JP6043973B2 - Driving support device and weight member - Google Patents

Description

  The present invention relates to a driving support device attached to a helmet and a weight member. More specifically, the present invention relates to a driving support device that supports driving of the driver by providing information based on the current position of the vehicle to the driver wearing the helmet, and a weight member.

  Conventionally, driving assistance devices used for motorcycles such as motorbikes and motorcycles have been proposed. The driving support device assists the driving of the driver by providing the driver with information based on the current position of the vehicle. For example, Patent Literature 1 proposes a driving support system including an in-vehicle device. The in-vehicle device is provided with a global positioning system (GPS). The helmet is provided with a wireless communication device, a display, and a speaker. The in-vehicle device transmits information regarding a route from the current position of the vehicle to the destination to the wireless communication device by performing wireless communication with the wireless communication device. A display and a speaker provided in the helmet output information received from the in-vehicle device. A driver wearing a helmet can recognize a route to a destination by referring to information output from a display or a speaker.

JP 2001-280982 A

  However, in the system described in Patent Document 1, it is necessary to mount the in-vehicle device in a place where radio waves from GPS satellites are not blocked. In the case of a motorcycle, in order to receive radio waves from GPS satellites satisfactorily, it is necessary to mount an in-vehicle device in a place where there are no metal objects or the like in the vicinity. However, in the case of a motorcycle, compared to the dashboard of a four-wheeled vehicle, metal objects and the like are arranged in a complicated manner, and there are few optimal installation locations. For this reason, it is necessary to prepare various mounting brackets depending on the vehicle type. Some manufacturers recommend mounting an in-vehicle device on a motorcycle mirror post, but if it comes off while driving, a serious accident may occur. For this reason, it is difficult to secure a good place as a place for mounting the in-vehicle device. Furthermore, theft problem, waterproofing, dustproofing, vibration countermeasures and the like are also required. Therefore, there is a problem that the driver cannot easily introduce the system described in Patent Document 1.

  Further, in the system described in Patent Document 1, in order to perform wireless communication between the in-vehicle device and the helmet-side wireless communication device, at least a transmitter and a receiver are required, which increases the cost of the system. There is a problem that. In order to solve this problem, communication between the in-vehicle device and the helmet-side device can be performed not by radio but by wire. However, when communication between the in-vehicle device and the helmet side device is performed by wire, it is necessary to connect or disconnect a communication line for performing communication when the driver gets on and off the motorcycle. Further, it is necessary to pass the communication line through the clothes so that the communication line is not blown by wind or the like during traveling. Thus, when communication is performed by wire, there is a problem that usability deteriorates.

  There is also a method in which a display device such as an LCD or a lamp is provided on the in-vehicle device, and information or the like based on the current position of the vehicle is notified by an alarm or the like by the display device. However, in this case, since the driver cannot always look at the display or the like while driving, there is a problem that the driver is more likely not to notice an alarm or the like.

  An object of the present invention is to provide a driving support device and a weight member that can be easily and surely introduced by a driver, are easy to use for the driver, and allow the user to reliably recognize the notified information. There is.

  The driving support apparatus according to the first aspect of the present invention is a driving support apparatus that is attached to a helmet, and specifies a mounting portion for mounting the driving support apparatus on a lateral side surface and a lower end of the helmet, and a position of the vehicle. A first antenna that receives a radio wave for performing directivity in a first direction that is an outward direction with respect to a lateral side surface of the helmet in a state where the driving support device is attached to the helmet by the mounting portion. And a vibration means capable of identifying the position of the vehicle based on the radio wave received via the first antenna and causing the driver to recognize the sound by vibrating based on the electric signal The first control for performing control for causing the driver to recognize the voice based on the specified position of the vehicle via the vibration means attached to the helmet. And a stage.

  According to the first aspect, since the driving support device is directly attached to the lower end of the helmet and does not need to be attached to the vehicle, it is not necessary to secure a place for attaching the driving support device in the vehicle. Therefore, the driver can easily introduce the driving support device. By attaching the driving support device to the side of the helmet, the driver's hand wearing the helmet can be easily reached. Therefore, a driver wearing a helmet can easily operate the driving support device. For example, the driver can operate the driving support device during driving.

  Since the driving support device does not need to be provided with an in-vehicle device, it is not necessary to perform communication between the in-vehicle device and the helmet side device. This eliminates the need for wireless communication equipment necessary for wireless communication between the in-vehicle device and the helmet-side device, thereby reducing the cost of the driving support device. In addition, since a communication line necessary for performing wired communication between the in-vehicle device and the helmet-side device is not necessary, the usability of the driver can be improved.

  When the driving support device is attached to the vehicle, the driving support device may be stolen when the vehicle is parked. In contrast, in the present invention, the driving support device is attached to the helmet. It is assumed that the helmet is always carried by the driver. For this reason, it is possible to prevent the driving assistance device from being stolen.

  When the driving support device is attached to the vehicle, the driving support device may be left outdoors, and thus a cover for protecting the driving support device from rain and dust is necessary. In contrast, in the present invention, the driving support device is attached to the helmet. Since it is assumed that the driver stores the helmet indoors, measures against rain and dust can be simplified.

  The first antenna that receives radio waves for specifying the position of the vehicle with the driving support device attached to the helmet has directivity in the first direction that is the outward direction with respect to the lateral side surface of the helmet. Become. As a result, the driving support apparatus can satisfactorily receive the radio wave for specifying the position of the vehicle, so that the position of the vehicle can be accurately specified based on the received radio wave.

  When information is visually notified to the driver via a display means such as an LED, the driver does not notice the notified information when the driver is not looking at the display means. There is a possibility that. On the other hand, in the present invention, since notification by sound can be performed, information can be surely notified to the driver.

  When the driving support device is attached to the vehicle, the driver listens to a sound output from a speaker provided in the driving support device. In such a case, the driver makes the sound output from the speaker drown out due to ambient noise or the like, making it difficult to hear the sound. On the other hand, in the present invention, the vibration means is attached to the helmet. Examples of the vibration means include a bone conduction device in addition to a speaker and an earphone. Therefore, the driver wearing the helmet can reliably recognize the sound through the vibration means.

  Moreover, a 1st aspect WHEREIN: The said attachment part is good to provide the 1st contact part contact | abutted inside the said helmet, and the 2nd contact part contact | abutted to the outer side of the said helmet. The driving support device may be attached to the helmet by the first contact portion and the second contact portion holding the helmet. Thereby, compared with the case where a driving assistance apparatus is attached to a helmet with an adhesive tape etc., a driving assistance apparatus can be reliably attached with respect to a helmet. Therefore, it is possible to prevent a problem that the driving support device is detached from the helmet during traveling.

  In addition, the driving support device can be detachably attached to the helmet by providing the first contact portion and the second contact portion and sandwiching the helmet between the two portions. Therefore, when the driving support device is unnecessary, the driver can easily remove the driving support device from the helmet. This can prevent the driving support device from getting in the way when the driver handles the helmet.

  In the first aspect, the second antenna receives radio waves from a traffic monitoring device installed on a road, and is in a second direction that is the same as the traveling direction of the vehicle driven by the driver wearing the helmet. A second antenna having directivity may be provided. Moreover, it is good to provide the 2nd control means which performs control for making a driver | operator recognize a voice | voice via the said vibration means, when an electromagnetic wave is received via said 2nd antenna. As a result, the driving support device can notify the driver that the traffic monitoring device is approaching. Traffic monitoring devices are generally installed in places where speeds are likely to exceed or where traffic accidents are likely to occur. Notifying that the traffic monitoring device is approaching contributes to the driver's safe driving. For this reason, the driver can be encouraged to drive safely by notifying the driving driver that the traffic monitoring device is approaching. In the first aspect, the direction in which the second antenna is attached may be adjusted so that the driving support device has directivity in the second direction in a state where the driving support device is attached to the helmet.

  Moreover, the 1st aspect WHEREIN: It is good to provide the detection means which detects the state of the said helmet. Moreover, it is good to provide the switch which switches ON / OFF of the power supply of the said driving assistance apparatus. Further, when it is determined that the driver has taken off the helmet based on the state of the helmet detected by the detection means in a state where the power of the driving support device is turned on by the switch. It is preferable to provide third control means for performing control to turn off the power of the driving support device.

  When the helmet is not worn by the driver, it is not necessary to perform notification processing to the driver. For this reason, when the helmet is not worn by the driver, the driving support device can turn off the power of the driving support device and stop various processes. As a result, the driving support apparatus can suppress power consumption. Accordingly, it is possible to suppress consumption of a power source for driving the driving support device, for example, a battery.

  If the driver forgets to turn off the switch, the power of the power supply for the driving support device may be consumed unnecessarily. On the other hand, in this invention, the power supply of a driving assistance device is turned off automatically in the state where the helmet is not worn. Thereby, even when the driver forgets to turn off the power switch, it is possible to prevent unnecessary power consumption.

  In the first aspect, the detection means may be provided inside the helmet. The detection means detects whether or not the driver's head is inside the helmet. The third control means can determine whether the helmet is attached or detached based on the detection result by the detection means. Since the detection means is not exposed to the outside, a cover or the like for protecting the detection means against rainfall or dust becomes unnecessary. For this reason, a detection means can be provided in a helmet by a simple method.

  In the first aspect, the detection means may be a contact sensor that detects contact of an object. The third control means can determine whether the helmet is attached or detached by determining whether or not the driver's head is in contact with the detection means. Therefore, the driving support device can easily determine whether the helmet is attached or detached.

  In the first aspect, the detection means may be provided at a lower end of the helmet. The detection means detects whether or not there is a part of the driver's body below the helmet. As a part of the driver's body, for example, the driver's shoulder can be cited. The third control means can determine whether the helmet is attached or detached based on the detection result by the detection means. Further, the detection means does not contact the driver while wearing a helmet. Therefore, the detection means does not come into contact with the driver and gives the driver unpleasant feeling.

  In the first aspect, the detection means may be provided in the attachment portion. The detection means detects whether or not there is a part of the driver's body in the vicinity of the attachment portion. Examples of the driver's body include the driver's head, neck, and shoulders. The third control means can determine whether the helmet is attached or detached based on the detection result by the detection means. Since it is not necessary to attach the detection means directly to the helmet, the driver can easily attach the detection means.

  In the first aspect, the detection means may be a proximity sensor that detects that an object has approached. The third control means can determine whether the helmet is attached or detached by determining whether or not a part of the driver's body is close to the detection means. When a contact sensor is used as the detection means, if a slight gap occurs between the detection means and the helmet, it may be determined that the helmet has been removed even if the helmet is actually worn. There is. On the other hand, by using a proximity sensor as the detection means, the driving support device can reliably detect the attachment / detachment of the helmet.

  In the first aspect, the detection means may detect that the helmet is stationary. The third control means may determine that the driver has taken off the helmet when the state where the detection means detects that the helmet is stationary continues for a predetermined time. This is because the helmet always moves while driving. As a result, the driving support apparatus can accurately determine that the driver is in a state of taking off the helmet.

  In the first aspect, the detection means may be an acceleration sensor. The driving support device can easily determine whether or not the helmet is stationary by using the acceleration sensor as the detecting means.

  In the first aspect, the detection means may be attached integrally with the vibration means. Thereby, the vibration means and the detection means can be integrated. Therefore, the driver can easily attach the vibration means and the detection means to the helmet.

