JP2021043872A - Operation support device - Google Patents

Abstract

To make an alarm at appropriate timing.SOLUTION: An operation support device 1 includes: a vehicle speed acquisition section 121 for acquiring a vehicle speed of an own vehicle; a lap rate specification section 122 for specifying a lap rate between the own vehicle and a preceding vehicle; a relative speed acquisition section 123 for acquiring a relative speed of the own vehicle to the preceding vehicle; a distance acquisition section 126 for previously acquiring a first distance obtained by multiplying a first time determined according to the lap rate and a second distance determined according to the vehicle speed as an interval between the own vehicle and the preceding vehicle and when the lap rate is a predetermined value or higher, acquiring a third distance obtained by multiplying a second time determined according to a relative speed; and a reference determination section 127 for determining the longest distance of the plurality of distances acquired by the distance acquisition section as a reference distance for determining the timing for outputting an alarm.SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving support device that supports the driving of a vehicle.

A technique for activating an alarm device of the own vehicle to give an alarm when the time until the own vehicle collides with a preceding vehicle becomes shorter than a predetermined time is disclosed (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2016-190613

When the driver who drives the own vehicle is likely to collide with the preceding vehicle, the driver drives the own vehicle and takes an evasive action so as not to collide with the preceding vehicle. The avoidance behavior performed by the driver changes according to the driving conditions of the own vehicle and the preceding vehicle. Therefore, if the warning is given according to a predetermined timing without considering the driving situation, the timing of giving the warning to the driver who intends to perform the avoidance action may be too early.

Therefore, the present invention has been made in view of these points, and an object of the present invention is to provide a technique for issuing an alarm at an appropriate timing.

In the first aspect of the present invention, a vehicle speed acquisition unit that acquires the vehicle speed of the own vehicle, a lap rate specifying unit that specifies the lap ratio between the own vehicle and the preceding vehicle, and the own vehicle and the preceding vehicle The relative speed acquisition unit for acquiring the relative speed, the first distance obtained by multiplying the relative speed by the first time determined according to the lap rate, and the vehicle speed as the distance between the own vehicle and the preceding vehicle in advance. When the lap ratio is equal to or greater than a predetermined threshold value, the third distance obtained by multiplying the second time determined according to the relative velocity by the relative velocity is further obtained. A driving support device having a distance acquisition unit to be acquired and a reference determination unit for determining the longest distance among a plurality of distances acquired by the distance acquisition unit as a reference distance for determining the timing of outputting an alarm. provide.

The driving support device further includes an instruction acquisition unit that acquires an instruction to advance the timing or an instruction to delay the timing, and the distance acquisition unit is said to be in the first time including a change time determined according to the instruction. The first distance multiplied by the relative speed is acquired, and the third distance obtained by multiplying the second time including the change time determined according to the instruction by the relative speed is acquired.

The driving support device further includes an instruction acquisition unit that acquires an instruction to advance or delay the timing, and the distance acquisition unit multiplies the vehicle speed by a set time determined in response to the instruction. Get 2 distances.

In the driving support device, the relative distance acquisition unit that acquires the relative distance between the own vehicle and the preceding vehicle and the relative distance acquired by the relative distance acquisition unit are obtained from the reference distance determined by the reference determination unit. It also has an output control unit that outputs the alarm when the distance is shortened.

The distance acquisition unit does not acquire the first distance and the second distance when the lap ratio is less than the output determination threshold value lower than the predetermined threshold value.

According to the present invention, there is an effect that an alarm can be issued at an appropriate timing.

It is a figure which shows the structure of the driving support device. It is a figure which shows typically the graph which shows the 1st distance, the 2nd distance, and the 3rd distance. It is a figure for demonstrating the reference distance. It is a flowchart of the process which outputs an alarm.

