of a tunnel exit, the relationship between the bright portions of the image and its dark portions is opposite: the image of the exterior of the tunnel as seen from the interior of the tunnel becomes the bright portion. 
       FIG.  28    is a flow chart showing an example of processing upon change to a second traveling environment (i.e. to a second road state). And  FIGS.  29 A and  29 B  schematically show images of a photographic subject that are focused upon the imaging surface of the image capture chip  113  when the headlights of the vehicle  1  are turned on:  FIG.  29 A  is a figure showing the case of high beam, and  FIG.  29 B  is a figure showing the case of low beam 
     In step  120  of  FIG.  25   , the control device  4  makes a decision as to whether or not the vehicle headlights are turned on. If a bright portion due to the headlights is included in the image acquired by the camera  3 , then the control device  4  reaches an affirmative decision in step S 120  and the flow of control is transferred to step S 121  of  FIG.  28   . But if no bright portion due to the headlights is included in the image acquired by the camera  3 , then the control device  4  reaches a negative decision in step S 120  and the flow of control proceeds to step S 130 . And if, although an affirmative decision was reached in step S 120  when making this decision during the previous iteration of this routine, this changes to a negative decision in step S 120  this time, then the control device  4  cancels the setting of the frame rate that will be described hereinafter on the basis of the flow chart of  FIG.  28   . 
     It should be understood that, instead of determining that the headlights are turned on based upon detection of a bright portion in the image, it would also be acceptable to arrange to determine that the headlights are turned on based upon turning on operation by the driver. In this case, if the beam changeover switch  18  is changed over to the high beam side, then the control device  4  treats the position of the illuminated region  86   a  in  FIG.  29 A  as a bright portion of the image acquired by the camera  3 . Moreover, if the beam changeover switch  18  is changed over to the low beam side, then the control device  4  treats the position of the illuminated region  86   b  in  FIG.  29 B  as a bright portion of the image acquired by the camera  3 . 
     In step S 121  of  FIG.  28   , the control device  4  detects the region illuminated by the headlights (corresponding to the bright portion described above) from the image acquired by the camera  3 , and then the flow of control proceeds to step S 122 . 
     In step S 122 , if the beam changeover switch  18  is changed over to the high beam side, as shown in  FIG.  29 A , the control device  4  takes the region of overlapping of the first imaging region  73  and the illuminated region  86   a  as being a fifth imaging region  73   a , and takes a region consisting of the first imaging region  73  with this fifth imaging region  73   a  eliminated as being a remainder region  73   b . In other words, the first imaging region  73  is separated into the fifth imaging region  73   a  and the remainder region  73   b.    
     In step S 123 , the control device  4  sends a command to the camera  3 , and sets the frame rate in the fifth imaging region  73   a  to be higher than the frame rate in the remainder region  73   b . For example, if the frame rate in the remainder region  73   b  is 60 fps, the control device  4  may increase the frame rate in the fifth imaging region  73   a  to 120 fps. This is done in order to enhance the frequency of acquiring image information from the fifth imaging region  73   a , which becomes bright when illuminated at high beam. 
     In step S 124 , as shown in  FIG.  29 A , the control device  4  takes the region of overlapping of the second imaging region  74  and the illuminated region  86   a  as being a sixth imaging region  74   a , and takes a region consisting of the second imaging region  74  with this sixth imaging region  74   a  eliminated as being a remainder region  74   b . In other words, the second imaging region  74  is separated into the sixth imaging region  73   a  and the remainder region  74   b.    
     In step S 125 , the control device  4  sends a command to the camera  3 , and sets the frame rate in the sixth imaging region  74   a  to be higher than the frame rate in the remainder region  74   b . For example, if the frame rate in the remainder region  74   b  is 60 fps, the control device  4  may increase the frame rate in the sixth imaging region  74   a  to 120 fps. This is done in order to enhance the frequency of acquiring image information from the sixth imaging region  74   a  which becomes bright when illuminated at high beam. And then the control device  4  advances the flow of control to step S 40  (of  FIG.  24   ). 
     While the situation during high beam has been explained with reference to  FIG.  29 A , it is possible to perform the same operation in a similar manner during low beam as well. When the beam changeover switch  18  is changed over to the low beam side, then the illuminated region  86   b  in  FIG.  29 B  corresponds to the bright portion of the photographic subject image. And, to correlate  FIG.  29 A  with  FIG.  29 B , the fifth imaging region  73   a  corresponds to a fifth imaging region  73   c , the remainder region  73   b  corresponds to a remainder region  73   d , the sixth imaging region  74   a  corresponds to a sixth imaging region  74   c , and the remainder region  74   b  corresponds to a remainder region  74   d.    
       FIG.  30    is a flow chart showing an example of processing upon change to a third traveling environment (i.e. to a third road state). And  FIG.  31    is a figure schematically showing an image of a photographic subject that is focused upon the imaging surface of the image capture chip  113  when the tail lamps (tail lights) of the leading vehicle  84  in front are turned on. 
     In step  130  of  FIG.  25   , the control device  4  makes a decision as to whether or not a tail lamp of the leading vehicle  84  in front has been recognized. If a tail lamp in an illuminated state has been recognized from the image acquired by the camera  3 , then the control device  4  reaches an affirmative decision in step S 130  and the flow of control is transferred to step S 131  of  FIG.  30   . But if no tail lamp in an illuminated state has been recognized from the image acquired by the camera  3 , then the control device  4  reaches a negative decision in step S 130  and the flow of control proceeds to step S 140 . It should be understood that if, although an affirmative decision was reached in step S 130  when making this decision during the previous iteration of this routine, this changes to a negative decision in step S 130  this time, then the control device  4  cancels the setting of the frame rate that will be described hereinafter on the basis of the flow chart of  FIG.  30   . 
     In step S 131  of  FIG.  30   , the control device  4  detects the tail lamp of the leading vehicle  84  from the image acquired by the camera  3 , and then the flow of control proceeds to step S 132 . In  FIG.  31   , an image of the tail lamp  84   a  is not included in the first imaging region  75  of  FIG.  31   , but is included in the second imaging region  76 . 
     In step S 132  of  FIG.  30   , the control device  4  takes a predetermined region that includes an image of the tail lamp  84   a  of the leading vehicle  84 , for example, a rectangular region including the tail lamps  84   a  on both sides, as being a seventh imaging region  87 . And in step S 133 , in order to perform charge accumulation control for this seventh imaging region  87  under the same conditions as those for the first imaging region  75 , the control device  4  separates the seventh imaging region  87  from the second imaging region  76 , and incorporates it into the existing first imaging region  75 . It should be understood that the shape of this seventh imaging region  87  is not limited to being rectangular; it would also be acceptable for it to be an ellipse or a trapezoid that includes the tail lamps  84   a  on both sides. 
     The control device  4  further issues a command to the camera  3 , so as to set the frame rate for the seventh imaging region  87  to the same frame rate as that of the first imaging region  75 . For example, if the frame rate for the first imaging region  75  is 120 fps, then the frame rate for the seventh imaging region  87  is also raised to 120 fps. This is in order to enhance the frequency of acquiring image information for the seventh imaging region  87 , which corresponds to the leading vehicle  84 . And then the control device  4  transfers the flow of control to step S 40  (of  FIG.  24   ). 
       FIG.  32    is a flow chart showing an example of processing upon change to a fourth traveling environment (i.e. to a fourth road state). And  FIG.  33    is a figure schematically showing an image of a photographic subject that is focused upon the imaging surface of the image capture chip  113  when rainfall has been detected. 
     In step  140  of  FIG.  25   , the control device  4  makes a decision as to the presence or absence of rainfall information from the rainfall sensor  19  (refer to  FIG.  1   ). If rainfall information is being inputted, then the control device  4  reaches an affirmative decision in step S 140  and the flow of control is transferred to step S 141  of  FIG.  32   . But if no rainfall information is being inputted, then the control device  4  reaches a negative decision in step S 140  and the flow of control proceeds to step S 150 . It should be understood that if, although an affirmative decision was reached in step S 140  when making this decision during the previous iteration of this routine, this changes to a negative decision in step S 140  this time, then the control device  4  cancels the setting of the frame rate that will be described hereinafter on the basis of the flow chart of  FIG.  32   . 
     Generally, during rainfall, it becomes difficult to identify the white lines drawn upon the road, since the road surface is wet. In concrete terms, as compared to a dry road surface, the contrast between the white line portions and the portions other than white lines decreases. 
     In step S 141  of  FIG.  32   , in a similar manner to the case in step S 35  of  FIG.  25   , the control device  4  separates a region of attention in the image of the photographic subject that is focused upon the image capture chip  113 , which is taken as being a first imaging region  77 , from the region other than this first imaging region  77 , which is taken as being a second imaging region  78 , and then the flow of control proceeds to step S 142 . To explain this with reference to  FIG.  33   , the control device  4  takes the trapezoidally shaped region that includes the white line  82   a , the white line  82   b , and the region between the white line  82   a  and the white line  82   b  as being a first imaging region  77 , and takes the region other than this first imaging region  77  as being a second imaging region  78 . 
     In step S 142  of  FIG.  32   , the control device sends a command to the camera  3 , and sets the frame rate for the first imaging region  77  to be lower than the frame rate in the case of the first imaging region  71  (refer to  FIG.  23   ). For example, if the frame rate for the first imaging region  71  is 120 fps, then the frame rate for the first imaging region  77  may be changed to 60 fps. This is done in order to obtain clear image information from the first imaging region  77 , the luminance of whose white colored portions has decreased because the road surface is wet. And then the control device transfers the flow of control to step S 150  of  FIG.  25   . 
     It should be understood that, instead of decreasing the frame rate in this manner, it would also be acceptable to increase the contrast of the image by adjusting the tone curve. 