  In the first aspect, the first wiring connected to the vibrating means and the second wiring connected to the detecting means may be covered with the same clothing and integrated. This can prevent the first wiring and the second wiring from becoming tangled. Therefore, the driver can easily handle the vibration means and the detection means. In addition, when the driver wears a helmet, the first wiring and the second wiring can be prevented from becoming a hindrance to wearing. The driver can easily attach and detach the helmet.

  In the first aspect, it is preferable to provide a common connector capable of electrically connecting the first antenna and the main body provided with at least the first control means. The driver can easily attach and detach the vibration means, the detection means, and the main body. As a result, the driver can easily carry only the main body from the helmet.

  Moreover, the 1st aspect WHEREIN: The said attaching part is good to provide with respect to the said main-body part so that attachment or detachment is possible. Moreover, the said connector is good to electrically connect said 1st wiring and said 2nd wiring, and the said main-body part, when the said main-body part is mounted | worn with the said attaching part. This eliminates the need for connecting the connector, thereby improving the driver's convenience.

  In the first aspect, it is preferable to provide fourth control means for controlling the driver to recognize music via the vibration means. The driver can recognize the music together with the sound corresponding to the position of the vehicle. Thereby, the comfort of the driver during driving can be improved.

  Further, in the first aspect, it is preferable that a storage control unit that stores a history of the position of the vehicle in a storage unit is provided. Accordingly, the driver can check the driving route by referring to the history information. In particular, when the detection means, the switch, and the third control means are provided, when the helmet is removed, the history storage ends at that time, so the driver always instructs the end of the history recording. There is no need to do.

  In the first aspect, it is preferable that an output unit that outputs a history of the position of the vehicle stored in the storage unit is provided. The driver can capture the history information stored in the storage means into a PC or the like. The driver can easily refer to the history of the position of the driving support device.

  Further, in the first aspect, it is preferable that a storage control unit that stores a history of the position of the vehicle in a storage unit is provided. Moreover, it is good to provide the connection means to connect with an external apparatus. Further, it is preferable that an output unit that outputs a history of the position of the vehicle stored in the storage unit to the external device in a state of being connected to the external device by the connection unit. In addition, even if it is determined that the driver is in a state of taking off the helmet, the third control unit may be configured so that when the external device is connected by the connection unit, the driving support device It is not necessary to turn off the power. Thus, even if it is determined that the driver has taken off the helmet, if the vehicle position history is being output, the power of the driving support device is not turned off. As a result, the driving assistance device can reliably output the history of the position of the driving assistance device.

  In the first aspect, the attachment portion may be provided so as to be detachable from a main body portion including at least the first antenna and the first control means. Moreover, it is good to provide the detection means which detects the state of the said helmet. Moreover, it is good to provide the switch which switches ON / OFF of the power supply of the said driving assistance apparatus. Further, when it is determined that the driver has taken off the helmet based on the state of the helmet detected by the detection means in a state where the power of the driving support device is turned on by the switch. It is preferable to provide third control means for performing control to turn off the power of the driving support device. Further, the third control means may be configured such that at least the main body even when it is determined that the driver has taken off the helmet in a state where the power of the driving support device is turned on by the switch. When the part is removed from the helmet, it is not necessary to turn off the power of the driving support device except when the power is turned off by the switch. When at least the main body of the driving support device is removed from the helmet and used, the power of the driving support device is not turned off. Therefore, when the driving support device is removed from the helmet and used for the purpose of storing the position history, the power is not turned off. As a result, the driving support device can improve the convenience of the driver when used for the purpose of storing the history of the position.

  In the first aspect, the driving support device is attached to one of the left and right lateral sides of the helmet and the first portion attached to the lower side, and to the other lateral side and the lower end of the left and right lateral sides of the helmet. It is good to provide the 2nd part made. The first antenna and the first control means may be stored in at least one of the first part and the second part. Moreover, it is good that the weight of said 1st part and said 2nd part is substantially the same. By attaching the first part and the second part to the left and right sides of the helmet, respectively, the weight distribution of the driving assistance device applied to the helmet can be made uniform on the left and right. As a result, the load on the driver wearing the helmet can be reduced.

  In addition, as a structure for equalizing the right and left weight distribution of the helmet, for example, the first antenna and the first control means are stored in the first portion, and only the weight for equalizing the weight distribution is stored in the second portion. It should be stored. Thereby, since the structure of a driving assistance device can be simplified, the cost of a driving assistance device can be controlled. In this case, the second part may be covered with a smaller housing than the first part.

  Moreover, when the weight of a 1st part and a 2nd part becomes 100 grams or more, respectively, the outstanding effect is exhibited by equalizing the weight distribution of a 1st part and a 2nd part. This is because, when the weight of the driving assistance device is heavy, the driver tends to feel uncomfortable unevenness of the left and right balance. On the other hand, when the weights of the first part and the second part are each lighter than 100 grams, there is little need to make the right and left weight distribution uniform, so the first antenna and the second part are not provided without the first part and the second part. One control means may be stored in a common housing.

  For example, it is assumed that a GPS satellite is used as a device that transmits radio waves for specifying the position of the vehicle. In this case, the first antenna may be stored on either one of the first part and the second part that are attached to the side surface on the center side of the road while the vehicle is traveling on the road. . This makes it difficult for radio waves transmitted from GPS satellites to be shielded by buildings such as buildings. Therefore, since the driving assistance device can increase the intensity of the radio wave received via the first antenna, the position of the vehicle can be accurately specified based on the radio wave received via the first antenna.

  In addition, for example, when the second antenna is stored on either one of the first part and the second part that are attached to the side surface on the side of the road while the vehicle is traveling on the road among the left and right side surfaces of the helmet. Good. Thereby, the reception intensity of the radio wave from the traffic monitoring device can be increased. This is because the traffic monitoring device is usually installed on the side of the road. Therefore, the driving support device can accurately notify the driver that the traffic monitoring device is approaching.

  In addition, for example, a part in which a module such as an antenna and a reception circuit for a signal captured by the antenna is stored may be provided on either one of the left and right side surfaces of the helmet. You may make it accommodate the part in which the other module was stored in the housing | casing attached to the helmet back surface. Since the minimum necessary items are placed on the left and right sides of the helmet, the weight of the left and right sides of the helmet can be reduced. Further, the front projection area can be reduced to make it look slim. By attaching another module to the center of the back of the helmet, for example, the difference in weight between the left and right sides of the helmet can be reduced.

  Further, in the first aspect, the shapes of the first part and the second part are generated in the second part and a force applied to one side surface of the helmet based on the air resistance generated in the first part during traveling. The force applied to the other side surface of the helmet based on the air resistance may be substantially the same. As a result, it is possible to prevent a large force from being applied to the traveling helmet only in either the left or right direction. Therefore, the driving support device can prevent the driver from feeling uncomfortable. In addition, as the shape of the first part and the second part, if the length in the outer direction (lateral direction) protruding from the lateral side surface of the helmet is smaller than the other direction, for example, the length in the front-rear direction or the vertical direction of the helmet, It is preferable because resistance is reduced.

  Further, in the first aspect, at least the front shape of the first part and the second part is virtually arranged at a position where the distance from the first part and the second part is equal in a state of being attached to the helmet. It is good to make it the shape which becomes mirror-image symmetry when arrange | positioning in the symmetrical position with respect to the symmetry plane to be performed. As a result, the air resistance applied to the first part and the second part can be kept even while the vehicle is running. Accordingly, it is possible to prevent the driver from feeling uncomfortable by applying a large force only to the left or right direction to the traveling helmet.

  In addition, as a method of balancing the right and left of the air resistance during traveling, for example, as described above, there is a method of specifying at least the front shape of the first part and the second part. It is more preferable that the two parts have the same overall shape. Further, as the shape of the first part and the second part, if the length in the outer direction (lateral direction) protruding from the lateral side surface of the helmet is smaller than the other direction, for example, the length in the front-rear direction or the vertical direction of the helmet, It is preferable because resistance is reduced.

  Moreover, the 1st aspect WHEREIN: It is good for the weight of the weight member which is a member attached to the opposite side to the side in which the said driving assistance apparatus is attached among the said helmets, and the weight of the said driving assistance apparatus to be substantially the same. By attaching the weight member to the helmet, the weight distribution applied to the helmet can be made uniform by the driving support device and the weight member. As a result, the force applied to the left and right sides of the helmet can be made substantially uniform, so that the load on the driver wearing the helmet can be reduced.

  Further, in the first aspect, the shape of the driving support device is based on the air resistance generated in the driving support device during traveling, the force applied to the lateral side surface of the helmet to which the driving support device is attached, and the weight Based on the air resistance generated in the member, the force applied to the lateral side surface to which the weight member is attached in the helmet may be substantially the same. As a result, it is possible to prevent a large force from being applied to the traveling helmet only in either the left or right direction. Therefore, the driving support device can prevent the driver from feeling uncomfortable. In addition, as the shape of the driving support device, if the length in the outward direction (lateral direction) protruding from the lateral side surface of the helmet is smaller than the other direction, for example, the length in the front-rear direction or the vertical direction of the helmet, the air resistance is reduced. It is preferable.

  In the first aspect, at least the front shape of the driving support device and the at least front shape of the weight member are the driving support device and the weight member attached to the helmet. It is good to make it the shape which becomes a mirror-image symmetry when arrange | positioning in a symmetrical position with respect to the symmetrical surface virtually arrange | positioned in the position where the distance from an assistance apparatus and the said weight member is equal. As a result, the air resistance applied to the driving support device and the weight member can be kept uniform while the vehicle is running. As a result, it is possible to prevent the driver from feeling uncomfortable by applying a large force only to the left or right direction to the traveling helmet.

  In the first aspect, the antenna further receives a radio wave from a traffic monitoring device installed on a road, and includes a third antenna different from the second antenna, and the third antenna is in the second direction. When the second control means receives radio waves via at least one of the second antenna and the third antenna, the second control means emits sound via the vibration means. Control for making the driver recognize is good. As a result, even when radio waves transmitted from the traffic monitoring apparatus arrive not only in one direction but also in various directions, each can be received with good sensitivity. Therefore, even when the driving support device is removed from the helmet and used by the user, the traffic monitoring device can be accurately detected and notified to the user.

  In the first aspect, the first direction is orthogonal to the second direction, and the third direction is the same direction as the first direction or a direction opposite to the first direction. Good. When the first direction and the third direction are the same, for example, the user uses the driving support device in front of himself / herself with the first direction and the third direction facing the user's traveling direction. Good. Thereby, the radio wave for specifying the position of the vehicle and the radio wave transmitted from the traffic monitoring device can be received by the first antenna and the third antenna with good sensitivity.

  On the other hand, when the third direction and the first direction are opposite directions, for example, the user moves the driving support device to the front side of the driver in a state where the first direction or the third direction faces the traveling direction of the user. It is good to have and use. As a result, the driving assistance device can directly receive the radio wave coming from the traveling direction by the antenna having directivity in the traveling direction, and at the same time, receive the radio wave coming from the traveling direction and reflected by the user as the traveling direction. It can be received by an antenna with directivity directed in the opposite direction. Therefore, also in this case, the radio wave for specifying the position of the vehicle and the radio wave transmitted from the traffic monitoring device can be received with good sensitivity by the first antenna and the third antenna.