[Configuration of driving support device according to the embodiment]
The driving support device of the embodiment determines the timing at which the alarm is output according to the driving situation, so that the alarm is output at an appropriate timing corresponding to the driver's avoidance behavior that changes depending on the driving situation. Hereinafter, the configuration of the driving support device 1 will be described with reference to FIG. FIG. 1 is a diagram showing a configuration of a driving support device 1. The own vehicle on which the driving support device 1 is mounted includes an operation unit 2, a vehicle speed sensor 3, a preceding vehicle detection unit 4, and an alarm unit 5.

The operation unit 2 is an operation unit in which the driver of the own vehicle performs various operations. The operation unit 2 includes, for example, a switch, a touch panel, and the like.
The vehicle speed sensor 3 is a vehicle speed sensor that detects the vehicle speed of the own vehicle.

The preceding vehicle detection unit 4 detects the preceding vehicle that precedes the own vehicle. The preceding vehicle detection unit 4 includes, for example, an imaging unit that images the front of the own vehicle in the traveling direction, and a LIDAR (Laser Imaging Detection and Ranging) that scans the front of the own vehicle in the traveling direction. The preceding vehicle detection unit 4 detects the preceding vehicle of the own vehicle based on the captured image captured by the imaging unit and the information acquired by the LIDAR scanning the front of the own vehicle. For example, the preceding vehicle detection unit 4 detects the relative position of the preceding vehicle with respect to the own vehicle, the relative speed between the own vehicle and the preceding vehicle, and the relative distance between the own vehicle and the preceding vehicle.

The alarm unit 5 includes, for example, a speaker or a buzzer that outputs sound. The alarm unit 5 outputs an alarm according to the control of the control unit 12 of the driving support device 1.

The driving support device 1 includes a storage unit 11 and a control unit 12. The storage unit 11 is a storage medium including a ROM (Read Only Memory), a RAM (Random Access Memory), a hard disk, and the like. The storage unit 11 stores a program executed by the control unit 12.

The control unit 12 is a computing resource including a processor such as a CPU (Central Processing Unit). By executing the program stored in the storage unit 11, the control unit 12 executes the vehicle speed acquisition unit 121, the lap rate specifying unit 122, the relative speed acquisition unit 123, the relative distance acquisition unit 124, the instruction acquisition unit 125, and the distance acquisition unit. It realizes the functions of 126, the reference determination unit 127, and the output control unit 128. The vehicle speed acquisition unit 121 acquires the vehicle speed of the own vehicle detected by the vehicle speed sensor 3.

The lap rate specifying unit 122 specifies the lap rate between the own vehicle and the preceding vehicle. The lap ratio is a value indicating the overlap of the positions of the own vehicle and the preceding vehicle in the vehicle width direction. For example, the lap ratio specifying unit 122 determines the distance between one side of the preceding vehicle (for example, the left side) and the other side of the own vehicle (for example, the right side) based on the relative position of the preceding vehicle with respect to the own vehicle detected by the preceding vehicle detecting unit 4. Is divided by the width of the own vehicle to specify the lap rate. When the width of the own vehicle is larger than the width of the preceding vehicle, the lap ratio specifying unit 122 divides the distance from one side of the own vehicle to the other side of the preceding vehicle by the width of the own vehicle. The value obtained is specified as the lap rate.

The relative speed acquisition unit 123 acquires the relative speed between the own vehicle and the preceding vehicle detected by the preceding vehicle detection unit 4.
The relative distance acquisition unit 124 acquires the relative distance between the own vehicle and the preceding vehicle detected by the preceding vehicle detection unit 4.

The instruction acquisition unit 125 acquires an instruction to change the timing based on the operation performed on the operation unit 2. The instruction to change the timing is, for example, an instruction to advance the timing of issuing an alarm or an instruction to delay the timing of issuing an alarm. By operating the operation unit 2, the driver can input an instruction to advance the timing of issuing the alarm or an instruction to delay the timing of issuing the alarm.