     Furthermore, for a similar reason, it would also be acceptable to set the frame rate for the second imaging region  78  to be lower than the frame rate in the case of the second imaging region  72  (refer to  FIG.  23   ); and it would also be acceptable to increase the contrast of the image by adjusting the tone curve. 
       FIG.  34    is a flow chart showing an example of processing upon change to a fifth traveling environment (i.e. to a fifth road state). And  FIGS.  35 A and  35 B  schematically show an image of a photographic subject that is focused upon the imaging surface of the image capture chip  113  when a change of course has been detected.  FIG.  35 A  shows the image of the photographic subject before the change of vehicle lane, while  FIG.  35 B  shows the image of the photographic subject during the change of vehicle lane. 
     In step  150  of  FIG.  25   , the control device  4  makes a decision as to the presence or absence of information related to a change of vehicle lane. By comparing and matching position information inputted from the GPS device  15  with map information, a navigation device not shown in the figures performs, for example, route guidance as to which road the vehicle  1  is to travel upon (i.e. in which lane the vehicle should travel) and in what azimuth the vehicle should travel. If a change of vehicle lane by the vehicle  1  is required, then a vehicle lane change command is inputted from the navigation device described above to the control device  4 . If such a vehicle lane change command has been inputted, then the control device  4  reaches an affirmative decision in step S 150  and the flow of control is transferred to step S 151  of  FIG.  34   . But if no such vehicle lane change command has been inputted, then the control device  4  reaches a negative decision in step S 150  and the flow of control is transferred to step S 40  of  FIG.  24   . 
     It should be understood that if, although an affirmative decision was reached in step S 150  when making this decision during the previous iteration of this routine, this changes to a negative decision in step S 150  this time, then the control device  4  cancels the setting of the frame rate that will be described hereinafter on the basis of the flow chart of  FIG.  34   . 
     In step S 151  of  FIG.  34   , the control device  4  makes a change to the first imaging region  79  in the image of the photographic subject that is focused upon the image capture chip  113  in the following manner. 
     To explain with reference to  FIG.  35 A , in a similar manner to the case in step S 33 , the control device  4  takes the trapezoidally shaped region that includes the white line  87   a , the white line  87   b , and the region between the white line  87   a  and the white line  87   b  as being a first imaging region  79 , and takes the region other than this first imaging region  79  as being a second imaging region  80 . 
     If the position information inputted from the GPS device  15  corresponds to a changed position of vehicle lane, then the control device  4  changes the first imaging region  79  to a first imaging region  79 A, as described below. To explain with reference to  FIG.  35 B , since the new region of attention becomes the white line  87   b  that delimits the traffic lane after change of vehicle lane and the white line  87   c , accordingly the first imaging region  79 A is a trapezoidal shape that includes the white lines  87   b  and  87   c . Thus, the control device  4  gradually displaces the imaging region from the first imaging region  79  shown in  FIG.  35 A  to the first imaging region  79 A shown in  FIG.  35 B . The processing to shift the imaging region in this manner is performed continuously according to change of the photographic field along with the change of vehicle lane. 
     It should be understood that, instead of operating to shift the imaging region, it would also be acceptable to increase the size of the first imaging region  79  so that it includes the first imaging region  79 A. 
     In step S 152  of  FIG.  34   , the control device  4  sends a command to the camera  3 , and sets the frame rate of the first imaging region  79 A that has been reset to the same frame rate as that of the first imaging region  79 . Due to this, when performing change of course, it is possible to keep the frame rate of the region of attention after the change of vehicle lane to be the same as the frame rate of the region of attention before the change of vehicle lane. And then the control device transfers the flow of control to step S 40  (refer to  FIG.  24   ). 
     According to this second embodiment, the following beneficial operational effects are obtained. 
     (1) The control device  4  sets to the camera  3  the first imaging region  71  that includes the white lines  82   a  and  82   b , and the second imaging region  72  that is the portion other than the first imaging region  71 , and sets the photographic conditions for the first imaging region  71  and the photographic conditions for the second imaging region  72  to be different from one another. Since, for example, the frame rate for the first imaging region  71  is set to be higher than the frame rate for the second imaging region  72 , accordingly it is possible reliably to recognize the white lines  82   a  and  82   b  in the image acquired by the camera  3 . Furthermore, since the frame rate for the second imaging region  72  that does not contribute to recognition of the white lines  82   a  and  82   b  is set to be lower, accordingly it is possible to reduce the consumption of electrical power by the camera  3 , and it is possible to suppress the generation of heat. 
     When the frame rate is high the charge accumulation time becomes short, and when the frame rate is low the charge accumulation time becomes long. 
     (2) Since, even when the traveling environment of the vehicle  1  has changed, according to the brightness or darkness of the first imaging region  71 , the control device  4  divides the first imaging region  71  into two imaging regions, and makes the frame rates of these two imaging regions be different, accordingly it is possible to continue reliably to recognize the white lines  82   a  and  82   b  in the images acquired by the camera  3 . 
     For example since, in the case of entry to a tunnel  82  as shown in  FIG.  27   , along with taking the dark portion in the first imaging region  71  as being the third imaging region  71   a  and taking the other region as being the remainder region  71   b , also the frame rate in this third imaging region  71   a  is set to be lower than the frame rate in the remainder region  71   b , accordingly it is possible clearly to recognize the white lines  82   a  and  82   b  within the third imaging region  71   a  in the image acquired by the camera  3 . And, by performing similar control for the second imaging region  72  as for the first imaging region  71 , it is possible clearly to recognize the imaging region that is related to traveling in the image acquired by the camera  3 . 
     Furthermore since, during high beam illumination as shown for example in  FIG.  29 A , along with the region in which the first imaging region  73  and the illuminated region  86   a  overlap being taken as being the fifth imaging region  73   a  and the other region being taken as being the remainder region  73   b , also the frame rate of the fifth imaging region  73   a  is set to be higher than the frame rate of the remainder region  73   b , accordingly it is possible reliably to recognize the white lines  82   a  and  82   b  within the fifth imaging region  73   a  in the image acquired by the camera  3 . And by performing similar control for the second imaging region  72  as that performed for the first imaging region  71 , it is possible to increase the amount of information in the image acquired by the camera  3  for the imaging region that is related to traveling. 
     (3) If, as an example of change of the traveling environment of the vehicle  1 , the tail lamps of a leading vehicle  84  in front have been recognized (refer to  FIG.  31   ), then, by taking a region that includes the tail lamps  84   a  on both sides as being a seventh imaging region  87 , and by setting the frame rate for this seventh imaging region  87  to be equal to the frame rate for the first imaging region  75 , it is possible reliably to recognize the tail lamps  84   a  of the leading vehicle  84  in the image acquired by the camera  3 . 
     (4) If, as an example of change of the traveling environment of the vehicle  1 , rainfall has been detected (refer to  FIG.  33   ), then, since the frame rate of the first imaging region  77  is set to be lower than before the rainfall, accordingly it is possible easily to recognize the white lines  82   a  and  82   b , whose contrast on the wet road surface has dropped, in the image acquired by the camera  3 . 
     (5) And if, as an example of change of the traveling environment of the vehicle  1 , a change of vehicle lane is performed (refer to  FIGS.  35 A and  35 B ), then, since the frame rate of the first imaging region  79 A that includes the white lines  87   b  after the change of vehicle lane is set to be the same as the frame rate of the first imaging region  79  before the change of vehicle lane, accordingly the frame rate of the first imaging region is kept constant before and after the change of vehicle lane, so that it is possible reliably to recognize the white lines in the images acquired by the camera  3  both before and after the change of vehicle lane. 
     One or a plurality of variant embodiments such as the following can also be combined with the second embodiment described above. 
     Variant Embodiment #1 
     While, in this second embodiment, an example of control of the camera  3  under control of the control device  4  was explained, it would also be acceptable to provide a structure in which part of the control of the camera  3  is performed by the control unit  35  of the camera  3 . 
     Moreover while, in this second embodiment, among the photographic conditions, principally the frame rate has been described, it would also be acceptable to vary one or more photographic conditions other than the frame rate between the various photographic (image capture) regions. 
     Variant Embodiment #2 
     While, in the second embodiment, an example was explained in which the white lines drawn along the surface of the road were recognized as being objects to which attention should be directed, it would also be acceptable to include, not white lines, but rather guard rails or curbs or the like that are provided along the road as being objects to which attention should be directed. 
     Variant Embodiment #3 
     In the second embodiment, an example was explained in which the imaging surface  70  was divided into two portions, i.e. a first imaging region of trapezoidal shape and a second imaging region other than the first imaging region, and the frame rates for these two regions were set to be different. Instead of the above, it would also be acceptable to divide the imaging surface  70  into three or more imaging regions, i.e. a first imaging region, a second imaging region, and a third imaging region, and to set the frame rates to be different for each of these imaging regions. 
     Moreover, in the second embodiment, an example was explained in which each of the first imaging region and the second imaging region was further divided into two imaging regions. Instead of the above, it would also be acceptable to arrange to divide each of the above described first imaging region and the above described second imaging region into three or more imaging regions, and to set the frame rates to be different for each of these three or more finely divided imaging regions. 