  Further, in the first aspect, it is preferable that a common module that performs reception processing of radio waves received via the second antenna and the third antenna is provided. As a result, the module can be shared, and the cost of the driving support device can be suppressed.

  The weight member according to the second aspect of the present invention is attached to a side of the helmet opposite to the side on which the driving assistance device is attached, and has substantially the same weight as the weight of the driving assistance device. And According to the second aspect, by attaching the weight member to the helmet, the weight distribution applied to the helmet can be made uniform by the driving support device and the weight member. As a result, the force applied to the left and right sides of the helmet can be made substantially uniform, so that the load on the driver wearing the helmet can be reduced.

  In the second aspect, the shape of the weight member is based on the air resistance generated in the weight member, the force applied to the lateral surface of the helmet to which the weight member is attached, and the driving support device during traveling. Based on the generated air resistance, the shape of the helmet may be substantially the same as the force applied to the lateral side surface to which the driving assistance device is attached. As a result, it is possible to prevent a large force from being applied to the traveling helmet only in either the left or right direction. Thereby, the weight member can prevent the driver from feeling uncomfortable. Note that if the length of the weight member in the outward direction (lateral direction) protruding from the side surface of the helmet is smaller than the other direction, for example, the length in the front-rear direction or the vertical direction of the helmet, the air resistance decreases. preferable.

  In the second aspect, at least the front shape of the weight member and at least the front shape of the driving assistance device are the weight member and the driving assistance device attached to the helmet. It is good to make it mirror-image-symmetric with respect to the symmetry surface virtually arrange | positioned in the position where the distance from a member and the said driving assistance device is equal. As a result, the air resistance applied to the driving support device and the weight member can be kept uniform while the vehicle is running. As a result, it is possible to prevent the driver from feeling uncomfortable by applying a large force only to the left or right direction to the traveling helmet.

  In addition, in the above, various shapes can be taken as a shape for balancing the air resistance during traveling, but the driver actually wears a helmet and performs a traveling experiment, and the driver feels uncomfortable with the left and right balance. The shape should not be remembered. Preferably, a wind tunnel experiment or the like that reproduces the state at the time of traveling is performed to obtain a shape that can balance left and right.

1 is a perspective view of a driving assistance device 1. FIG. 1 is a front view of a driving assistance device 1. FIG. FIG. 3 is a left side view of the driving support device 1. FIG. 3 is a bottom view of the driving support device 1. FIG. 6 is a perspective view of an attachment portion 20. 3 is a perspective view of a wire clip 21. FIG. 2 is a perspective view showing an internal structure of the driving support device 1. FIG. 2 is a perspective view showing an internal structure of the driving support device 1. FIG. It is a left view of the helmet 71 in the state where the driving assistance device 1 was attached. 2 is a block diagram showing an electrical configuration of the driving support device 1. FIG. It is a flowchart which shows a power supply control process. It is a perspective view which shows the internal structure of the driving assistance device 1 in a modification. It is a bottom view which shows the internal structure of the driving assistance device 1 in a modification. It is a front view of the helmet 71 in the state to which the driving assistance device 1 and the weight member 111 were attached. It is a front view of the helmet 71 of the state in which the driving assistance device 7 in the modification was attached.

  Hereinafter, a driving support device 1 according to an embodiment of the present invention will be described with reference to the drawings. These drawings are used to explain technical features that can be adopted by the present invention. The configuration of the apparatus described is not intended to be limited to that, but merely an illustrative example.

  The driving support device 1 stores position information of a target to be detected, and issues a warning to the driver when the stored position of the target approaches the position of the vehicle detected by the GPS. It is. The driving assistance device 1 is attached to a helmet and issues a warning to a driver who rides a motorcycle such as a motorbike or motorcycle. As a specific example of the driving support device 1, for example, a radar detection device or the like can be cited.

  As a target to be detected by the driving support device 1, for example, a speed measuring device (a speed measuring device that emits a radar wave (microwave) like a radar, or a speed measuring device that does not emit a radar wave like a loop coil). ), Speed limit switching point, control area, inspection area, parking monitoring area, N system, traffic monitoring system, intersection monitoring point, signal ignorance suppression system, police station, accident frequent occurrence area, on-vehicle frequent occurrence area, sudden / Continuous curve (highway), branch / merge point (highway), ETC lane advance guidance (highway), service area (highway), parking area (highway), parking area (highway), highway oasis ( Highway), smart interchange (highway), PA / SA petrol station (highway), tunnel (highway) Highway radio reception area (highway), the border announcement, the way of the station, there is a view point parking and the like. Hereinafter, the target notified to the driver is also referred to as a notification target.

  Some of the notification objects described above are installed in dangerous places where traffic accidents are likely to occur. Therefore, the driving assistance device 1 can prompt the driver to drive safely in a place where a traffic accident is likely to occur by notifying the driver of the approach to these notification objects. Thus, notifying the driver of the approach to the notification object not only allows the driver to recognize the traffic information but also contributes to the driver's safe driving.

  The structure of the driving assistance device 1 will be described with reference to FIGS. The lower left side, upper right side, upper left side, lower right side, upper side, and lower side in FIG. 1 are defined as the front side, rear side, left side, right side, upper side, and lower side of the driving assistance device 1. 9 are defined as the front side, the rear side, the left side, the right side, the upper side, and the lower side of the helmet 71, respectively, as the left diagonally lower side, the right diagonally upper side, the near side, the depth side, the left diagonally upper side, and the right diagonally lower side.

  As shown in FIG. 1, the driving support device 1 includes a box-shaped main body 2. The width of the main body 2 in the left-right direction is gradually narrowed toward the front. On the upper surface of the main body 2, a joy button 11, push buttons 12 and 13, and an LED 14 are provided. An attachment portion 20 is detachably provided on the lower surface of the main body portion 2. The attachment part 20 is for attaching the driving assistance apparatus 1 to the helmet 71 (refer FIG. 9). An earphone jack 42 (see FIG. 7) for inserting an earphone plug 41 (see FIG. 9) is provided on the rear surface of the main body 2. Each will be described in detail below.

  The OY button 11 is provided in front of the upper surface of the main body 2. The joy button 11 is a multidirectional switch having a plurality of contacts. The push buttons 12 and 13 are provided on the rear side of the upper surface of the main body 2 and arranged side by side. A push button 12 is provided on the left side, and a push button 13 is provided on the right side. The joy button 11 and the push buttons 12 and 13 are buttons for the driver to input various settings to the driving support device 1. At least one of the joy button 11 and the push buttons 12 and 13 also serves as a power switch of the driving support device 1. The LED 14 is provided in front of the push button 13 on the upper surface of the main body 2. The LED 14 is lit to notify the driver of the state of the driving support device 1.

  As shown in FIGS. 3 and 4, a support portion 315 is provided on the lower surface and the front side of the main body portion 2, and a support portion 316 is provided on the lower surface and the rear side. As shown in FIG. 3, the support portion 315 extends downward from the lower surface of the main body portion 2, bends backward at the lower end, and slightly extends backward. The support portion 316 extends downward from the lower surface of the main body portion 2, bends forward at the lower end, and slightly extends forward. The attaching part 20 is attached to the main body part 2 by the support parts 315 and 316 supporting the helmet mount 31. Details will be described later.

  As shown in FIGS. 2 to 5, the attachment portion 20 includes a wire clip 21 and a helmet mount 31. As shown in FIG. 5, the helmet mount 31 is a substantially rectangular plate whose longitudinal direction is the front-rear direction. A knob 321 is provided on the right side of the helmet mount 31 and in the center in the front-rear direction. The knob 321 protrudes to the right. A convex portion 322 is provided on the upper surface of the knob 321. As shown in FIG. 3, a protrusion 313 that protrudes forward is provided at the front end and upper part of the helmet mount 31. A protrusion 314 protruding rearward is provided at the rear end and upper part of the helmet mount 31. The projecting portions 313 and 314 are supported by sliding the helmet mount 31 from the lower left side to the right side (in the depth direction from the front of the paper in FIG. 3) with respect to the main body portion 2. 315 and 316. The convex part 322 provided on the upper surface of the knob 321 fits into a concave part (not shown) provided on the lower surface of the main body part 2. Thereby, the helmet mount 31 is attached to the main body 2.

  In addition, when removing the attachment part 20 from the main-body part 2, the knob 321 is pushed down below. Accordingly, the convex portion 322 provided on the upper surface of the knob 321 is detached from the concave portion provided on the lower surface of the main body portion 2. In this manner, the attachment portion 20 can be easily removed from the main body portion 2.

  As shown in FIG. 5, a hollow portion 311 is provided on the front side of the helmet mount 31. A hollow portion 312 is provided on the rear side of the helmet mount 31. The wire clip 21 is fitted in the hollow portions 311 and 312. As shown in FIG. 6, the wire clip 21 is a bent rod-shaped member. The wire clip 21 includes extending portions 211, 212, 213, 214, 215, 216, 217, 218, 219, 220, and 221. The extended portion 211 extends obliquely leftward in the hollow portion 311 (see FIG. 5) in a state where the wire clip 21 is fitted in the helmet mount 31 (see FIG. 5). The extension part 212 extends rightward from the left end of the extension part 211. As shown in FIG. 5, the right end of the extending portion 212 protrudes rightward from the opening provided at the right end of the helmet mount 31. The extending portion 213 extends from the right end of the extending portion 212 and is curved 180 ° downward. The extending portion 214 extends obliquely upward to the left from the lower end of the extending portion 213. As shown in FIG. 6, the extending portion 215 slightly extends downward and obliquely downward from the left end of the extending portion 214. As shown in FIGS. 2 and 3, the connection portions of the extending portions 214 and 215 and the helmet mount 31 are in contact with each other.

  As shown in FIG. 6, the extending portion 216 extends rearward from the left end of the extending portion 215. The extension part 217 slightly extends in the diagonally upward direction from the rear end of the extension part 216. The extending portion 218 extends obliquely downward to the right from the right end of the extending portion 217. As shown in FIGS. 2 and 3, the connecting portion of the extending portion 217 and the extending portion 218 and the helmet mount 31 are in contact with each other. As shown in FIG. 6, the extending portion 219 extends from the right end of the extending portion 218 and is curved 180 ° upward. As shown in FIG. 5, the extended portion 220 extends leftward from the upper end of the extended portion 219 and enters the hollow portion 312 through an opening provided at the right end of the helmet mount 31. As shown in FIG. 6, the extended portion 221 extends obliquely forward to the right from the left end of the extended portion 220 in a state where the wire clip 21 is fitted to the helmet mount 31 (see FIG. 5), and the hollow portion 312 (FIG. (See 5)

  As shown in FIGS. 5 and 6, the wire clip 21 has the extension portions 211 and 212 fixed in the hollow portion 311, and the extension portions 220 and 221 are fixed to the hollow portion 312. It is fixed. The extended portion 211 extends diagonally right rearward from the left end of the extended portion 212, and the extended portion 221 extends diagonally right forward from the left end of the extended portion 220. For this reason, when the wire clip 21 is to be pulled out from the helmet mount 31, the right end of the extending portion 211 is hooked on the inner wall surface of the hollow portion 311, and the right end of the extending portion 221 is hooked on the inner wall surface of the hollow portion 312. For this reason, the wire clip 21 cannot be easily removed from the helmet mount 31.