The distance acquisition unit 126 acquires a distance that is a candidate for a reference distance for determining the timing for outputting an alarm. For example, the distance acquisition unit 126 acquires the first distance based on the lap ratio and the second distance based on the vehicle speed of the own vehicle. Further, the distance acquisition unit 126 acquires a third distance based on the relative speed when the lap ratio is equal to or greater than a predetermined threshold value. The predetermined threshold value is a braking recommended threshold value for determining whether or not to promote avoidance behavior by braking. The specific value of the recommended braking threshold is, for example, 50%. Hereinafter, each of the plurality of distances acquired by the distance acquisition unit 126 will be described.

The distance acquisition unit 126 acquires the first distance obtained by multiplying the first time determined according to the lap rate by the relative speed. For example, the first time is the sum of the value obtained by multiplying the lap rate by the first coefficient and the first constant. The first coefficient and the first constant may be appropriately set based on an experiment for measuring the distance between the own vehicle and another vehicle in which the driver starts the avoidance action by steering.

The distance acquisition unit 126 may acquire the first distance obtained by multiplying the first time including the change time determined according to the instruction acquired by the instruction acquisition unit 125 by the relative speed. In this case, the first time is a value obtained by multiplying the lap rate by the first coefficient and the sum of the first constant and the change time. Specifically, the distance acquisition unit 126 acquires the first distance obtained by multiplying the first time including the change time reduced in response to the instruction to accelerate the timing acquired by the instruction acquisition unit 125 by the relative speed. Further, the distance acquisition unit 126 acquires the first distance obtained by multiplying the first time including the change time increased in response to the instruction to delay the timing acquired by the instruction acquisition unit 125 by the relative speed. The change time is not limited to a positive value, but may be zero or a negative value.

The distance acquisition unit 126 acquires a second distance determined in advance according to the vehicle speed as the distance between the own vehicle and the preceding vehicle. For example, the distance acquisition unit 126 acquires a second distance obtained by multiplying the set time determined according to the instruction acquired by the instruction acquisition unit 125 by the vehicle speed of the own vehicle acquired by the vehicle speed acquisition unit 121. Specifically, the distance acquisition unit 126 acquires a second distance obtained by multiplying the set time set to be smaller in response to an instruction to accelerate the timing by the vehicle speed. Further, the distance acquisition unit 126 acquires a second distance obtained by multiplying the set time set to increase in response to the instruction to delay the timing by the vehicle speed.

When the lap rate is equal to or higher than the recommended braking threshold value, the distance acquisition unit 126 further acquires a third distance obtained by multiplying the second time determined according to the relative speed by the relative speed. For example, the second time is the sum of the value obtained by multiplying the relative velocity by the second coefficient and the second constant. The second coefficient and the second constant may be appropriately set based on the braking performance of the own vehicle on which the driving support device 1 is mounted.

The distance acquisition unit 126 acquires a third distance obtained by multiplying the second time including the change time determined according to the instruction acquired by the instruction acquisition unit 125 by the relative speed. In this case, the second time is a value obtained by adding the change time to the sum of the value obtained by multiplying the relative velocity by the second coefficient and the second constant. For example, the distance acquisition unit 126 acquires a third distance obtained by multiplying the second time including the change time reduced according to the instruction to accelerate the timing acquired by the instruction acquisition unit 125 by the relative speed. Further, the distance acquisition unit 126 acquires a third distance obtained by multiplying the second time including the change time increased in response to the instruction to delay the timing acquired by the instruction acquisition unit 125 by the relative speed. The change time is not limited to a positive value, but may be zero or a negative value.

The first distance indicates the lower limit of the distance at which the driver of the own vehicle performs the avoidance action by steering. In other words, the first distance is the lower limit of the distance between the own vehicle and the preceding vehicle from which the avoidance action by steering should be started. The second distance indicates the lower limit of the distance recommended as the distance between the own vehicle and the preceding vehicle in order to improve safety. That is, the second distance is a distance indicating an interval that may reduce safety. The third distance indicates the lower limit of the interval at which the own vehicle can brake and stop before colliding with the preceding vehicle. As described above, the first distance, the second distance, and the third distance are distances indicating the lower limit of the distance between the own vehicle and the preceding vehicle.