     Variant Embodiment #4 
     In the second embodiment it was arranged for the control device  4 , upon the trigger of a vehicle lane change command being inputted from the navigation device not shown in the figures, to shift the imaging region gradually from the first imaging region  79  shown in  FIG.  35 A  to the first imaging region  79 A shown in  FIG.  35 B . Instead of the above, it would also be acceptable to arrange for the timing at which the change of vehicle lane is performed to be determined by the control device  4 . The control device  4  receives supply of information about ground points where change of vehicle lane should be performed from a navigation device of the vehicle, and stores this ground point information in the storage device  4   b  in advance. And the control device  4  determines that the vehicle lane is to be changed when the position information inputted from the GPS device  15  agrees with the information about a ground point where change of vehicle lane should be performed. Moreover, having determined upon the change of vehicle lane, when the control device  4  detects the vehicle lane after the change of vehicle lane in the image acquired by the camera  3 , it shifts the imaging region from the first imaging region  79  shown in  FIG.  35 A  to the first imaging region  79 A shown in  FIG.  35 B . 
     Variant Embodiment #5 
     While, in the second embodiment, as a method of distance measurement performed by the camera  3 , a calculation technique was employed in which range finding calculation was performed by using the image signals from the pixels for focus detection that were provided to the imaging element  100 , it would also be acceptable to employ a technique of performing distance measurement by using two images from a stereo camera. Moreover, it would also be possible to employ a technique for performing distance measurement by using a millimeter wave radar separate from the camera  3 . 
     Embodiment #3 
     In this embodiment, charge accumulation control for an imaging element  100  (i.e. an image capture chip  113  (refer to  FIG.  3   )) of a photoelectric conversion unit  15  of an image capture unit  5  (refer to  FIG.  36   ) is performed by the block units described above, on the basis of the method of driving of another vehicle (for example an automatically driven vehicle or a manually driven vehicle) that is traveling in the vicinity of the vehicle  1 . 
       FIG.  36    is a block diagram showing an example of the structure of an image capture system  1  that includes an image capture device according to this third embodiment. This image capture system  1  employs an automobile  10 , other vehicle  20 , a traffic signal generation device  30 , and a traffic light  40 . 
     It should be understood that, instead of the traffic light  40 , or in parallel with the traffic light  40 , it would also be acceptable to employ an information supply system that is installed to the road, or a VICS (registered trademark; Vehicle Information and Communication System). 
     While there are some reference symbols in  FIGS.  36 ,  40 , and  42  through  45    that are common to reference symbols used in previous drawings, here they are applied to the explanation of this third embodiment. 
     The Automobile  10   
     The automobile  10  comprises a vehicle actuation section  11 , a GPS device  12 , a navigation system  13 , an optical system  14 , a photoelectric conversion unit  15 , a communication unit  16 , a storage unit  17 , a sensor  18 , and a control unit  19 . 
     It should be understood that the portions of the automobile  10  that are not explained herein have the same basic structures as in a conventional automobile. 
     The vehicle actuation section  11  includes actuation members of various types related to operation of the automobile, such as a steering wheel, a turn signal switch, a shift lever, an accelerator, a brake, a switch for changing over between automatic driving mode and manual driving mode, and so on. 
     On the basis of signals obtained by reception of radio waves from the GPS satellites, the GPS device  12  calculates the position of the automobile  10  (i.e. its longitude, latitude, and so on). And the position information that has thus been calculated by the GPS device  12  is outputted to the navigation system  13  and/or to the control unit  19 . 
     The navigation system  13  is a system that provides guidance along a travel path to a destination that has been inputted by detecting the current position of the automobile  10  from the GPS device  12  or the like, by acquiring map data corresponding to this current position from a storage medium or a network, and by displaying this map data upon a liquid crystal monitor. This navigation system  13  comprises an actuation unit that receives actuation from a user, the liquid crystal monitor mentioned above, a speaker that provides audio guidance, a reading unit that reads map data, and so on. 
     The optical system  14  is built from a plurality of lenses, and focuses an image of the photographic subject upon the photoelectric conversion unit  15 . If the optical system  14  is facing forward from the automobile  10 , then an image forward in the direction of travel of the automobile  10  is acquired by the photoelectric conversion unit  15 . And, if the optical system  14  is facing rearward from the automobile  10 , then an image rearward in the opposite direction to the direction of travel of the automobile  10  is acquired by the photoelectric conversion unit  15 . The optical system  14  has an angle of view that is adapted to a plurality of lanes of travel (two vehicle lanes or three vehicle lanes or the like). 
     It should be understood that it would also be acceptable to provide a stereo camera that has a plurality of optical systems  14 . 
     The photoelectric conversion unit  15  comprises an imaging element  100  that comprises, laminated together, an image capture chip that outputs pixel signals corresponding to light incident from the optical system  14 , a signal processing chip that processes the pixel signals, and a memory chip that stores the pixel signals. As will be described in detail hereinafter, this imaging element  100  is capable of setting individually different image capture conditions for each pixel or for each of a number of unit regions each consisting of a plurality of pixels (for example  16  pixels by  16  pixels), also including the case that image capture is not to be performed thereby. 
     In this embodiment, the image capture unit  5  of the camera comprises the optical system  14  and the photoelectric conversion unit  15 , and captures images of objects in the vicinity of the automobile  10  (i.e. moving bodies and obstructions and so on), and also captures images of white lines upon the road (also including lines of other colors such as yellow or the like). A forward image capture unit  5  that acquires images forward from the automobile  10  and a rearward image capture unit  5  that acquires images rearward from the automobile  10  are provided to the automobile  10 . In this explanation, lines that are white in color or the like and that extend along the path of travel are termed “white lines”. Moreover, both solid lines and broken lines are termed “white lines”. 
     It should be understood that it would also be acceptable to provide a radar, although this is not shown in the figures, and to arrange to detect objects in the vicinity with this radar and the image capture unit  5  (i.e. the optical system  14  and the photoelectric conversion unit  15 ). 
     The communication unit  16  performs wireless communication (including an optical beacon, a radio beacon, visible light communication, and the like) with external devices, such as other vehicles  20  and traffic lights  40  and so on. Any desired type of communication method may be employed. 
     The storage unit  17  may, for example, be built as a non-volatile semiconductor memory such as a flash memory or the like, and stores programs and control parameters of various types for travel of the automobile  10  (including automatic travel). 
     The sensor  18  includes one or a plurality of sensors of various types, such as a vehicle speed sensor, a yaw rate sensor, or the like. The vehicle speed sensor detects the speed V of the automobile  10 , and sends its detection signal to the control unit  19  or the like. And the yaw rate sensor detects the yaw rate of the automobile  10 , and sends its detection signal to the control unit  19  or the like. The yaw rate is the rate of change of the rotational angle of the vehicle or the like in the yaw direction. 
     The control unit  19  is a device that controls the automobile  10  as a whole, and comprises a CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory) and so on. In this embodiment, the control unit  19  performs setting of the image capture conditions for each unit region of the imaging element  100  of the photoelectric conversion unit  15  and control thereof. Moreover, if the automatic driving mode is set by the vehicle actuation section  11 , then the control unit  19  detects white lines upon the road with the image capture unit  5  (i.e. the optical system  14  and the photoelectric conversion unit  15 ) and also detects mobile objects and obstructions in the vicinity of the automobile  10  by using the image capture unit  5 , and, in cooperation with the navigation system  13 , performs automatic driving to a destination that has been inputted to the navigation system  13   
     It should be understood that, in this embodiment, the automatic driving mode means that operation and so on of the steering wheel, of the accelerator, of the brake, of the turn signal switch, and of the shift lever are all automatically performed under control by the control unit  19 . Moreover, the manual driving mode means that actuation and so on of the steering wheel, of the accelerator, of the brake, of the turn signal switch, and of the shift lever are performed by the driver; in some cases the speed change mechanism is an automatic transmission, and in some cases it is a manual transmission. Furthermore, in addition to fully automatic driving in which all of the driving functions are performed under the control of the control unit  19 , the automatic driving mode also includes semi-automatic driving in which, even though the user is performing actuation of the vehicle actuation unit  11 , the control unit  19  may stop or decelerate the automobile  10  so as to avoid collision and the like on the basis of the outputs from the image capture unit  5 , the GPS  12 , the communication unit  16 , the sensor  18 , and so on. Due to this, it is possible to ensure safety while the user still can enjoy driving the automobile  10 . Moreover, semi-automatic driving also includes the case in which the control unit controls some but not all of the steering wheel, the accelerator, the brake, the turn signal switch, and/or the shift lever, instead of the driver. 
     The Other Vehicle  20   
     The other vehicle  20  comprises a communication unit  21 , a vehicle actuation section  22 , a storage unit  23 , an image capture unit  24 , a control unit  25  and so on, and the functions of these various sections are the same as functions of the corresponding sections of the automobile  10 . While various sections of the other vehicle  20  are omitted in  FIG.  36   , they support its basic structure as an automobile. However, the other vehicle  20  may be a vehicle of a type that is not equipped with any communication unit  21 . Moreover, automatically driven vehicles and manually driven vehicles may be mixed together as other vehicles  20 . Of these vehicles, at least those vehicles that are equipped with an automatic driving mode are capable of communicating with one another via their communication units  21 , and are built so as to be able to transmit and receive information related to whether they are being automatically driven or are being manually driven, and also so as to be able to communicate information related to image data acquired by their image capture units  24 . 
     The Traffic Signal Generation Device  30   
     The traffic signal generation device  30  is a device for performing control of signal lights that are displayed upon the display unit  42  of the traffic light  40 , and comprises a signal information generation unit  31 , a storage unit  32 , a communication unit  33 , and a control unit  34 . While such a traffic signal generation device  30  may be installed to each of a plurality of traffic lights  40  that are provided at various intersections, it would also be acceptable to arrange for a single traffic signal generation device  30  to control a plurality of traffic lights  40 . 
     The signal information generation unit  31  generates traffic signals on the basis of the types and the positions of installation of a plurality of traffic lights  40  that are installed at intersections or the like, and on the basis of commands or the like related to traffic sent from a traffic management center not shown in the figures. 