  When the wire clip 21 is deformed so that the distance between the extension portions 214, 215, 216, 217, and 218 of the wire clip 21 and the helmet mount 31 is increased, stress is exerted in a direction to repel the deformation. Works. For this reason, the urging force in the direction toward the helmet mount 31 acts on the extended portions 214, 215, 216, 217, and 218.

  As shown in FIG. 9, the driving support device 1 is attached to the left side surface and the lower end of the helmet 71. When the driving support device 1 is attached to the helmet 71, the lateral side surface of the helmet 71 is fitted between the wire clip 21 and the helmet mount 31 (see FIG. 5 and the like). The extending portions 214, 215, 216, 217, and 218 (see FIG. 6) of the wire clip 21 are in contact with the inside of the helmet 71. The helmet mount 31 (see FIG. 5) contacts the outside of the helmet 71. The wire clip 21 and the helmet mount 31 sandwich the lateral side surface of the helmet 71 by the urging force acting on the extending portions 214, 215, 216, 217, and 218.

  As described above, the driving support device 1 is attached to the helmet 71 by the mounting portion 20, so that the driving support device 1 is fixed to the helmet 71 as compared with the conventional case where the driving support device 1 is attached to the helmet 71 with an adhesive tape or the like. Can be securely held against. Accordingly, it is possible to prevent a problem that the driving support device 1 is detached from the helmet 71 during traveling. Further, by providing the helmet mount 31 and the wire clip 21 and sandwiching the helmet 71 between the two parts, the driving support device 1 can be detachably attached to the helmet. Therefore, when the driving support device 1 is unnecessary, the driver can easily remove the driving support device 1 from the helmet 71. Thereby, when the driver handles the helmet 71, the driving support apparatus 1 can be prevented from getting in the way.

  Further, in the driving support device 1, since the main body 2 and the attachment portion 20 are detachable, only the main body portion 2 can be removed from the helmet 71 in a state where the driving support device 1 is attached to the helmet 71 by the attachment portion 20. it can. As a result, the driver can carry and use only the main body 2, so that the driver can also use it in a pocket or a pouch.

  As shown in FIG. 4, a USB jack 52 is provided on the left side of the lower surface of the main body 2 where the helmet mount 31 is mounted. A USB cable (not shown) is inserted into the USB jack 52 with the mounting portion 20 removed from the main body 2. The driving support device 1 can communicate with an external device via a USB cable connected to the USB jack 52. A well-known PC is mentioned as an example of an external device. The driving support device 1 can acquire various data from the external device by communicating with the external device, and can store the data in the storage unit 15 (see FIG. 11, which will be described later). In addition, various data stored in the storage unit 15 can be output to an external device. The USB cable is removed when the driving support device 1 is used while being attached to the helmet 71.

  As shown in FIGS. 3, 4 and 7, an earphone jack 42 is provided on the rear surface of the main body 2. As shown in FIG. 9, the earphone plug 41 is inserted into the earphone jack 42. The earphone plug 41 is detachable from the main body 2. A speaker 44 is connected to the tip of a cable 43 connected to the earphone plug 41. A first wiring for transmitting an electrical signal from the control unit 10 (see FIG. 11, described later) to the speaker 44 is provided in the cable 43. By inserting the earphone plug 41 into the earphone jack 42, the control unit 10 and the speaker 44 are electrically connected via the first wiring. The controller 10 outputs sound from the surface 441 of the speaker 44 by transmitting an electrical signal to the speaker 44 via the first wiring. The speaker 44 is attached to the inside of the helmet 71 by attaching the back surface 442 to the inside of the helmet 71. The driving support device 1 outputs a sound through the speaker 44 to notify the driver wearing the helmet 71 of an alarm. In FIG. 9, for ease of explanation, the speaker 44 is located outside the helmet 71, but when the driving support device 1 is actually used, the speaker 44 is affixed inside the helmet 71. .

  A contact sensor 45 is provided on the surface 441 of the speaker 44. The contact sensor 45 is integrated with the speaker 44 by being incorporated in the housing of the surface 441 of the speaker 44. The contact sensor 45 can detect that an object has contacted the contact sensor 45. As the contact sensor 45, various conventionally known contact sensors such as a switch method, a resistive film method, a surface acoustic wave method, and a capacitance method can be used. The contact sensor 45 is used to determine whether or not the driver is wearing the helmet 71 with the speaker 44 attached to the inside of the helmet 71. When the driver wears the helmet 71, the head of the driver contacts the contact sensor 45, so that it can be detected that the helmet 71 is worn in such a case. Since the speaker 44 and the contact sensor 45 are integrated, the driver can easily attach the contact sensor 45 in the helmet 71 as compared with the case where the contact sensor 45 is attached in the helmet 71 alone. . Moreover, since the contact sensor 45 is provided inside the helmet 71, it is not exposed to the outside. For this reason, it is not necessary to provide the contact sensor 45 with a cover or the like necessary for protecting the detection means against rainfall or dust. For this reason, the structure of the contact sensor 45 can be simplified.

  In the cable 43, the 2nd wiring which transmits the electrical signal output from the contact sensor 45 is provided. The cable 43 has a configuration in which the first wiring and the second wiring are covered with the same coating. As a result, it is possible to prevent the first wiring and the second wiring from becoming entangled as in the case where the first wiring and the second wiring are provided separately. The driver can easily handle the speaker 44 and the contact sensor 45. In addition, when the driver wears the helmet 71, the first wiring and the second wiring can be prevented from becoming an obstacle to wearing. The driver can attach and detach the helmet 71 easily.

  By inserting the earphone plug 41 into the earphone jack 42 (see FIG. 7), the control unit 10 and the speaker 44 are electrically connected via the first wiring, and at the same time, the control unit 10 and the contact sensor 45 are connected to each other. Electrical connection is made through wiring. The controller 10 determines whether or not an object is in contact with the contact sensor 45 by receiving an electrical signal output from the contact sensor 45 via the second wiring. Since the connector for connecting the speaker 44 to the main body 2 and the connector for connecting the contact sensor 45 to the main body 2 are shared, the driver can connect the speaker 44 and the contact sensor 45 with each other. The main body 2 can be easily attached and detached. The driver can easily remove the speaker 44 and the contact sensor 45 from the main body 2 and carry only the main body 2.

  With reference to FIGS. 7 and 8, the internal structure of the main body 2 of the driving support apparatus 1 will be described. As shown in FIG. 7, substrates 61 and 62, a battery (not shown), and the like are provided in the main body 2. A substrate 61 is provided from the front to the rear in the main body 2. A substrate 62 is provided behind the main body 2 and above the substrate 61. A battery (not shown) is provided behind and below the substrate 61. The OY button 11 is mounted on the upper surface and the front side of the substrate 61. The control unit 10 (see FIG. 10) and the storage unit 15 (see FIG. 10) are mounted on the upper surface and rear side of the substrate 61. As shown in FIG. 8, the microwave module 66 and the patch antenna 64 are mounted on the lower surface of the substrate 61. The pushbuttons 12 and 13, the LEDs 14, and the GPS module 63 are mounted on the substrate 62.

  The microwave module 66 shown in FIG. 8 can receive a radio signal or the like transmitted from the notification object via the patch antenna 64. As a specific example of the radio signal transmitted from the notification object, a microwave (radar signal) having a predetermined frequency output from the speed measuring device can be cited. The microwave module 66 may include a plurality of microwave modules in order to distinguish and receive radio signals having a plurality of frequencies. When receiving the radio signal, the microwave module 66 detects the signal level of the received radio signal and outputs it as a received signal strength indication (RSSI). The control unit 10 (see FIG. 11) recognizes the signal level of the received radio signal based on the voltage level of RSSI output from the microwave module 66, and the object that transmitted the radio signal and the host vehicle Predict the distance between.

  The patch antenna 64 is provided on the side surface of the microwave module 66. Of the plane of the patch antenna 64, the surface opposite to the surface in contact with the microwave module 66 is directed obliquely to the left front side. More specifically, the forward direction of the direction orthogonal to the plane of the patch antenna 64 is a line segment connecting the extending portions 213 and 219 (see FIG. 6) of the wire clip 21 (see FIG. 6). It is inclined 45 degrees to the left. The patch antenna 64 has directivity on the diagonally left front side of the main body 2. As shown in FIG. 9, the lower end of the lateral side surface of the helmet 71 is usually in the state where the helmet 71 is worn by the driver, and the front side is downward with respect to the traveling direction of the vehicle driven by the driver (left side in FIG. 9) Tilt about 45 degrees. The driving support device 1 is held in a state where the extending portions 213 and 219 of the wire clip 21 are in contact with the lower end of the lateral side surface of the helmet 71. The extending direction of the extending portions 214, 215, 217, and 218 (see FIG. 6) is orthogonal to the lower end of the lateral side surface of the helmet 71, and the extending direction of the extending portion 216 (see FIG. 6) is the direction of the helmet 71. Parallel to the bottom of the lateral side. The wire clip 21 is attached to the main body 2 via the helmet mount 31 (see FIG. 5) so that the line segment connecting the extending portions 213 and 219 and the front-rear direction of the main body 2 are parallel. The driving support device 1 is attached to the helmet 71 such that the front-rear direction of the main body 2 is parallel to the lower end of the lateral side surface of the helmet 71. For this reason, when the driving support device 1 is attached to the helmet 71, the front direction of the main body 2 is inclined 45 degrees downward with respect to the traveling direction of the vehicle driven by the driver. The patch antenna 64 provided in is just directional in the traveling direction of the vehicle. Therefore, the patch antenna 64 can receive the radio signal transmitted from the notification target existing in the traveling direction of the vehicle with high sensitivity.

  The attachment angle of the patch antenna 64 is set based on the arrangement of the attachment portion 20 (particularly the wire clip 21). Details are as follows. First, based on the arrangement of the mounting portion 20, the angle at which the driving support device 1 is mounted on the helmet 71 is specified. Further, the relationship between the helmet 71 and the traveling direction of the vehicle is specified according to the posture in which the driver wears the helmet 71 and drives the vehicle. And it determines which direction the advancing direction of a vehicle corresponds with respect to the driving assistance apparatus 1 of the state with which the helmet 71 was mounted | worn. The attachment angle of the patch antenna 64 is set so that the direction in which the reception sensitivity of the patch antenna 64 is strong faces the determined traveling direction of the vehicle.

  The GPS module 63 shown in FIGS. 7 and 8 is a radio module for receiving radio signals transmitted from GPS satellites. The GPS module 63 specifies position coordinates based on the received radio signal and outputs the position coordinates. The control unit 10 specifies the current position of the host vehicle based on the position coordinates output from the GPS module 63.

  An antenna 68 that receives a radio signal transmitted from a GPS satellite is built in the GPS module 63. The antenna 68 has directivity upward with respect to the upper surface of the driving support device 1. Therefore, as shown in FIG. 9, the antenna 68 has directivity in the outward direction with respect to the left side surface of the helmet 71 in a state where the driving support device 1 is attached to the left side surface of the helmet 71. It is generally known that radio waves transmitted from GPS satellites are received well if they are antennas having at least directivity in the horizontal direction. For this reason, it is more preferable that the second antenna 68 has directivity upward in the horizontal direction and in the horizontal direction in a state where the second antenna 68 is attached to the left side surface of the helmet 71. Since the driving support device 1 can satisfactorily receive radio waves transmitted from GPS satellites, the position of the vehicle can be accurately identified based on the received radio waves.