FIG. 2 is a diagram schematically showing a graph showing a first distance, a second distance, and a third distance. The horizontal axis of the graph shown in FIG. 2 is the relative velocity RV, and the vertical axis is the distance RD. The graph of FIG. 2 is a graph when the lap rate is equal to or higher than the recommended braking threshold value. The long dashed line shown in the graph indicates the first distance L1. The solid line indicates the second distance L2. The short dashed line indicates the third distance L3. It should be noted that each of the plurality of distances shown in the graph of FIG. 2 appropriately changes according to changes in the lap ratio, the relative speed, or the vehicle speed of the own vehicle.

The reference determination unit 127 determines the longest distance among the plurality of distances acquired by the distance acquisition unit 126 as a reference distance for determining the timing for outputting the alarm. FIG. 3 is a diagram for explaining a reference distance. The horizontal axis of the graph shown in FIG. 3 is the relative velocity RV, and the vertical axis is the distance RD. The thick solid line indicates the reference distance KD determined by the reference determination unit 127.

As shown in FIG. 3, the reference determination unit 127 determines the second distance L2, which is the longest distance among the plurality of distances, as the reference distance while the relative velocity RV is from zero to RV1. The reference determination unit 127 determines the first distance L1, which is the longest distance among the plurality of distances, as the reference distance while the relative velocity RV is from RV1 to RV2. When the relative velocity RV becomes larger than RV2, the reference determination unit 127 determines the third distance L3, which is the longest distance among the plurality of distances, as the reference distance.

In this way, the reference determination unit 127 determines the longest distance among the plurality of distances based on the lap ratio, the relative speed, and the vehicle speed of the own vehicle as the reference distance according to the relative speed. By doing so, the reference determination unit 127 can determine an appropriate reference distance that is not too short as the lower limit of the distance between the own vehicle and the preceding vehicle that promotes avoidance behavior. On the contrary, the distance that is not the longest of the plurality of distances is too short as the lower limit of the distance between the own vehicle and the preceding vehicle, and is not appropriate as the reference distance. Hereinafter, a specific example will be described in which the distance that is not the longest of the plurality of distances is too short as the lower limit of the distance between the own vehicle and the preceding vehicle.

First, a case where the relative velocity is relatively small (for example, a case where it is smaller than RV1) will be described. In this case, the first or third distance is shorter than the second distance. When the relative speed is relatively small and the alarm is output when the relative distance becomes shorter than the first distance or the third distance, the relative distance becomes too short. If the relative distance is too short, for example, it becomes difficult to respond to a sudden change in the traveling condition of the preceding vehicle, which reduces safety. Therefore, when the relative speed is relatively small, it is too late to output an alarm when the relative distance becomes shorter than the first distance or the third distance as a timing for prompting the avoidance action.

Next, a case where the relative velocity is relatively large (for example, a case where the relative velocity is larger than RV2) will be described. In this case, the second distance is shorter than the first or third distance. When the relative speed is relatively high and the alarm is output when the relative distance becomes the second distance, the own vehicle will move even if the driver who recognizes the alarm takes an avoidance action by steering or braking. There is a concern that it will collide with the preceding vehicle. Therefore, when the relative speed is relatively large, it is too late to output an alarm when the relative distance becomes shorter than the second distance as a timing for prompting the avoidance action.

As described above, each of the plurality of distances is an appropriate distance as an interval for promoting avoidance behavior in a specific driving situation, but is not an appropriate distance because it is too short in other driving situations. That is, it is too late to output an alarm when the relative distance becomes shorter than the distance that is not the longest of the plurality of distances as a timing for prompting the avoidance action.

Therefore, the reference determination unit 127 determines the longest distance among the plurality of distances as the reference distance, thereby determining a distance that is not too short as the lower limit of the interval for promoting avoidance behavior. Further, since each of the plurality of distances acquired by the distance acquisition unit 126 is a distance indicating the lower limit of the distance between the own vehicle and the preceding vehicle according to the traveling situation, the reference determination unit 127 is too long as an interval for promoting avoidance action. No reference distance can be determined. That is, the reference determination unit 127 can determine an appropriate distance as the distance between the own vehicle and the preceding vehicle, which encourages the driver to take evasive action, as the reference distance.