     The storage unit  32  may be built as a non-volatile semiconductor memory such as, for example, a flash memory or the like, and stores programs of various types and control parameters and so on for the traffic signal generation device  30 . 
     The communication unit  33  transmits traffic signals generated by the signal information generation unit  31  to each of one or a plurality of traffic lights  40  by cable or by wireless. Moreover, the communication unit  33  may perform transmission and receipt of information to and from a traffic management center. 
     And the control unit  34  is a device that controls the traffic signal generation device  30  as a whole, and includes a CPU, RAM, ROM, and so on. Moreover, the control unit  34  may perform analysis related to the state of traffic on the basis of the amount of traffic and so on, and may perform control of the signal information generation unit  31  on the basis thereof 
     The Traffic Light  40   
     The traffic light  40  comprises a communication unit  41 , a display unit  42 , an optical system  43 , a photoelectric conversion unit  44 , a storage unit  45 , and a control unit  46 . While only one such traffic light  40  is shown in  FIG.  36   , normally a plurality of traffic lights  40  are provided. For example, in the case of an intersection, as shown by way of example in  FIG.  37   , a total of eight traffic lights are provided: four traffic lights for automobiles  40   a , and four traffic lights for pedestrians  40   b . The traffic lights  40  receive traffic signals coming from the traffic signal generation device  30  according to the respective positions in which they are installed, and illuminate or blink display lights of their display units  42 . 
     The communication unit  41  receives traffic signals generated by the signal information generation unit  31  via cable or via wireless. Moreover, the communication unit  41  transmits and receives information of various kinds, such as information related to driving of vehicles and information related to traffic and so on, to and from the automobile  10 , other vehicles  20 , and other traffic lights  40 . 
     The display unit  42  incorporates signal lights, and performs display of those signal lights according to receipt of traffic signals by the communication unit  41 . In concrete terms, the display unit  42  illuminates, blinks, or extinguishes the signal lights in order to permit or restrict movement such as travel, stopping and so on of vehicles traveling upon the road or of pedestrians crossing the road. It should be understood that it would be acceptable for the display unit  42  not only to illuminate a red colored light, a yellow colored light, or a green colored light, but also to illuminate arrow lights that indicate whether, at the intersection, it is possible to go straight on, to turn left, or to turn right. 
     In this embodiment, the image capture unit  50  of the camera comprises the optical system  43  and the photoelectric conversion unit  44 . The optical system  43  includes a plurality of lenses, and focuses an image of the photographic subject upon the photoelectric conversion unit  44 . When the image capture unit  50  is provided to a traffic light for automobiles  40   a , the optical system  43  is principally used for acquiring images of vehicles. But when the image capture unit  50  is provided to a traffic light for pedestrians  40   b , the optical system  43  is principally used for acquiring images of pedestrians (including bicycles). The image capture unit  50  is provided in the vicinity of the display unit  42  (i.e. of its signal light). 
     The photoelectric conversion unit  44  comprises an imaging element  100  that comprises, laminated together, an image capture chip that outputs pixel signals corresponding to light that is incident from the optical system  43 , a signal processing chip that processes those pixel signals, and a memory chip that stores the pixel signals. This photoelectric conversion unit has a similar structure to that of the photoelectric conversion unit  15  of the automobile  10 , as described above. The imaging element  100  is capable of setting image capture conditions corresponding to the traffic signal for each pixel or for each of a number of unit regions each consisting of a plurality of pixels (for example 16 pixels by 16 pixels). 
       FIG.  38    is a figure showing an example of a traffic light for automobiles  40   a  that is disposed at an intersection. In  FIG.  38   , the image capture unit  50  is installed to the traffic light  40   a . As its optical system  43 , this image capture unit  50  includes, for example, a wide angle lens, and has an angle of view that includes four vehicle lanes on both sides of a plurality of travel lanes (i.e. two vehicle lanes on each side, or the like) of the intersection shown by way of example in  FIG.  37   . 
     The storage unit  45  is built as a non-volatile semiconductor memory such as, for example, a flash memory, and stores image data acquired by the photoelectric conversion unit  44  and the like. 
     The control unit  46  is a device for controlling the traffic light  40  as a whole, and comprises a CPU, RAM, ROM, and so on. In this embodiment the control unit  46 , along with performing display control of the signal lights of the display unit  42  according to traffic signals, also controls capture of images using the imaging element  100  of the photoelectric conversion unit  44 . 
     It should be understood that, if the range of photography by the image capture unit  50  of the traffic light for pedestrians  40   b  is included in the range of photography by the image capture unit  50  of the traffic light for automobiles  40   a , then it would be acceptable to omit the image capture unit  50  of the traffic light for pedestrians  40   b  (i.e. its optical system  43  and its photoelectric conversion unit  44 ). 
     Control of the Automobile 
     In the following, the control executed by the control unit  19  of the automobile  10  will be explained with reference to the flow chart of  FIG.  19   . It should be understood that it will be supposed that this flow chart is started when the automobile  10  starts, for example upon starting of the engine or upon starting of the driving system or the like. A program for executing the processing of the  FIG.  39    flow chart is stored in a storage medium such as a ROM or the like in the control unit  19 , or in the storage unit  17  of the automobile  10 . 
     In step S 1  the control unit  19  starts image capture by the imaging element  100  of the photoelectric conversion unit  15 . As described above, the image capture unit  5  of the automobile  10  (i.e. the optical system  14  and the photoelectric conversion unit  15 ) acquires images both in front of the automobile  10  and behind it. 
     Then in step S 2 , via the communication unit  16 , the control unit  19  performs communication with other vehicles  20  (including, in addition to vehicles that are traveling in the same lane as the automobile  10 , also vehicles whose direction of progression is the same as that of the automobile  10  but that are traveling in different travel lanes). In this embodiment, as shown in  FIG.  40 A , it is supposed that a leading vehicle  73 A in front that is traveling in the same lane as the automobile  10  is an automatically driven vehicle, while a vehicle  72 A in front that is traveling in a neighboring travel lane (and that is progressing in the same direction) is a manually driven vehicle. Furthermore, it is supposed that a vehicle  73 B behind that is traveling in the same lane as the automobile  10  is an automatically driven vehicle, while a vehicle  72 B behind that is traveling in an adjacent travel lane (and that is progressing in the same direction) is a manually driven vehicle. 
     Whether a vehicle in the vicinity of the automobile  10  is an automatically driven vehicle or is a manually driven vehicle is determined on the basis of the result of communication via the communication unit  16 , such as per se known vehicle-to-vehicle communication or the like. Moreover it would be acceptable, if an identification mark or the like is displayed upon the other vehicle  20 , to arrange to perform the above determination on the basis of the result of image capture by the image capture unit  5  (i.e. the optical system  14  and the photoelectric conversion unit  15 ). Such an identification mark may be a predetermined mark or code that is displayed upon the body of the vehicle, or could also be provided by displaying identification information upon a display unit, not shown in the figures, that is provided upon the roof of the vehicle or the like. 
     It should be understood that, for other vehicle  20  for which it is not possible to determine whether it is an automatically driven vehicle or is a manually driven vehicle on the basis of the result of communication (communication not being possible), or on the basis of image capture, it will be supposed that the control unit  19  assesses that vehicle as being a manually driven vehicle. 
     Then in step S 3  the control unit  19  sets the image capture conditions differently for each of the above described unit regions  131  (refer to  FIG.  4   ) of the imaging element  100  of the photoelectric conversion unit  15 .  FIGS.  40 ( b ) and  40 ( c )  are figures showing images of the photographic subject that are focused upon the imaging element  100  by image capture respectively forward of the automobile  10  and rearward thereof. Although actually inverted images are focused, for convenience of understanding, the images shown in these figures are erect images. The white line  80   a  shows the demarcation line on the left side of the road facing the direction of travel, the white line  80   b  shows the boundary line of the lane of travel (i.e. of the lane of this vehicle), and the white line  80   c  shows the demarcation line on the right side of the road. 
     Since, as described above, the vehicles  72 A and  72 B that are traveling ahead and behind the automobile  10  in the next lane are manually driven vehicles, accordingly the control unit  19  takes the region in  FIG.  40 B  that includes the vehicle  72 A as a region of attention  71 A. And the control unit  19  sets the frame rate of the unit regions of the imaging element  100  corresponding to the region of attention  71 A to be higher than the frame rate in the normal region (for example 60 fps), while setting the decimation ratio to be 0% to 20% lower than in the normal region. 
     In a similar manner, the control unit  19  takes the region in  FIG.  40 C  that includes the vehicle  72 B as being a region of attention  71 (B). And the control unit  19  sets the frame rate of the unit regions of the imaging element  100  corresponding to the region of attention  71 B to be higher than the frame rate in the normal region (for example 60 fps), while setting the decimation ratio to be 0% to 20% lower than in the normal region. Furthermore, the control unit  19  changes this decimation ratio according to the speed of movement of the automobile  10 , or according to the relative speed of movement of the automobile  10  relative to the other vehicles  20 . For example, the decimation ratio may be changed to be lower along with the relative speed of movement becoming faster. 
     It should be understood that, while  FIG.  40 B  is an example in which all of the regions except the region of attention  71 A are normal regions, it would also be acceptable to arrange to take the region that surrounds the vehicle  73 A, which is an automatically driven vehicle, as being a secondary region of attention  74 A, and to take the regions other than the region of attention  71 A and the secondary region of attention  74 A as being normal regions. Moreover, while  FIG.  40 C  is an example in which all of the regions except the region of attention  71 B are normal regions, it would also be acceptable to arrange to take the region that surrounds the vehicle  73 B which is an automatically driven vehicle as being a secondary region of attention  74 B, and to take the regions other than the region of attention  71 B and the secondary region of attention  74 A as being normal regions. It should be understood that it would also be acceptable to arrange for the control unit  19  to set the image capture conditions for the secondary regions of attention  74 A and  74 B to be different for fully automatic driving and for semi-automatic driving. In this case, the control unit  19  may set the frame rate of the imaging element  100  during semi-automatic driving to be higher than the frame rate of the imaging element  100  during fully automatic driving. Moreover, it would also be acceptable to arrange for the control unit  19  to set these imaging regions to normal regions during fully automatic driving. 