  With reference to FIG. 10, the electrical configuration of the driving assistance apparatus 1 will be described. The driving support apparatus 1 includes a control unit 10 that controls the entire control. The control unit 10 includes a microcomputer including a CPU, ROM, RAM, I / O, peripheral circuits, and the like. The ROM stores at least a program executed by the CPU. The control unit 10 is electrically connected to the GPS module 63, the microwave module 66, the storage unit 15, the joy button 11, the push buttons 12 and 13, the LED 14, and the attachment / detachment sensor 67. The storage unit 15 is, for example, an EEPROM or a flash memory. The GPS module 63 is electrically connected to the antenna 68. The microwave module 66 is electrically connected to the patch antenna 64. Further, the control unit 10 is electrically connected to the speaker 44 and the contact sensor 45 in a state where the earphone plug 41 (see FIG. 9) is inserted into the earphone jack 42 (see FIG. 7).

  In the storage unit 15, information indicating the type of the notification object, latitude and longitude information indicating the position of the notification object, and sound data output from the speaker 44 are stored in association with each other. The storage unit 15 stores history information to be described later. The detachable sensor 67 is a sensor that can detect whether or not the attachment portion 20 (see FIG. 1 and the like) is attached to the main body portion 2 (see FIG. 1 and the like). The detachable sensor 67 is provided on a lower surface of the main body 2 and a portion that comes into contact with the helmet mount 31 in a state where the mounting portion 20 is mounted on the main body 2. The detachable sensor 67 can output an electric signal indicating whether or not an object is in contact. A contact sensor can be used as the detachable sensor 67.

  Based on the current position of the host vehicle identified by acquiring the position coordinates from the GPS module 63 and the position information of the notification target stored in the storage unit 15, the control unit 10 determines from the host vehicle to the notification target. Determine the distance. When the distance from the host vehicle to the notification target becomes smaller than the predetermined distance, the control unit 10 reads out sound corresponding to the type of the notification target from the storage unit 15 and outputs it from the speaker 44. For example, when the speed measurement device approaches less than 500 m, a voice “500 m ahead speed measurement device. Speed attention” is output from the speaker 44.

  Further, the control unit 10 determines whether or not a radar that emits microwaves of a predetermined frequency band is near the own vehicle, based on the RSSI voltage level output from the microwave module 66. The RSSI signal level increases in proportion to the strength of the radio signal received by the patch antenna 64. For this reason, the control part 10 can judge whether the distance from the own vehicle to the speed measurement apparatus became smaller than the predetermined distance by comparing RSSI and a predetermined threshold value. When the distance from the host vehicle to the speed measuring device is smaller than the predetermined distance, the control unit 10 reads out sound corresponding to the type of the notification target from the storage unit 15 and outputs it from the speaker 44. For example, when the RSSI exceeds a predetermined threshold, a sound “Radar. Speed attention” is output from the speaker 44.

  As described above, the driving support device 1 can notify the driver that there is a notification object near the host vehicle. The driver can recognize that there is a notification object near the own vehicle by listening to the sound output from the speaker 44. Some of the notification objects include those installed in dangerous places where traffic accidents are likely to occur, for example, places where speeds are likely to exceed. Therefore, the driving support device 1 can make the driver recognize the traffic information by notifying the driver that the own vehicle is approaching the notification target object by the sound output from the speaker 44. Drivers can be encouraged to drive safely in places where traffic accidents are likely to occur.

  Further, the control unit 10 stores the history of the vehicle position specified by acquiring the position coordinates from the GPS module in the storage unit 15. The control unit 10 outputs the vehicle position history information stored in the storage unit 15 to an external device in a state where the USB cable is connected to the USB jack 52 (see FIG. 4). The driving support device 1 can also be used as a so-called GPS logger. Since the driver can take the history information into the external device, the driver can easily refer to the history of the position of the driving support device 1.

  With reference to FIG. 11, the power control process which controls power control among the various processes performed in the control part 10 is demonstrated. When the driver performs an operation for turning on the power of the driving support device 1 via any one of the joy button 11 and the push buttons 12 and 13, a program for power control processing stored in the ROM is stored. When the control unit 10 executes, the power supply control process is executed. It should be noted that well-known processing that is normally performed by the driving support device 1 such as notification processing accompanying the approach of the notification target is omitted.

  First, the control unit 10 determines whether or not the driver is wearing the helmet 71 to which the driving support device 1 is attached based on the electrical signal output from the contact sensor 45 (S11). When the object is in contact with the contact sensor 45, the control unit 10 determines that the driver is wearing the helmet 71. On the other hand, when the object is not in contact with the contact sensor 45, the control unit 10 determines that the helmet 71 is not worn by the driver. When it is determined that the driver is wearing the helmet 71 to which the driving support device 1 is attached (S11: YES), the control unit 10 determines that the driving support device 1 is being used by the driver. To do. In this case, the process returns to S11.

  On the other hand, when it is determined that the helmet 71 to which the driving support device 1 is attached is not worn by the driver (S11: NO), the driving support device 1 may not be used by the driver. In such a case, the process proceeds to S13 in order to turn off the power of the driving support device 1 as necessary.

  When the helmet 71 is not worn by the driver, the driving support device 1 does not need to perform notification processing to the driver. For this reason, when the helmet 71 is not worn by the driver, the driving support device 1 can turn off the power of the driving support device 1 and stop various processes when other conditions described later are satisfied. . Accordingly, the driving support device 1 can suppress battery consumption. For example, when the driver forgets to turn off the power supply of the driving support apparatus 1, the power of the power supply of the driving support apparatus 1 may be consumed unnecessarily. On the other hand, in the present invention, when the helmet 71 is not worn, the power supply of the driving assistance device 1 can be automatically turned off. Thereby, even when the driver forgets to turn off the power switch, it is possible to prevent unnecessary power consumption.

  In S13, the control unit 10 determines whether a USB cable is connected to the USB jack 52 and an external device is connected via the USB cable (S13). If no external device is connected via the USB cable (S13: NO), the process proceeds to S15 in order to determine whether the power of the driving support apparatus 1 may be turned off. On the other hand, when an external device is connected via the USB cable (S13: YES), the control unit 10 may be in the process of outputting history information to the external device via the USB cable. If the power supply of the driving assistance apparatus 1 is turned off in such a state, the external device cannot acquire the history information accurately. Therefore, in such a case, even when the control unit 10 determines that the helmet 71 is not worn in S11, the control unit 10 does not turn off the power of the driving support device 1, and the process returns to S11. As a result, the driving support device 1 can reliably output the history information to the external device.

In S15, the control unit 10 determines whether or not the mounting unit 20 is mounted on the main body unit 2 based on a signal output from the attachment / detachment sensor 67 (S17). When the object is not in contact with the attachment / detachment sensor 67, the control unit 10 determines that the main body unit 2 is detached from the attachment unit 20 (S17: NO). In such a case, the user may remove the main body 2 from the helmet 71 and use the main body 2 (as a GPS logger) to store the position history. If the power supply of the driving assistance apparatus 1 is turned off in such a state, the user cannot remove the main body 2 from the helmet 71 for use in storing the position history. Therefore, in such a case, the control unit 10 does not turn off the power of the driving support device 1 even when it is determined in S11 that the helmet is not worn. The timer started in S15 is stopped (S19), and the process returns to S11. As a result, the user can remove the main body 2 from the helmet 71 of the driving support device 1 and use only the main body 2. Therefore, since the driving assistance apparatus 1 can use only the main body 2 as a GPS logger, it is possible to improve user convenience.

  On the other hand, in S15, when the control unit 10 determines that the attachment unit 20 is attached to the main body unit 2 (S17: YES), the control unit 10 determines that the helmet 71 is not worn for a predetermined time or more. Whether or not the time has elapsed is determined based on the timer started in S15 (S21). When the elapsed time after determining that the helmet 71 is not worn is less than the predetermined time (S21: NO), the process returns to S17. On the other hand, when the elapsed time after determining that the helmet 71 is not worn is equal to or longer than the predetermined time (S21: YES), the helmet 71 is not worn by the driver, so the driver is notified. It is not necessary to perform processing, and the driving support device 1 is not used for other purposes because the mounting portion 20 is mounted on the main body portion 2. In this case, the power supply of the driving assistance device 1 is turned off (S23). The power control process ends. As a result, power consumption can be suppressed when the driver forgets to turn off the power of the driving support device 1. In addition, when the helmet 71 is removed, the storage of the history information ends at that time, so that the driver does not need to give an instruction to end the recording of the history information.

  When the driver inputs an operation for turning off the power of the driving support device 1 through the joy button 11 and the push buttons 12 and 13 during the execution of the power control process described above, the driver's instruction is given. The control unit 10 turns off the power of the driving support device 1.

  As described above, since the driving support device 1 can be directly attached to the lateral surface of the helmet 71, it is not necessary to attach it to the vehicle side. For this reason, it is not necessary to ensure the place for attaching the driving assistance device 1 in a vehicle. Therefore, the driver can easily introduce the driving support device 1. Further, since the driving support device 1 does not need to be provided with an in-vehicle device, a communication function for performing communication with the in-vehicle device becomes unnecessary, and the cost of the driving support device 1 can be suppressed. In addition, the communication line does not get in the way and the usability is not deteriorated as in the case where it is connected to the in-vehicle device with the communication line. Since the driving assistance apparatus 1 is attached to the lower side of the lateral side surface of the helmet 71, the driver's hand wearing the helmet 71 can easily reach the hand. Accordingly, the driver wearing the helmet 71 can easily operate the joy button 11, the push buttons 12, 13 and the like provided in the driving support device 1. For example, the driver can adjust the setting of the driving support device 1 by operating each button during driving.

  In addition, since the driving assistance device 1 is attached to the helmet 71, the driving assistance device 1 can be easily prevented from being stolen when the driver always holds the helmet 71. In addition, since the driver stores the helmet 71 indoors, the driving support device 1 can be prevented from being exposed to rainfall and dust, and therefore, measures against rain and dust can be simplified. Furthermore, since the driving support device 1 is directly attached to the helmet 71, vibration caused by driving of the engine is not directly transmitted to the driving support device 1 as in the case of being directly attached to a motorcycle or the like. For this reason, it is possible to simplify the countermeasures against vibration for the driving support device 1.

  In addition, since the driving support apparatus 1 can perform sound notification through the speaker 44, the driver can be surely notified of information. When information is visually notified to the driver via a display means such as an LED, the driver does not notice the notified information when the driver is not looking at the display means, and the information is overlooked. This is because there is a possibility that the

  The antenna 68 corresponds to the “first antenna” of the present invention. The speaker 44 corresponds to “vibration means” of the present invention. Based on the vehicle position acquired from the GPS module 63, the control unit 10 that controls the speaker 44 to output sound corresponds to the “first control unit” of the present invention. The wire clip 21 corresponds to the “first contact portion” of the present invention. The helmet mount 31 corresponds to the “second contact portion” of the present invention. The patch antenna 64 corresponds to the “second antenna” of the present invention. Based on the RSSI acquired from the microwave module 66, the control unit 10 or the like that controls the speaker 44 to output sound corresponds to the “second control unit” of the present invention. The contact sensor 45 corresponds to the “detection means” of the present invention. The OY button 11 and the push buttons 12 and 13 correspond to the “switch” of the present invention. The control unit 10 or the like that performs the process of S23 in FIG. 11 corresponds to the “third control unit” of the present invention. The earphone jack 42 corresponds to the “common connector” of the present invention. The USB jack 52 corresponds to the “connecting means” of the present invention. The control unit 10 that performs control to output the position history to the external device via the USB cable connected to the USB jack 52 corresponds to the “output unit” of the present invention.