     For the imaging elements  100  that capture images in front of the automobile  10  and behind it, the control unit  19  sets the frame rate of the unit regions of the imaging elements  100  that correspond to the secondary regions of attention  74 A and  74 B to be lower than the frame rate of the normal regions (for example 30 fps), and sets their decimation ratios to be 30% to 60% of that of the normal regions. 
     Furthermore, in addition to the regions of attention  71 A and  71 B described above, the control unit  19  may also take regions in which white lines upon the road are included, as being regions of attention. And, for the imaging elements  100  that capture images in front of the automobile  10  and behind it, the control unit  19  sets the frame rate of the unit regions of the imaging elements  100  that correspond to the regions of attention to be higher than the frame rate of the normal regions (for example 60 fps), and sets their decimation ratios to be 0% to 20% of that of the normal regions. 
     By changing the image capture conditions for each of the unit regions of the imaging element  100  during image capture of a manually driven vehicle and of an automatically driven vehicle in this manner, it is possible to utilize the imaging element  100  efficiently, and to suppress the consumption of electrical power and the generation of heat. 
     In step S 4  of  FIG.  39   , the control unit  19  makes a decision as to whether or not it is possible to communicate with a traffic light  40  via the communication unit  16 , in other words as to whether or not the vehicle has come close to a traffic light  40  (i.e. an intersection) or the like. If it is not possible to communicate with a traffic light  40  (i.e. if the vehicle is outside any area of communication), then the control unit  19  reaches a negative decision in step S 4  and the flow of control is transferred to step S 7 . On the other hand, if communication with a traffic light  40  is possible (i.e. if the vehicle is within an area of communication), then the control unit  19  reaches an affirmative decision in step S 4  and the flow of control proceeds to step S 5 . 
     In step S 5 , the control unit  19  receives information on the basis of an image acquired by the photoelectric conversion unit  44  of the traffic light  40  (which may be a traffic light for automobiles  40   a  or a traffic light for pedestrians  40   b ). For example, when the automobile  10  turns left (or when a vehicle turns right in a region where traffic drives on the right side, such as the US or the like), the control unit  19  may receive information related to people from the traffic light for pedestrians  40   b . In this case, the presence or absence of a pedestrian is determined on the basis of an image that the control unit  46  of the traffic light  40  has acquired via the photoelectric conversion unit  44 , and the control unit  19  receives information related to the pedestrian determined by the control unit  46 . 
     It should be understood that it would also be acceptable to arrange for the control unit  19  of the automobile  10  to receive image data acquired by the photoelectric conversion unit  44  of the traffic light  40 , and to determine upon the presence or absence of a pedestrian on the basis of this image data that has been received. 
     If the automobile  10  is turning right (or, in a region in which vehicles drive on the right side, if it is turning left), then the control unit  19  receives information from the traffic light for automobiles  40   a  as to whether a vehicle straight ahead in the opposite vehicle lane is an automatically driven vehicle or is a manually driven vehicle. Furthermore, the control unit  19  receives from the traffic light for automobiles  40   a  information related to changing over of the traffic signal (for example, signal changeover information such as information to the effect that, after a certain number of seconds, the signal will change over from a green signal to a red signal). 
     Then in step S 6 , on the basis of the information entered in the step S 5 , the control unit  19  sets image capture conditions for the imaging element  100  of the photoelectric conversion unit  15 . If, for example, the automobile  10  is turning left at an intersection, then the control unit  19  may increase the frame rate of the frame rate of the unit regions of the imaging element  100  that correspond to the left side of the photographic screen to be higher than the frame rate of the unit regions that correspond to the right side of the photographic screen, and may change the above described frame rate in correspondence with the speed of the automobile  10  or with the speed of movement of a pedestrian (for example a speed of 4 km/h). 
     For example, if an automobile  10  that has been moving at a speed of 50 km/h has decelerated to 10 km/h in order to turn left, then the frame rate of the unit regions that correspond to the left side of the photographic screen is reduced as compared to before the deceleration. Moreover, if the automobile  10  turns left, then the control unit  19  sets the image capture conditions for the imaging element  100 , according to whether a pedestrian who is crossing on a crosswalk is getting nearer to the automobile  10  or is getting further away from the automobile  1 . In other words, the control unit increases the frame rate of the unit regions of the imaging element  100  that correspond to a person who is getting nearer to the automobile  10  and also lowers their decimation ratio, while lowering the frame rate of the unit regions of the imaging element  100  that correspond to a pedestrian who is getting further away from the automobile  10  (in particular, that correspond to a person who has already finished crossing a pedestrian crossing through which the automobile  10  is going to pass) and raises their decimation ratio. 
     Furthermore, if the automobile  10  is going to turn right at an intersection, and if the other vehicle  20  that is coming straight on from the opposite vehicle lane is a manually driven vehicle, then the control unit  19  makes the frame rate of the unit regions corresponding to the right side of the photographic screen relatively higher than the frame rate of the unit regions corresponding to the left side of the photographic screen, and also lowers their decimation ratio. Moreover, if a pedestrian who is crossing a crosswalk toward which the vehicle is turning right is getting nearer to the automobile  10 , then the frame rate of the unit regions of the imaging element  100  corresponding to the pedestrian who is getting nearer is made to be yet higher, and their decimation ratio is further lowered. 
     And it would also be acceptable to arrange for the control unit  19 , if the automobile  10  is turning right or turning left, to forecast the imaging region to which attention should be directed (i.e. to forecast the imaging region in which there is a possibility that a pedestrian or the like may appear) and to change the setting of the image capture conditions, in correspondence to the state of actuation of the turn signal switch and/or to the amount of actuation of the steering wheel. 
     Moreover, the control unit  19  receives information related to changing over of the traffic signal from the traffic light for automobiles  40   a , and changes over the image capture conditions of the imaging element  100  on the basis of that information. For example, if the control unit  19  receives from the traffic light for automobiles  40   a  information related to changing over of the traffic signal to the effect that it will change over from a green signal to a red signal after a certain number of seconds, and the automobile accordingly decelerates, then the control unit may perform control so that the frame rate of the imaging element  100  that captures images forward of the vehicle becomes lower than before deceleration, and so that the decimation ratio becomes higher. On the other hand, the control unit  19  may perform control so that the image capture conditions of the imaging element  100  that captures images behind the vehicle are maintained just as it is. 
     It should be understood that since, when the automobile decelerates, it may be predicted that a vehicle following behind will approach the automobile  10 , accordingly it would also be acceptable to perform control so that the frame rate of the imaging element  100  that captures images rearward of the vehicle becomes higher than before deceleration, and so that the decimation ratio becomes lower. 
     It would also be acceptable for the control unit  19 , when the speed of the automobile  10  changes, to forecast the change of speed according to the actuation amount of the brake or the accelerator (i.e. the amount by which the corresponding pedal is stepped upon), and to change the settings of the image capture conditions accordingly. 
     In step S 7 , the control unit  19  makes a decision as to whether or not the engine (or the driving system) is ON. If the engine (or the driving system) is ON, then the control unit  19  reaches an affirmative decision in step S 7  and the processing of step S 2  and subsequently is repeated. But if the engine (or the driving system) is OFF, then the control unit  19  reaches a negative decision in step S 7 , and the processing of this flow chart terminates. 
     Traffic Light Control 
     Next, the control of the traffic light  40  performed by the control unit  46  will be explained with reference to the flow chart of  FIG.  41   . A program for executing the processing according to the flow chart of  FIG.  41    is stored in a storage medium in the control unit  46  such as a ROM or the like, or in the storage unit  45 . 
     In step S 10 , the control unit  46  makes a decision as to whether a traffic signal has been received from the traffic signal generation device  30 . If a traffic signal has been received from the traffic signal generation device  30 , then the control unit  46  reaches an affirmative decision in step S 10  and the flow of control proceeds to step S 11 . But if no traffic signal has been received from the traffic signal generation device  30 , then the control unit  46  reaches a negative decision in step S 10  and waits for receipt of a signal. 
     In step S 11 , the control unit  46  performs display control of the display unit  42 . For example, according to the traffic signal that has been received from the traffic signal generation device  30 , the control unit  46  may perform control to change over the signal light display of the display unit  42  from red to green. 
     Then in step S 12  the control unit  46  performs communication with one or a plurality of vehicles or with other traffic lights  40 . One or more vehicles with which the control unit  46  is in communication, the automobile  10 , and other vehicles  20  that are equipped with communication units  21  may be included. 
     It should be understood that it would also be acceptable to arrange for the other vehicles that are the subjects of communication to be vehicles that are within a predetermined range from an intersection or from a traffic light  40 , and it would also be acceptable for them to be vehicles that are capable of communicating via an information supply system that is installed in the road but that is not shown in the figures, or the like. 
     The control unit  46  acquires information from a vehicle that is the subject of communication that specifies its method of operation, i.e. whether that vehicle or a vehicle in the vicinity of that vehicle is an automatically driven vehicle or is a manually driven vehicle or the like. Moreover, the control unit  46  acquires information from the vehicle that is the subject of communication related to the driving state of that vehicle or of a vehicle in the vicinity of that vehicle. For example, the control unit  19  or the control unit  25  of the vehicle that is the subject of communication may predict a change of course at an intersection (i.e. a right turn or a left turn) from the state of a turn signal switch for operating winkers (i.e. direction indicators). The control unit  46  acquires, from the vehicle that is the subject of communication, this information predicting a right turn or a left turn that has been forecast by the vehicle that is the subject of communication as the above described information related to the state of driving. 
     It should be understood that it would also be acceptable to arrange for the control unit  46  to determine whether the vehicle that is the subject of communication is an automatically driven vehicle or is a manually driven vehicle on the basis of the result of communication with the vehicle. Moreover, if an identification mark or the like is displayed upon the vehicle, then it would also be acceptable to arrange for the control unit  46  to make this determination on the basis of the result of image capture by the image capture unit (i.e. 
     by the optical system  43  and the photoelectric conversion unit  44 ). Furthermore, it will also be acceptable to arrange for the control unit  46  to determine upon a change of course by the vehicle (i.e. a right turn or a left turn) from the operational state of the winkers of the vehicle based upon the result of image capture by the image capture unit (i.e. by the optical system  43  and the photoelectric conversion unit  44 ); or it would be possible to make the above determination according to whether the vehicle is in a left turn lane or is in a right turn lane. 
     Yet further, the control unit  46  may also perform communication with another traffic light  40 , including both a traffic light for automobiles  40   a  or a traffic light for pedestrians  40   b , and may thus acquire information related to the state of traffic at an intersection or the like. Even further, according to requirements, the control unit  46  may perform communication with a traffic signal generation device  30  that is related to generation of traffic signals for traffic lights, and may acquire information related to the state of display of traffic signals in this manner. 
     In step S 13 , the control unit  46  sets image capture conditions for the imaging element  100  of the photoelectric conversion unit  44  on the basis of the state of display of the signal lights of the display unit  42 , and on the basis of the information that was acquired in step S 12 . The details of this setting of the image capture conditions for the imaging element  100  of the photoelectric conversion unit  44  will be described hereinafter. 
     Then in step S 14  the control unit  46  performs image capture with the image capture unit (i.e. with the optical system  43  and the photoelectric conversion unit  44 ) under the image capture conditions that were set in step S 14 . 
     And in step S 15  the control unit  46  transmits the image data acquired in step S 14  via the communication unit  41  to the automobile  10 , to the other vehicle  20 , or to another traffic light  40  or the like. Moreover, in a similar manner, on the basis of the image data described above, the control unit  46  may also transmit information that has been extracted by performing image processing or image analysis, for example information about the lane in which the vehicle is traveling as estimated from data related to the direction of the vehicle and to its speed and so on, and by identifying the operational state of the winkers and so on. 
     Furthermore, it would also be acceptable for the control unit  46 , on the basis of the information that has thus been analyzed, to recognize the estimated lane of travel of the vehicle that is the subject of communication (the automobile  10  or the other vehicle  20 ) or an object that may become an obstacle (including a vehicle or a pedestrian), to generate a message on the basis of the result of that recognition, and to transmit that message from the communication unit  41  to the vehicle that is the subject of communication. The message may, for example, be “Two-wheeled vehicle coming from behind”, “Pedestrian crossing”, “Oncoming vehicle straight ahead”, or the like. The control unit  46  executes the processing from step S 10  through step S 15  repeatedly. 
     The Setting of Image Capture Conditions for the Traffic Light 
       FIG.  42    is a figure showing an example of control of the image capture conditions for an imaging element  100  of an image capture unit  50 - 1  that is installed integrally with a traffic light for automobiles  40   a , or that is installed in the neighborhood of such a traffic light, when this traffic light for automobiles  40   a  is displaying a green signal. 
     In  FIG.  42   , there are shown a traffic light for automobiles  40   a  for a lane of travel (vehicle lane) A, an image capture unit  50 - 1 , and a traffic signal generation device  30 - 1 . Other traffic lights and so on at this intersection are omitted from this figure. Within the range of the imaging region  70  of the image capture unit  50 - 1 , a control unit  46  of this traffic light for automobiles  40   a  provides, as a region of attention  71 , a range (the hatched range) in which the vehicles are moving because of a green signal. 
     The control unit  46  performs control so as, for unit regions of the imaging element  100  that correspond to the region of attention  71 , to increase the frame rate to be higher, and to lower the decimation ratio to be lower, as compared to other unit regions outside the region of attention  71 . Moreover, when a vehicle  72  present in the region of attention  71  is not an automatically driven vehicle but rather is a manually driven vehicle, then the control unit  46  provides the region that surrounds that vehicle  72  as being a special region of attention  75 . And the frame rate of the unit regions of the imaging element  100  that correspond to this special region of attention  75  is further raised to be even higher than that of the unit regions that correspond to the region of attention  71 . The control unit  46  also performs control to lower the decimation ratio of the unit regions of the imaging element  100  that correspond to the special region of attention  75  to be even lower than the decimation ratio of the unit regions that correspond to the region of attention  71 . 
     Furthermore, with regard to regions within the region of attention  71  that include a vehicle  76  and a vehicle  77  that have paused for turning right and left respectively, the control unit  46  is able to perform image capture at high resolution by adjusting the decimation ratio for both those regions to be lower than the unit regions corresponding to the region of attention  71 . 
       FIG.  43    is a figure showing an example of control of the image capture conditions for the imaging element  100  of the image capture unit  50 - 1  that is installed integrally with the traffic light for automobiles  40   a , or that is installed in the neighborhood of such a traffic light, when this traffic light for automobiles  40   a  is displaying a red signal. 
     In  FIG.  43   , there are shown the traffic light for automobiles  40   a  for a lane of travel (vehicle lane) A, an image capture unit  50 - 1 , and a traffic signal generation device  30 - 1 . Other traffic lights and so on at this intersection are omitted from this figure. Within the range of the imaging region  70  of the image capture unit  50 - 1 , the control unit  46  of this traffic light for automobiles  40   a  sets, as a region of attention  71 , a crosswalk that a pedestrian  90  is entering and the vicinity thereof (the hatched range). 
     The control unit  46  performs control so as, for unit regions of the imaging element  100  that correspond to the region of attention  71 , to increase the frame rate to be higher, and to lower the decimation ratio to be lower, as compared to other unit regions outside the region of attention  71 . Moreover, when the pedestrian  90  has been recognized, then the control unit  46  sets a region within a predetermined range including that pedestrian  90  as being a special region of attention  75 . And the frame rate of the unit regions of the imaging element  100  that correspond to this special region of attention  75  is further raised to be even higher than that of the unit regions that correspond to the region of attention  71 . The control unit  46  also performs control to lower the decimation ratio of the unit regions of the imaging element  100  that correspond to the special region of attention  75  to be even lower than the decimation ratio of the unit regions that correspond to the region of attention  71 . 
     In  FIG.  44   , there is shown an example of control of image capture conditions for an image capture unit  50 - 2  that is installed integrally with a traffic light for pedestrians  40   b , or that is installed in the neighborhood of such a traffic light. In  FIG.  44   , there are shown the traffic light for pedestrians  40   b , the image capture unit  50 - 2 , and a traffic signal generation device  30 - 2 . Other traffic lights and so on at this intersection are omitted from this figure. Within the range of the imaging region  70  of the image capture unit  50 - 2 , the control unit  46  of this traffic light for pedestrians  40   b  provides, as a region of attention  71 , a crosswalk that a pedestrian  90  is entering and the vicinity thereof (the hatched range). 
     The control unit  46  performs control so as, for unit regions of the imaging element  100  that correspond to the region of attention  71 , to increase the frame rate to be higher, and to lower the decimation ratio to be lower, as compared to other unit regions outside the region of attention  71 . Moreover, when the pedestrian  90  has been recognized, then the control unit  46  sets a region within a predetermined range including that pedestrian  90  as being a special region of attention  75 . And the frame rate of the unit regions of the imaging element  100  that correspond to this special region of attention  75  is further raised to be even higher than that of the unit regions that correspond to the region of attention  71 . The control unit  46  also performs control to lower the decimation ratio of the unit regions of the imaging element  100  that correspond to the special region of attention  75  to be even lower than the decimation ratio of the unit regions that correspond to the region of attention  71 . 
       FIG.  45 A  is a figure showing an example of a situation, an image of which has been captured by the image capture unit  50 - 2  that is installed to the traffic light for pedestrians  40   b . And  FIG.  45 B  is a figure for explanation of setting of image capture conditions on the basis of the results of photographic subject recognition using image data acquired by the image capture unit  50 - 2 . In  FIG.  45 A , the image capture unit  50 - 2  described above having the imaging element  100  is installed to the traffic light for pedestrians  40   b . Since, according to the imaging element  100  according to this embodiment, it is possible to measure not only movement in the up and down direction and the left and right direction but also movement in the depth direction, accordingly it is possible to measure the speed Vo at which the pedestrian  90 , who is the photographic subject, is moving. 
     In  FIG.  45 B , within the imaging region of the image capture unit  50 - 2 , the control unit  46  sets a range that includes the pedestrian  90  who is walking over the crosswalk as being the region of attention  71 . And the control unit  46  makes the image capture conditions for the unit regions of the imaging element  100  that correspond to this region of attention  71  be different from the unit regions outside the region of attention  71 . At this time, the control unit  46  varies the image capture conditions in dependence upon the speed Vo of the pedestrian  90 . 
     For example, when the absolute value of the speed Vo of the pedestrian  90  is high, the control unit  46  may perform control so as to increase the frame rate for the unit regions of the imaging element  100  that correspond to the region of attention  71  that includes the pedestrian  90  to be higher than the frame rate for the unit regions outside the region of attention  71 , while lowering the decimation ratio of those unit regions. 