  In addition, this invention is not limited to the above-mentioned embodiment, A various change is possible. In the above-described embodiment, the contact sensor 45 is provided integrally with the speaker 44. The present invention is not limited to this configuration. The sensor for detecting that the driver is wearing the helmet 71 is not limited to the contact sensor, and for example, a proximity sensor may be used instead. The proximity sensor is a sensor that can detect that an object has approached the proximity sensor without contact. As the proximity sensor, various conventionally known proximity sensors such as a magnetic field method, an electric field method, an electromagnetic wave method, an ultrasonic method, and an optical method can be used.

  By using the proximity sensor, the driving support device 1 can reliably detect the attachment / detachment of the helmet 71. When the contact sensor 45 is used, if a slight gap is generated between the driver's head and the contact sensor 45, the helmet 71 is actually worn even though the helmet 71 is continuously worn. This is because there is a possibility that it has been determined that it has been removed. On the other hand, the proximity sensor can detect that the driver's head is approaching, and thus erroneously recognizes that the helmet 71 has been removed even though the driver is wearing the helmet 71. There is no end.

  When the proximity sensor is used as a sensor for detecting that the driver is wearing the helmet 71, the installation location of the proximity sensor is not limited to the speaker 44. For example, the proximity sensor may be provided at the lower end of the helmet 71. The proximity sensor may detect whether an object is close to the lower side of the helmet 71.

  In the case described above, the proximity sensor detects whether there is a part of the body of the driver wearing the helmet 71 below the helmet 71. As a part of the driver's body, for example, the driver's shoulder can be cited. The control unit 10 can determine that the helmet 71 is worn by the driver when an object exists near the proximity sensor. When the proximity sensor is provided at the lower end of the helmet 71, the proximity sensor does not contact the driver while the driver wears the helmet 71. Therefore, the proximity sensor does not come into contact with the driver, and the driver does not feel uncomfortable.

  Further, the proximity sensor may be provided in the mounting portion 20. Then, the proximity sensor may detect whether or not an object is close to the lower portion of the attachment portion 20.

  In the case described above, the proximity sensor detects whether or not there is a part of the body of the driver wearing the helmet 71 below the attachment portion 20. Examples of the driver's body include the driver's head, neck, and shoulders. The control unit 10 can determine that the helmet 71 is worn by the driver when an object exists near the proximity sensor. When the proximity sensor is provided in the attachment portion 20, the proximity sensor does not contact the driver while the driver wears the helmet 71 as in the case where the proximity sensor is provided at the lower end of the helmet 71. Therefore, the proximity sensor does not come into contact with the driver, and the driver does not feel uncomfortable. In addition, since the proximity sensor can be fixed to the attachment portion 20 in advance, the work of attaching the sensor to the helmet 71 becomes unnecessary. Therefore, the driver can easily attach the proximity sensor. Further, it is possible to prevent the proximity sensor from being detached from the helmet 71 during the use of the driving support device 1.

  An acceleration sensor may be used instead of the contact sensor and the proximity sensor. The control unit 10 may determine that the helmet 71 is not worn by the driver when detecting that the acceleration sensor is stationary for a predetermined time or longer. This is because the helmet 71 is constantly moving when worn while driving, and therefore, when the acceleration sensor is stationary for a long time, the helmet 71 is likely not worn by the driver. .

  By using the acceleration sensor, the control unit 10 can accurately and easily determine that the helmet 71 is not worn by the driver. When a contact sensor or proximity sensor is used, the helmet 71 is actually worn continuously depending on the state of the head of the driver wearing the helmet 71, for example, the state of the head facing. Nevertheless, it may be determined that the helmet 71 has been removed. When an acceleration sensor is used, the location where the acceleration sensor is attached may be any location on the driving support device 1 or any location on the helmet 71. Moreover, you may attach directly to a driver | operator.

  Data necessary for outputting music from the speaker 44 may be stored in the storage unit 15. As data necessary for outputting music, for example, music files in a format such as “.mid”, “.mp3”, “.wav”, “.wma”, and the like can be given. The control unit 10 reads out data from the storage unit 15 and outputs music through the speaker 44 when a music reproduction instruction operation is input from the driver through the joy button 11 and the push buttons 12 and 13. Also good. The control unit 10 may be configured to adjust the volume of music output from the speaker 44 in accordance with an input operation via the joy button 11 and the push buttons 12 and 13. Thus, the driver can listen not only to the notification regarding the notification target object but also the music. The driving assistance device 1 can improve the comfort of the driver during driving. In this case, the control unit 10 or the like that performs control for outputting music from the speaker 44 corresponds to the “fourth control unit” of the present invention.

  Data necessary for outputting music from the speaker 44 may be stored in a storage medium other than the storage unit 15. For example, the driving assistance device 1 may have a short-range wireless communication function. The driving support device 1 may acquire data necessary for outputting music from the speaker 44 by communicating with an external music playback device using the short-range wireless communication function.

  In the above-described embodiment, when the earphone plug 41 (see FIG. 9) is inserted into the earphone jack 42 (see FIG. 7), the first wiring connected to the speaker 44 and the second wiring connected to the contact sensor 45 The main body 2 was electrically connected. As a result, the control unit 10 can output sound via the speaker 44. Further, the control unit 10 can specify whether or not an object is in contact with the contact sensor 45. The present invention is not limited to this. Connectors corresponding to the earphone plug 41 and the earphone jack 42 may be provided on the main body portion 2 and the attachment portion 20.

  For example, the following may be used. In FIG. 3, an electrode is provided at a portion where both of the support portion 315 provided in the main body portion 2 and the protruding portion 313 provided in the helmet mount 31 are in contact with each other. Moreover, an electrode is provided in the part which both contact among the support part 316 provided in the main-body part 2, and the protrusion part 314 provided in the helmet mount 31. FIG. The cable 43 connected to the speaker 44 and the contact sensor 45 is connected to the mounting portion 20. Then, the first wiring connected to the speaker 44 is connected to the electrode provided on the protruding portion 313, and the second wiring connected to the contact sensor 45 is connected to the electrode provided on the protruding portion 314. The electrodes provided on the support portions 315 and 316 are connected to the control unit 10.

  When the helmet mount 31 is attached to the main body 2, the electrode provided on the support portion 315 and the electrode provided on the protruding portion 313 are electrically connected. In addition, the electrode provided on the support portion 316 and the electrode provided on the protruding portion 314 are electrically connected. Accordingly, the first wiring connected to the speaker 44 and the second wiring connected to the contact sensor 45 are electrically connected to the control unit 10.

  By doing as described above, the earphone plug 41 does not require the earphone jack 42, so that it is possible to prevent the earphone plug 41 and the cable 43 from interfering with driving. Moreover, since the speaker 44 and the contact sensor 45 can be used by attaching the main body 2 to the attachment portion 20, the operability and convenience for the driver can be improved. Further, when only the main body 2 is removed from the helmet 71, the speaker 44 and the contact sensor 45 remain attached to the helmet 71, so that the driver can use only the main body 2 removed from the helmet 71. Can be easily done. In this case, the support portions 315 and 316 and the protruding portions 313 and 314 correspond to the “common connector” of the present invention.

  In the above description, the speaker 44 is used to transmit sound to the driver wearing the helmet 71, but the device for transmitting sound is not limited to the speaker 44. For example, a dedicated speaker used for bone conduction that allows the driver to recognize sound by directly vibrating the skull of the driver may be used. As a result, even when the ambient noise is very large, the driver can reliably recognize the sound.

  The driving support device 1 may specify the position of the host vehicle by a method different from the method using the GPS satellite. For example, the driving support device 1 may specify the position of the host vehicle by receiving a radio wave transmitted from a mobile phone base station.

  The driving support device 1 may include another patch antenna that can receive radio waves in the same frequency band as the patch antenna 64. Hereinafter, a description will be given with reference to FIGS. In FIG. 12, a planar plate-like patch antenna 72 is provided on the bottom surface of the microwave module 66. The patch antenna 72 includes patch portions 73 and 74 and a strip line 75. The patch portions 73 and 74 are square conductor foils. The strip line 75 is a transmission path for connecting the patch units 73 and 74 and the microwave module 66. The patch antenna 72 is provided with a plurality of patch portions 73 and 74 to increase reception sensitivity. The patch antenna 72 has directivity in the direction orthogonal to the plane and toward the side where the patch portions 73 and 74 are provided. Therefore, the patch antenna 72 has directivity in the downward direction of the main body 2.

  The patch antenna 72 is adjusted so that it can receive radio waves in substantially the same frequency band as the patch antenna 64. For this reason, the patch antenna 72 can receive a radio signal transmitted from the notification object, for example, a microwave having a predetermined frequency transmitted from the speed measuring device. An end of the strip line 75 opposite to the side in contact with the patch portions 73 and 74 is connected to the microwave module 66. The microwave module 66 can receive radio signals via both patch antennas 64 and 72.

  The microwave module 66 outputs an RSSI signal having a voltage level corresponding to the strength of the radio signal received via the patch antennas 64 and 72. Based on the RSSI voltage level output from the microwave module 66, the control unit 10 determines the distance from the host vehicle to the notification object. The control unit 10 outputs sound from the speaker 44 according to the determination result. As a result, the driving support device 1 can notify the driver of information related to a notification target such as a speed measurement device based on a radio signal received via any one of the patch antennas 64 and 72.

  As described above, the patch antenna 72 has directivity in the downward direction of the main body 2. On the other hand, as shown in FIG. 8, the patch antenna 64 is provided on the side surface of the microwave module 66 and has directivity in the diagonally forward left direction of the main body 2. For this reason, the patch antennas 64 and 72 have directivity in directions orthogonal to each other. The antenna 68 built in the GPS module 63 has directivity in the upward direction of the main body 2. For this reason, the patch antenna 72 and the antenna 68 have directivity in opposite directions.

  It is assumed that the main body 2 is detached from the mounting portion 20 and only the main body 2 is held and used by the user. The shape of the main body 2 is a box whose longitudinal direction is the front-rear direction, and the length in the vertical direction is shorter than the length in the left-right direction. For this reason, when the user holds the main body 2 in the breast pocket, the user usually places the main body 2 in the breast pocket with the upper side or the lower side of the main body 2 facing the user. For example, a state is assumed in which the body part 2 is placed in a breast pocket with the upper side facing the user. FIG. 13 shows a state in which the main body part 2 in a state of being placed in a breast pocket is viewed from the front side of the user. The lower side of the main body 2 is in a state of facing the front of the user, that is, the traveling direction when the user walks (the front side in FIG. 13).

  When the main body 2 is placed in the breast pocket as shown in FIG. 13, the patch antenna 72 is in a state of directivity in front of the user. When the wireless signal transmitted from the notification object installed in front of the user arrives from the front (traveling direction) of the user, the direction of strong reception sensitivity at the patch antenna 72 and the arrival direction of the wireless signal are Match. Therefore, in such a case, the patch antenna 72 can receive a radio signal satisfactorily. Accordingly, the driving support device 1 can accurately specify the distance to the notification object such as the speed measurement device installed in front of the user, so that the information regarding the notification object can be accurately determined for the driver. Can be notified.

  On the other hand, since the antenna 68 built in the GPS module 63 has directivity in the upward direction of the main body 2, the antenna 68 is used when the main body 2 is placed in the breast pocket as shown in FIG. 13. It will be in the state which has directivity behind a person. Here, when the radio wave transmitted from the GPS satellite comes from the front of the user, the direction in which the reception sensitivity is strong in the antenna 68 is opposite to the arrival direction of the radio wave. Therefore, in this state, radio waves coming from the front of the user cannot be received satisfactorily. However, radio waves coming from the front of the user collide with the user and are reflected. The direction of the reflected wave coincides with the direction of strong reception sensitivity at the antenna 68. For this reason, the antenna 68 can receive the radio wave transmitted from the GPS satellite satisfactorily by receiving the reflected wave. In particular, since recent GPS antennas are highly sensitive, even radio waves whose intensity is weakened by reflection can be received well. The antenna 68 can satisfactorily receive radio waves that have passed through the user from behind the user. Therefore, the driving assistance device 1 can accurately specify the position of the vehicle based on the received radio wave.

  On the other hand, conversely to FIG. 13, it is assumed that the main body 2 is placed in the breast pocket with the upper side of the main body 2 facing the front of the user. The antenna 68 built in the GPS module 63 has a directivity in front of the user. Therefore, when the radio wave transmitted from the GPS satellite arrives from the front of the user, the antenna 68 can receive this radio wave satisfactorily. The patch antenna 72 is in a state having directivity behind the user. When a radio signal transmitted from a notification object installed in front of the user arrives from the front of the user, the radio signal is reflected by the user, and a reflected wave arrives at the patch antenna 72. For this reason, the patch antenna 72 can satisfactorily receive the radio signal transmitted from the notification object installed in front of the user by receiving the reflected wave.

  As described above, the driving support device 1 includes the patch antenna 72, so that the radio wave transmitted from the notification target such as the speed measurement device is good even when the radio wave arrives from the vertical direction of the main body 2. Can be received. For this reason, when a user removes the main-body part 2 from the attachment part 20, and uses only the main-body part 2 in a breast pocket, it can detect a notification target object correctly and can alert | report to a user. Therefore, the driving support device 1 can be used in both the state of being attached to the helmet 71 and the state of being removed from the helmet 71. The patch antenna 72 and the antenna 68 have directivity in opposite directions, but can receive a reflected wave reflected by the user, so that both the patch antenna 72 and the antenna 68 have good radio waves. Can be received.

  In the driving support device 1, the patch antennas 64 and 72 are connected to the microwave module 66. Therefore, the microwave module 66 can receive radio waves via the patch antennas 64 and 72. Thus, since the module for receiving the radio wave can be shared, the cost of the driving support device 1 can be suppressed.

  In the above description, the patch antenna 72 and the antenna 68 have directivity in opposite directions, but may have directivity in the same direction. For example, when the patch antenna 72 and the antenna 68 have directivity in front of the user in a state where the main body 2 is put in the user's breast pocket, the radio waves coming from the front of the user are patched. Good reception is possible with both the antenna 72 and the antenna 68. On the other hand, when the patch antenna 72 and the antenna 68 have directivity behind the user, radio waves coming from the front of the user are reflected by the user and arrive at the patch antenna 72 and the antenna 68. . Accordingly, in this case as well, radio waves can be satisfactorily received by both the patch antenna 72 and the antenna 68.

  When the driving assistance device 1 is attached to one lateral side of the helmet 71, the weight member 111 having substantially the same weight as the driving assistance device 1 may be attached to the other lateral side of the helmet 71. . Hereinafter, a description will be given with reference to FIG. In FIG. 14, the driving support device 1 is attached to the lower end portion of the left side surface of the helmet 71. In addition, a weight member 111 is attached to the lower end portion of the right side surface of the helmet 71. The weight member 111 has a shape in which the driving support device 1 is reversed left and right, and the joy button 11, the push buttons 12 and 13, and the LED 14 are removed. The weight member 111 is attached to the helmet 71 by a helmet mount 112 and a wire clip 113. The weight of the weight member 111 is substantially the same as the weight of the driving support device 1.

  By attaching the weight member 111 to the helmet 71, the weight distribution applied to the left and right of the helmet 71 can be made uniform by the driving support device 1 and the weight member 111. As a result, the force applied to the left and right sides of the helmet 71 can be made substantially uniform, so that the load on the driver wearing the helmet 71 can be reduced. When the weight distribution of the driving support device 1 and the weight member 111 is uneven, an excessive load is applied to one side of the helmet 71, so that the driver feels uncomfortable. On the other hand, by making the load distribution uniform, it becomes difficult for the driver to feel the load of the helmet 71, so that the driver can drive comfortably.

  The shapes of the driving support device 1 and the weight member 111 are symmetrical. That is, the weight member 111 is virtually shaped so that the distance from the driving support device 1 and the weight member 111 is equal in a state where the driving support device 1 and the weight member 111 are attached to symmetrical positions on the left and right side surfaces of the helmet 71. The shape of the driving support device 1 and the shape of the mirror image are symmetrical with respect to the symmetrical plane arranged in the left-right direction, that is, the symmetrical plane virtually provided in the front-rear direction passing through the substantially horizontal center of the helmet 71. Thus, the air resistance generated in the weight member 111 during traveling is substantially the same as the air resistance generated in the driving support device 1. For this reason, the force applied to the lateral side surface of the helmet 71 to which the weight member 111 is attached and the force applied to the lateral side surface to which the main body 2 is attached are substantially the same. As a result, the air resistance applied to the driving support device 1 and the weight member 111 can be kept uniform while the vehicle is traveling, so that a large force is applied only to the left or right direction of the traveling helmet 71. Can be prevented. Therefore, the weight member 111 can prevent the driver from feeling uncomfortable by applying an even force to the left and right sides of the helmet 71.

  In the above description, since the shape of the driving support device 1 and the shape of the weight member 111 have a bilaterally symmetric relationship, for example, by making the shape of the driving support device 1 a bilaterally symmetric shape, The weight member 11 can have the same shape. By sharing the shape between the driving support device 1 and the weight member 111, not only can a large force be applied to the traveling helmet 71 only in either the left or right direction, but also the driving support device 1 and Since the same housing | casing can be used with the weight member 111, the manufacturing cost of the driving assistance apparatus 1 and the weight member 111 can be suppressed.

  In the above description, as for the shapes of the driving support device 1 and the weight member 111, the difference between the forces applied to the left and right of the traveling helmet 71 can be reduced if at least the front shape satisfies the above-described conditions.

  As the shapes of the driving support device 1 and the weight member 111, for example, the driving support device 1 and the weight member 111 are viewed from the front of the helmet 71 in a state where the driving support device 1 and the weight member 111 are mounted on the helmet 71. It is preferable to reduce the surface area in this case because the wind pressure applied to the driving support device 1 and the weight member 111 can be suppressed, and the air resistance is reduced.

  The driving assistance device 1 may include two different housings (a first portion and a second portion). Hereinafter, the driving assistance apparatus 7 in the modification of this invention is demonstrated with reference to FIG. The driving support device 7 includes a first portion 8 and a second portion 9. The first part 8 is attached to the lower end of the left side surface of the helmet 71. The second part 9 is attached to the lower end of the right side surface of the helmet 71.

  The shape of the first part 8 is the same as that of the driving support device 1 in the above-described embodiment. The first portion 8 is attached to the lower end of the left side surface of the helmet 71 by a wire clip 124 and a helmet mount 125. The first part 8 is provided with a joy button 121 and push buttons 122 and 123.

  The second portion 9 has a shape obtained by horizontally inverting the first portion 8. The second portion 9 is attached to the lower end portion of the right side surface of the helmet 71 by a wire clip 134 and a helmet mount 135. The second portion 9 is provided with a joy button 131 and push buttons 132 and 133. The OY button and the push button may be provided on any one of the first portion 8 and the second portion 9.

  The shapes of the first part 8 and the second part 9 are symmetrical. That is, in the state where the first portion 8 and the second portion 9 are attached at symmetrical positions on the left and right side surfaces of the helmet 71, the shape of the first portion 8 and the second portion 9 is the distance from the first portion 8 and the second portion 9. The shape of the first portion 8 and the shape of the second portion 9 are symmetrical with respect to a symmetry plane virtually arranged at the same position, that is, a symmetry plane virtually provided in the front-rear direction through the center of the helmet 71 in the left-right direction. Mirror image symmetry. Thereby, the air resistance generated in the first portion 8 during traveling and the air resistance generated in the second portion 9 are substantially the same. For this reason, the force applied to the left and right side surfaces of the helmet 71 is substantially the same. As a result, the air resistance applied to the first portion 8 and the second portion 9 can be kept even during traveling of the vehicle, so that a large force is applied only in either the left or right direction to the traveling helmet 71. Can be prevented. As a result, the driving support device 7 can prevent the driver from feeling uncomfortable.

  In the above description, since the shape of the first portion 8 and the shape of the second portion 9 have a left-right symmetric relationship, for example, the shapes of the first portion 8 and the second portion 9 are respectively left-right symmetric shapes. Thus, the first portion 8 and the second portion 9 can have the same shape. By sharing the shape between the first portion 8 and the second portion 9, not only can a large force be applied to the traveling helmet 71 only in either the left or right direction, but also the first portion 8 and the second portion 9 can be prevented. Since the same housing | casing can be used by the two parts 9, the manufacturing cost of the driving assistance device 7 can be suppressed.

  Further, the microwave module 66 and the patch antenna 64 (see FIG. 8) are provided in the first portion 8. The GPS module 63 and the antenna 68 (see FIG. 7) are provided in the second portion 9. The control unit 10 is provided in the first portion 8. The earphone plug 41 is inserted into the earphone jack 42 (see FIG. 7) of the first part 8. Thereby, the speaker 44 and the contact sensor 45 can be used.

  Note that wired communication and wireless communication may be performed between the first portion 8 and the second portion 9. Data relating to the position coordinates of the host vehicle may be transmitted from the second portion 9 to the first portion 8. The control unit 10 provided in the first part 8 may control the sound output from the speaker 44 based on the position coordinate data of the host vehicle received from the second part 9. The control unit 10 may be provided in the second portion 9. The earphone plug 41 may be inserted into the earphone jack 42 of the second portion 9.

  The first portion 8 and the second portion 9 are adjusted so as to have substantially the same weight. As described above, in the driving support device 7, the first portion 8 and the second portion 9 having substantially the same weight are attached to the left and right side surfaces of the helmet 71, respectively. To make it uniform. As a result, the load on the driver wearing the helmet 71 is reduced. When the weight distribution of the first part 8 and the second part 9 is non-uniform, an excessive load is applied to one side of the helmet 71, so the driver feels uncomfortable. On the other hand, by making the load distribution uniform, it becomes difficult for the driver to feel the load of the helmet 71, so that the driver can drive comfortably.