     Moreover, it would also be acceptable for the control unit  46  to change the image capture conditions for the region of attention  71  on the basis of the positional relationship between the pedestrian  90  and a nearby vehicle or building. For example, if a vehicle that is operating its winker in order to turn right or to turn left at the intersection is present in the imaging region  70 , then, since there is a possibility that this vehicle may enter into the crosswalk, accordingly the control unit  46  sets, in the region of attention  71 , the above described region that is close to the vehicle described above as being a special region of attention. And the control unit  46  raises the frame rate for the unit regions of the imaging element  100  that correspond to this special region of attention to be yet higher than that for the unit regions that correspond to the region of attention  71 . Also, the control unit  46  performs control to lower the decimation ratio for the unit regions of the imaging element  100  that correspond to the special region of attention to be even lower than the decimation ratio for the unit regions that correspond to the region of attention  71 . 
     Furthermore, in the region of attention  71 , it would also be acceptable for the control unit  46  to make the image capture conditions be different between a plurality of pixels or regions  78 P shown by slanting lines and a plurality of pixels or regions  78 S not shown by slanting lines. In the example of  FIG.  45 B , the image capture conditions are made to be different between pixels or areas that are adjacent in the up, down, left, and right directions in a checked pattern, but this mode should not be considered as being limitative. 
     Yet further, when an object such as another pedestrian or a bicycle or the like within the range of the imaging region  70  has been recognized, it will be acceptable for the control unit  46  to add another region including each of this plurality of objects to the region of attention  71 . And, in this plurality of regions of attention  71 , it would also be possible to make the image capture conditions to be different between a plurality of pixels or regions  78 P each shown by slanting lines and a plurality of pixels or regions  78 S each not shown by slanting lines. 
       FIG.  46    is a figure showing an example of a situation, an image of which has been captured by the image capture unit  50 - 1  that is installed to the traffic light  40   a  for automobiles at an intersection. In  FIG.  46   , the traffic light for automobiles  40   a  comprises a display unit  42   a  that has display lamps for indicating that it is possible to go straight ahead, that it is possible to turn left, and that it is possible to turn right. An example will now be explained of image capture conditions that are based upon the results of photographic subject recognition using the image data captured by the image capture unit  50 - 1 . 
       FIG.  46    shows a situation in which the display unit  42   a  of the traffic light  40   a  is illuminating display lamps showing that it is possible to turn left or to go straight ahead, while traffic must wait to turn right. The control unit  46  of the traffic light for automobiles  40   a  performs control so as to raise the frame rate of the unit regions of the imaging element  100  that correspond to the lane of travel A along which vehicles that are going straight ahead or turning left pass and to the lane of travel B along which vehicles that are going straight ahead pass to be higher than the frame rate of the unit regions that correspond to the other lane of travel C, and so as to lower their decimation ratio. To put this in another manner, the control unit  46  performs control so as to set lower the frame rate of the unit regions that correspond to the lane of travel C, and so as to set their decimation ratio higher. 
     It should be understood that the concept of lowering of the frame rate also includes making a setting so that image capture is not performed by the unit regions in question. 
     In the control that has been explained above according to the embodiment explained above of the image capture conditions for the imaging elements  100  of the automobile  10  or of the traffic light  40  (either the traffic light for automobiles  40   a  or the traffic light for pedestrians  40   b ), it would be acceptable to arrange to change the image capture conditions almost simultaneously with changing the timing of changeover of the display unit  42 , or alternatively it would also be acceptable to arrange to change the image capture conditions by providing a fixed time interval gap from the timing at which the display is changed over. Or, it would also be acceptable to arrange to change the image capture conditions by, for a fixed time period directly after changeover of the display, taking both the region of attention that was set before changeover of the display and also the region of attention that is to be set after changeover of the display as regions of attention. 
     According to this third embodiment, the following beneficial operational effects are obtained. 
     (1) The image capture device of the automobile  10  (or of the traffic light  40 ) comprises the image capture unit  5  (or the image capture unit  50 ) comprising the imaging element  10  that is capable of setting image capture conditions for a plurality of regions, and the control unit  19  (or the control unit  41 ) that sets image capture conditions for the plurality of regions on the basis of the driving mode of another vehicle  20  in the vicinity. Due to this, it is possible to set image capture conditions for the imaging element  100  that are adapted to the driving mode of another vehicle  20  in the vicinity. 
     (2) Since the control unit  19  (or the control unit  41 ) sets image capture conditions that are different for each region that captures an image of another vehicle  20  for which the driving mode is different, accordingly it is possible to set image capture conditions to be different for regions of the imaging element  100  that capture images of vehicles  20  for which the driving modes are different. 
     (3) Since the driving modes of other vehicles  20  can be either the automatic driving mode or the manual driving mode, and since the control unit  19  (or the control unit  41 ) sets the image capture conditions to be different for the regions that capture images of a vehicle  20  whose driving mode is the automatic driving mode and for the regions that capture images of a vehicle  20  whose driving mode is the manual driving mode, accordingly, for the imaging element  100 , it is possible to set image capture conditions that are different between the regions that capture images of a vehicle  20  whose driving mode is the automatic driving mode, and the regions that capture images of a vehicle  20  whose driving mode is the manual driving mode. 
     (4) The control unit  19  (or the control unit  41 ) sets the frame rate of the regions that capture images of a vehicle  20  whose driving mode is the manual driving mode to be higher than the frame rate of the regions that capture images of a vehicle  20  whose driving mode is the automatic driving mode. Since, due to this, the frequency with which images are captured of a vehicle  20  whose driving mode is manual is increased to be higher than the frequency with which images are captured of a vehicle  20  whose driving mode is automatic, accordingly it is possible to enhance the level of attention that is given to vehicles  20  whose driving mode is manual. In other words it becomes possible to acquire quicker and more accurate information in relation to the behavior of vehicles  20  whose driving mode is manual, which is behavior that it is not possible to predict. 
     (5) The control unit  19  (or the control unit  41 ) sets the decimation ratio of the pixels in the regions that capture images of a vehicle  20  whose driving mode is the manual driving mode to be lower than the decimation ratio of the pixels in the regions that capture images of a vehicle  20  whose driving mode is the manual driving mode. Due to this, it is possible to make the amount of information for vehicles  20  whose driving mode is automatic to be greater than for vehicles  20  whose driving mode is manual. In other words, it becomes possible to acquire more accurate information in relation to the behavior of vehicles  20  whose driving mode is manual, which is behavior that it is not possible to predict. 
     (6) Since it is arranged to provide the control unit  19  (or the control unit  41 ) that acquires information related to the method of driving of other vehicles  20  in the vicinity, accordingly it is possible to set image capture conditions for the imaging element  100  on the basis of the newest information that has been acquired, even if, for example, some new other vehicle  20  in the vicinity has replaced a previous one. 
     (7) Since it is arranged for the control unit  19  (or the control unit  41 ) to acquire information by communication with another vehicle  20 , accordingly it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner on the basis of new information that has been acquired by such communication. 
     (8) Since the control unit  19  (or the control unit  41 ) acquires information by capturing an image of the other vehicle  20  with the image capture unit  5  (or with the image capture unit  50 ), accordingly, even in a state in which communication is not possible, still it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner on the basis of new information. 
     (9) The control unit  19  acquires information from the traffic light  40  that is different from other vehicles  20 . Due to this, even in a state in which communication with other vehicles  20  is not possible, still it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner on the basis of new information. 
     (10) The control unit  19  (or the control unit  41 ) acquires information indicating whether the other vehicle  20  is an automatically driven vehicle or is a manually driven vehicle, and sets image capture conditions that are different for regions that capture an image of an automatically driven vehicle and for regions that capture an image of a manually driven vehicle. Due to this it is possible to set image capture conditions in an appropriate manner for each unit region on the imaging surface of the imaging element  100 , so as, for example, to enhance the level of attention accorded to a manually driven vehicle as compared to that accorded to an automatically driven vehicle. In particular, by increasing the frame rate and reducing the pixel decimation ratio for a manually driven vehicle, it is possible to acquire information in a quick and accurate manner about the behavior of a manually driven vehicle, which is behavior that it is not possible to predict. 
     (11) Since the automobile  10  is provided with the image capture device that provides the benefits (1) through (10) described above, accordingly it is possible to set the image capture conditions for the image capture device in an appropriate manner that is matched to the methods of driving of other vehicles  20  in the vicinity of the automobile  10 . 
     (12) The control unit  19  (or the control unit  41 ) of the automobile  10  sets the image capture conditions for the imaging element  100  according to actuation of the steering wheel, of the turn signal switch, of the accelerator, and/or of the brake of the automobile  10 . Due to this, it is possible to set image capture conditions in an appropriate manner for each of the unit regions on the imaging surface of the imaging element  100 , according to change of the course of the automobile  10 , or change of its speed or the like. 
     (13) The traffic light  40  includes the image capture unit  50  comprising the imaging element  100  that is capable of setting image capture conditions for a plurality of regions independently, and the control unit  46  that sets the image capture conditions for a plurality of regions on the basis of information related to the movement of the automobile  10  and of the other vehicle  20 . Due to this, it is possible to set the image capture conditions for the imaging element  100  according to the automobile  10  that is moving at an intersection or the like, and according to the state of movement of other vehicles  20 . 
     (14) Information related to the movement of the automobile  10  and other vehicles  20  includes signals that permit movement of the automobile  10  and the other vehicles  20 , and signals that do not permit movement of the automobile  10  and the other vehicles  20 , and it is arranged for the control unit  46  to set the image capture conditions on the basis of these various signals. Due to this, it is possible to set the image capture conditions for the imaging element  100  in a manner that is appropriate for when the automobile  10  and the other vehicles  20  are moving, and also for when the automobile  10  and the other vehicles  20  are not moving. 