  Here, when the weight of each of the first portion 8 and the second portion 9 is about 100 grams or more, the weight distribution of the first portion 8 and the second portion 9 is made uniform by right and left, and particularly excellent effects. Demonstrate. This is because when the weight of the driving support device 7 is relatively heavy, the driver tends to feel uncomfortable unevenness of the left and right balances. On the other hand, when each weight of the 1st part 8 and the 2nd part 9 is lighter than about 100 grams, it becomes difficult for a driver | operator to feel the unevenness of the right and left weight balance unpleasantly. For this reason, in such a case, like the driving assistance apparatus 1, you may provide only one housing | casing, without dividing | segmenting into the 1st part 8 and the 2nd part 9. FIG.

  In the above description, as for the shapes of the first portion 8 and the second portion 9, the difference in the force applied to the left and right with respect to the traveling helmet 71 can be reduced if at least the front shape satisfies the above-described conditions.

  In addition, as the shape of the 1st part 8 and the 2nd part 9, the 1st part 8 and the 2nd part 9 were seen from the front of the helmet 71 in the state with which the 1st part 8 and the 2nd part 9 were mounted | worn with the helmet 71, for example. It is preferable to reduce the surface area in this case because the air pressure applied to the first portion 8 and the second portion 9 can be suppressed, and the air resistance is reduced.

  In the driving support device 7, the first portion 8 including the microwave module 66 and the patch antenna 64 is the left side corresponding to the lateral side surface on the side road side of the road when the vehicle travels on the road, out of the left and right side surfaces of the helmet 71. It will be attached to the surface. The microwave module 66 receives a radio signal transmitted from the notification target via the patch antenna 64. Therefore, when the first portion 8 including the microwave module 66 and the patch antenna 64 is attached to the left side of the helmet 71, the radio signal transmitted from the notification target can be received better. Since the notification target is usually installed on the side of the road, it is difficult to be affected by obstacles such as buildings and signs by bringing the patch antenna 64 closer to the side of the road. is there. Therefore, the driving support device 7 can accurately recognize that the notification target is approaching, and thus can accurately notify the driver.

  On the other hand, in the driving support device 7, the second portion 9 including the GPS module 63 and the antenna 68 is the right side corresponding to the lateral side surface on the center side of the road when the vehicle travels on the road among the left and right side surfaces of the helmet 71. Attached to the surface. The GPS module 63 receives radio waves transmitted from GPS satellites via the antenna 68. Therefore, when the second portion 9 including the GPS module 63 and the antenna 68 is attached to the right side of the helmet 71, radio waves transmitted from GPS satellites can be received better. This is because the center side of the road is often a relatively open space, and radio waves transmitted from GPS satellites are not easily shielded by buildings such as buildings. Therefore, the driving assistance device 7 can accurately specify the position of the vehicle.

  In the above description, the microwave module 66 and the patch antenna 64 are stored in the first portion 8, and the GPS module 63 and the antenna 68 are stored in the second portion 9. For example, all electronic devices may be stored in one of the first portion 8 and the second portion 9. In this case, only the weight for equalizing the weight distribution of the first portion 8 and the second portion 9 may be stored on the side where the electronic device is not stored. Thereby, since the structure of the driving assistance apparatus 7 can be simplified, the manufacturing cost of the driving assistance apparatus 7 can be suppressed. In this case, the part on the side where the electronic device is not stored may be a smaller casing than the part on the side where the electronic device is stored.

  Further, for example, among the electronic devices stored in the driving support device 7, only the patch antenna 64 and the microwave module 66 may be stored in the first portion 8, and only the antenna 68 and the GPS module 63 may be stored in the second portion 9. Good. The remaining electronic devices including the control unit 10 may be stored in a housing attached to the back surface of the helmet 71. The cable 43 may be connected to the housing. The first part 8 and the second part 9 may perform wired communication and wireless communication with a newly provided casing. The RSSI output from the microwave module 66 and the position coordinate information transmitted from the GPS module 63 may be transmitted to the housing by wired communication or wireless communication. As a result, since the minimum necessary weight load is applied to the lateral side surface of the helmet 71, the right and left weight distribution applied to the helmet 71 can be made more uniform.

  The main body 2 may have a waterproof structure. As a result, when the main body 2 is detached from the mounting portion 20 and used, the main body 2 can be used even in an environment where the main body 2 gets wet. Therefore, the usability of the main body 2 is improved. Can do.

  As a specific example of the radio signal transmitted from the notification target, in addition to the microwave (radar signal) of a predetermined frequency, the radio signal transmitted from the control communication radio, transmission / reception between each police headquarters and the mobile station Digital radio signals to be used, radio signals used in police mobile phone systems, radio signals transmitted from emergency vehicles, and the like.

DESCRIPTION OF SYMBOLS 1, 7 Driving support device 2 Main part 8 First part 9 Second part 10 Control part 11, 121, 131 JOY button 12, 13, 122, 123, 132, 133 Push button 15 Storage part 20 Attachment part 21, 113, 124 , 134 Wire clip 31, 112 Helmet mount 41 Earphone plug 42 Earphone jack 43 Cable 44 Speaker 45 Contact sensor 52 USB jack 64 Patch antenna 68 Antenna 71 Helmet 111 Weight member

Claims (19)

A device attached to a helmet,
Consumption based on the first control for controlling the vibration means attached to the helmet to vibrate the sound and causing the driver to recognize the sound, and the state of the helmet detected by the detection means attached to the helmet Control means for performing second control for controlling electric power;
A main body including at least the control means;
Storage control means for specifying the position of the vehicle and storing the history of the specified vehicle position in the storage means;
In order to output the history of the position of the vehicle stored in the storage means to an external device, connection means for connecting to the external device;
Based on the state of the helmet detected by the detection means, and a determination means for determining whether or not the driver has taken off the helmet,
When it is determined by the determining means that the driver has taken off the helmet, the control means, as the second control, when the external device is not connected by the connecting means, A device that performs control not to turn off the power of the device when the power is turned off and the external device is connected by the connecting means.   The apparatus according to claim 1, further comprising an attachment portion that is detachably attached to the body portion and attaches the body portion to the helmet. A device attached to a helmet,
First control for performing control for causing the driver to recognize sound by vibrating the vibration means attached to the helmet based on an electrical signal, and the helmet detected by the detection means attached to the helmet The control means for performing the second control for specifying the state of the power supply via the electric signal and controlling the power consumption;
A main body including at least the control means;
An attachment part for being detachably attached to the main body part, and attaching the main body part to the helmet;
With
When the main body is attached to the mounting portion, the vibration means and the detection means and the main body are electrically connected,
When the main body is removed from the attachment portion, the vibration means and the detection means remain attached to the helmet, and the vibration means, the detection means, and the main body are electrically connected. A device characterized by being cut into pieces. A device attached to a helmet,
Consumption based on the first control for controlling the vibration means attached to the helmet to vibrate the sound and causing the driver to recognize the sound, and the state of the helmet detected by the detection means attached to the helmet Control means for performing second control for controlling electric power;
A main body including at least the control means;
An attachment part for being detachably attached to the main body part, and attaching the main body part to the helmet;
Based on the state of the helmet detected by the detection means, and a determination means for determining whether or not the driver has taken off the helmet,
When it is determined by the determination means that the driver has taken off the helmet, the control means, as the second control, when the main body portion is attached to the attachment portion, A device that performs control not to turn off the power of the device when the power is turned off and the main body is removed from the attachment portion. The apparatus according to any one of claims 2 to 4 , further comprising detection means provided in the attachment portion. A first antenna that receives radio waves for specifying a position of a vehicle, wherein the device is attached to the helmet by the attachment portion, and is in a first direction that is outward with respect to a side surface of the helmet. A first antenna having directivity;
A second antenna for receiving radio waves from a traffic monitoring device installed on a road, wherein the device is attached to the helmet and in the same direction as the traveling direction of a vehicle driven by a driver wearing the helmet apparatus according to any one of claims 2 to 5, characterized in that a second antenna having a directivity in the second direction is. A device attached to a helmet,
A first antenna for receiving a radio wave for specifying a position of a vehicle, wherein the device is attached to the helmet and has directivity in a first direction which is an outward direction with respect to a side surface of the helmet. The first antenna,
A second antenna for receiving radio waves from a traffic monitoring device installed on a road, wherein the device is attached to the helmet and in the same direction as the traveling direction of a vehicle driven by a driver wearing the helmet A second antenna having directivity in the second direction,
An antenna that receives radio waves from the traffic monitoring device and includes a third antenna different from the second antenna;
The apparatus according to claim 3, wherein the third antenna has directivity in a third direction orthogonal to the second direction. A device attached to a helmet,
A first antenna for receiving a radio wave for specifying a position of a vehicle, wherein the device is attached to the helmet and has directivity in a first direction which is an outward direction with respect to a side surface of the helmet. The first antenna,
A second antenna for receiving radio waves from a traffic monitoring device installed on a road, wherein the device is attached to the helmet and in the same direction as the traveling direction of a vehicle driven by a driver wearing the helmet A second antenna having directivity in the second direction,
An antenna that receives radio waves from the traffic monitoring device and includes a third antenna different from the second antenna;
The first direction is orthogonal to the second direction,
The third antenna has directivity in a third direction which is the same direction as the first direction or a direction opposite to the first direction. Apparatus according to claim 7 or 8, characterized in that it comprises a common module responsible for receiving process of the second antenna and the radio waves received through the third antenna. The vehicle position is specified based on the radio wave received via the first antenna, and control is performed to cause the driver to recognize the sound based on the specified vehicle position via the vibration means. An apparatus according to any one of claims 6 to 9 . The apparatus according to any one of claims 6 to 10 , wherein when receiving a radio wave via the second antenna, control is performed to make the driver recognize the sound via the vibration means. Apparatus according to any one of claims 1 to 11, further comprising a detection means provided on the inside of the helmet. The apparatus according to any one of claims 1 to 11 , further comprising detection means provided at a lower end of the helmet and at a position not in contact with a driver wearing the helmet. Apparatus according to any one of claims 1, characterized in that a proximity sensor for detecting that an object has approached the detection unit 1 3. Vibration means capable of causing a driver to recognize sound by vibrating based on an electrical signal;
Detection means for detecting the state of the helmet;
With
Said first wiring connected to the vibrating means, and said second wiring connected to the detection means, is covered with the same coating, either of claims 1 to 1 4, characterized in that it is integrated A device according to the above. The apparatus according to claim 1 1 5, characterized in that attached to the lateral sides and bottom of the helmet. A system comprising the device according to any one of claims 1 to 16 and a weight member,
The weight of the weight member which is a member attached to the opposite side to the side to which the device is attached in the helmet, and the weight of the device are substantially the same. The shape of the device is based on the air resistance generated in the device during traveling, based on the force applied to the side surface of the helmet to which the device is attached and the air resistance generated on the weight member, The system according to claim 17 , wherein the force applied to the side surface to which the weight member is attached is substantially the same. At least the forward shape of the device and the forward shape of the weight member are positions where the distance from the device and the weight member is equal when the device and the weight member are attached to the helmet. the system of claim 1 7 or 1 8, characterized in that it has a shape which is mirror symmetrical when placed at symmetrical positions with respect to a symmetry plane that is located virtually.

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