     (15) The signals that permit movement of the automobile  10  and the other vehicles  20  include signals that permit movement straight ahead, signals that permit turning left, and signals that permit turning right, and it is arranged for the control unit  46  to set the image capture conditions on the basis of each of these types of signal. Due to this, it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner for each of when the automobile  10  and the other vehicles  20  are going straight ahead, are turning left, or are turning right. 
     (16) Since the control unit  46  changes the image capture conditions according to changing over of the information related to the movement of the automobile  10  and the other vehicles  20 , accordingly it is possible to change the image capture conditions for the imaging element  100  in an appropriate manner at the timing at which the signals described above change over 
     (17) Since the traffic light  40  includes the control unit  46  that acquires information related to the movement of the automobile  10  and the other vehicles  20  in the vicinity, accordingly even if, for example, some other vehicle  20  in the vicinity is replaced by another, it is still possible to set the image capture conditions for the imaging element  100  on the basis of the newest information that has been acquired. 
     (18) Since the control unit  46  acquires information by communication with the automobile  10  and other vehicles  20 , accordingly it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner on the basis of new information that has been obtained by communication. 
     (19) Since the control unit  46  acquires information by capturing images of the automobile  10  and other vehicles  20  with the image capture unit  50 , accordingly it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner on the basis of new information, even in a situation in which communication is not possible. 
     (20) As information related to movement, the control unit  46  acquires information that indicates whether the automobile  10  and the other vehicle  20  are automobiles that are being driven in the automatic driving mode or are automobiles that are being driven in the manual driving mode, and sets image capture conditions that are different for regions that capture images of automobiles that are being driven in the automatic driving mode, and for regions that capture images of automobiles that are being driven in the manual driving mode. Due to this it is possible to set image capture conditions for each of the unit regions of the imaging surface of the imaging element  100  in an appropriate manner, so as, for example, to enhance the level of attention that is accorded to automobiles that are being driven in the manual driving mode, as compared to automobiles that are being driven in the manual driving mode. In particular, by increasing the frame rate and reducing the pixel decimation ratio for automobiles that are being driven in the manual driving mode, it is possible to acquire information in a quick and moreover accurate manner related to the behavior of automobiles that are being driven in the manual driving mode, which is behavior that cannot be predicted. 
     (21) The control unit  46  acquires information specifying changes of course of the automobile  10  or of other vehicles  20 , and changes the regions for which image capture conditions are set on the basis of such changes of course of the automobile  10  or of other vehicles  20 . By doing this, it is possible to change the image capture conditions of the imaging element  100  in an appropriate manner, at the timing of such changes of course. 
     (22) Since the communication unit  41  is provided that performs communication with other automobiles  10  and with other vehicles  20  that are different from the automobile  10  and the other vehicle  20 , accordingly it is possible to transmit information about other vehicles  20  in the neighborhood of the traffic light  40  to the automobile  10 . 
     (23) The automobile  10  and the traffic light  40  measure the speed at which an object whose image has been captured is moving, and change the image capture conditions for the imaging element  100  according to the magnitude of this speed and its direction and orientation. Accordingly it is possible to change the image capture conditions for each region upon the imaging surface of the imaging element  100  in an appropriate manner, according to the state of movement of the object. 
     (24) The automobile  10  acquires information such as in how many seconds a signal will change or the like, and reflects this information in the state of driving of the automobile  10 . Accordingly it is possible to implement smooth driving in which changing over of the signal is taken into consideration in advance. 
     (25) For a fixed time period directly after the signal changes over, the automobile  10  or the traffic light  40  sets image capture conditions for the imaging element  100  so as to include, as regions of attention, both the region of attention that was set for the signal directly before the changeover and also the region of attention that must be set to the signal after changeover. Due to this, it is possible to set the image capture conditions for the imaging element  100  in an appropriate manner for the transient state during changeover of the signal. 
     (26) With this image capture system  1  that includes the automobile  10  and the traffic light  40 , it is possible to implement a more organized traffic system on the basis of information acquired by accurate and efficient image capture and on the basis of communication of that information. 
     It should be understood that while, in this third embodiment, the image capture unit  5  and the image capture unit  50  are respectively controlled by the control unit  19  of the automobile  10  and by the control unit  46  of the traffic light  40 , it would also be acceptable to arrange for parts of the control of the image capture unit  5  and the image capture unit  50  to be performed by control circuits (CPUs or the like) interior to the image capture units. 
     Moreover, it would also be acceptable to arrange for part of the processing performed by the control unit  46  of the traffic light  40  to be performed by the control unit  34  of the signal information generation device  30 . And the image capture unit  50  of the camera or the like is not necessarily installed directly to the traffic light  40 ; it may be installed in some other location, according to the situation with the traffic signals or of traffic at the intersection or the like. 
     Furthermore while, in this third embodiment, the display unit and the audio replay unit of the navigation system  13  were used for providing messages, it would also be acceptable to arrange to utilize a separate display and replay device. Yet further, it would also be acceptable to arrange to utilize a display and replay device that consists of a HUD (Heads Up Display) that projects information upon the front windshield of the automobile  10 , and a speaker that replays audio information. 
     One or a plurality of the variant embodiments described below may also be combined with the third embodiment described above. 
     Variant Embodiment #1 
     It would also be acceptable for the control unit  46  of the traffic light  40  to acquire, by image captured by the image capture unit  50  or by communication via the communication unit  41 , information related to the proportion of vehicles upon a road or at an intersection that are automatically driven vehicles, and to change the image capture conditions according to that proportion. For example, the control unit  46  may control the decimation ratio to be greater in time slots in which the proportion of automatically driven vehicles is high, as compared to time slots in which the proportion of automatically driven vehicles is low. By doing this, it is possible to implement economy of the consumption of electrical power and so on, and to perform image capture in a more efficient manner. 
     Variant Embodiment #2 
     In addition to the control unit  19  of the automobile  10  or the control unit  46  of the traffic light  40  identifying whether a vehicle is an automatically driven vehicle or a manually driven vehicle by image capture, it would also be acceptable to arrange to identify vehicle signs such as novice driver vehicle signs or senior driver vehicle signs or the like. And the image capture conditions may be set differently for unit regions of the imaging element  100  that correspond to novice driver vehicles and for unit regions that correspond to senior driver vehicles. For example, it would be acceptable to arrange for the image capture frame rate for unit regions of the imaging element  100  that correspond to vehicles that are displaying novice driver signs to be set yet higher than the frame rate for unit regions that correspond to manually driven vehicles. By doing this, it is possible to set the image capture conditions for each of the unit regions upon the imaging surface of the imaging element  100  in an appropriate manner, according to each object. 
     Variant Embodiment #3 
     While, in the third embodiment, measurement of distances and detection of surrounding moving objects and/or obstructions were performed by image capture using the imaging element  100 , it would also be acceptable to arrange to use a radar not shown in the figures in parallel therewith. By doing this, it becomes possible to acquire more reliable traffic information by making full use of the characteristics of the imaging element  100  and the radar. 
     While various embodiments and variant embodiments have been explained, the present invention is not to be considered as being limited by the details thereof. Modes in which the various structures disclosed in these embodiments and variant embodiments are employed in combination are also included in the range of the present invention. And other modes that are considered to come within the range of the technical concept of the present invention are also to be considered as being included within the scope of the present invention. 
     The contents of the disclosures of the following applications, upon which priority is claimed, are hereby incorporated herein by reference: 
     Japanese Patent Application No. 2014-111375 (filed on 29 May 2014). 
     Japanese Patent Application No. 2014-173833 (filed on 28 Aug. 2014). 
     Japanese Patent Application No. 2015-005171 (filed on 14 Jan. 2015). 
     International Publication WO13/164,915. 
     REFERENCE SIGNS LIST 
     
         
           1 : vehicle 
           2 : driving support device 
           3 : camera 
           4 : control device 
           4   b : storage unit 
           5 : first travel control unit 
           6 : second travel control unit 
           7 : throttle control device 
           7   a : accelerator pedal 
           8 : brake control device 
           8   a : brake pedal 
           9 : steering control device 
           10 : steering wheel 
           11 : turn signal switch 
           12 : vehicle speed sensor 
           14 : display device 
           15 : GPS device 
           16 : shift lever position detection device 
           17 : microphone 
           18 : beam changeover switch 
           19 : rainfall sensor 
           31 : image capture optical system 
           32 : image capture unit 
           32   a : drive unit 
           33 : image processing unit 
           34 : working memory 
           35 : control unit 
           35   a : range finding calculation unit 
           36 : recording unit 
           60 : focus detection pixel line 
           71 ,  73 ,  75 ,  77 ,  79 ,  79 A: first imaging regions 
           71   a : third imaging region 
           72 ,  74 ,  76 ,  78 ,  80 : second imaging regions 
           72   a : fourth imaging region 
           73   a ,  73   c : fifth imaging regions 
           74   a ,  74   c : sixth imaging regions 
           81 : imaging region 
           82 ,  82 A,  82 B: regions of attention 
           83 : inactive region 
           87 : seventh imaging region 
           100 : imaging element 
           113 : image capture chip 
           1 : image capture system 
           5 ,  50  ( 50 - 1 ,  50 - 2 ): image capture units 
           10 : automobile 
           19 ,  46 : control units 
           20 : other vehicle 
           30 : traffic signal generation device 
           40 : traffic light 
           40   a : traffic light for automobiles 
           40   b : traffic light for pedestrians 
           42 : display unit 
           70 : imaging region 
           71 ,  71 A,  71 B: regions of attention 
           72 ,  72 A,  72 B,  73 A,  73 B,  76 ,  77 : vehicles 
           74 A,  74 B: secondary regions of attention 
           75 : special region of attention 
           90 : pedestrian