The output control unit 128 outputs an alarm when the relative distance specified by the relative distance acquisition unit 124 becomes shorter than the reference distance determined by the reference determination unit 127. In this way, the output control unit 128 outputs an alarm when the relative distance becomes shorter than the reference distance appropriately determined by the reference determination unit 127, so that the driver who intends to take an evasive action is notified. It is possible to output an alarm at an appropriate timing that is neither too early nor too late as a timing for prompting avoidance action.

Further, the output control unit 128 may output an alarm after the relative distance becomes shorter than the reference distance and before the relative distance becomes shorter than the stop distance until the own vehicle brakes and stops. For example, the output control unit 128 outputs an alarm before the relative distance becomes shorter than the stopping distance including the braking distance traveled between the start of braking and the stop of the own vehicle. Further, the stop distance may include the idle running distance traveled between the time when the alarm is output and the time when the own vehicle starts braking. The output control unit 128 may brake the own vehicle when the relative distance becomes shorter than the stop distance.

The distance acquisition unit 126 does not have to acquire the first distance and the second distance when the lap rate acquired by the vehicle speed acquisition unit 121 is less than the output determination threshold value lower than the recommended braking threshold value. The output determination threshold value is a threshold value for determining whether or not to output an alarm. The specific value of the output determination threshold value is, for example, 10%. Further, the output control unit 128 does not output an alarm when the lap rate is less than the output determination threshold value lower than the braking recommended threshold value. By doing so, the output control unit 128 can suppress the output of an alarm when the lap rate is low and the need to encourage avoidance behavior is low.

[Process to output an alarm]
The flow of the process of outputting the alarm will be described with reference to FIG. FIG. 4 is a flowchart of a process for outputting an alarm. In the flowchart of FIG. 4, it is assumed that the lap ratio is specified and the vehicle speed, relative speed, and relative distance of the own vehicle are acquired.

First, the distance acquisition unit 126 determines whether or not the lap rate is equal to or greater than the output determination threshold value (step S1). When the lap rate is less than the output determination threshold value (No in step S1), the distance acquisition unit 126 does not acquire the first distance, the second distance, and the third distance, and ends the process. When the lap rate is equal to or higher than the output determination threshold value (Yes in step S1), the distance acquisition unit 126 determines whether or not the lap rate is equal to or higher than the braking recommended threshold value (step S2).

When the lap rate is equal to or higher than the recommended braking threshold value (Yes in step S2), the distance acquisition unit 126 acquires the first distance, the second distance, and the third distance (step S3). Then, the reference determination unit 127 determines the longest distance among the first distance, the second distance, and the third distance acquired by the distance acquisition unit 126 as the reference distance (step S4).

When the lap rate is less than the recommended braking threshold value (No in step S2), the distance acquisition unit 126 acquires the first distance and the second distance (step S5). Then, the reference determination unit 127 determines the longest distance among the first distance and the second distance acquired by the distance acquisition unit 126 as the reference distance (step S6).

Subsequently, the output control unit 128 determines whether or not the relative distance is shorter than the reference distance (step S7). The output control unit 128 ends the process when the relative distance is not shorter than the reference distance (No in step S7). When the relative distance is shorter than the reference distance (Yes in step S7), the output control unit 128 causes the alarm unit 5 to output an alarm (step S8).

The driving support device 1 periodically executes a process of outputting an alarm. For example, the driving support device 1 specifies the lap rate every 100 milliseconds, acquires the relative speed, the relative distance, and the vehicle speed of the own vehicle, and executes a process of outputting an alarm. By doing so, the driving support device 1 can output an alarm according to a change in the traveling situation of the own vehicle or the preceding vehicle.

(Modification example 1)
The distance acquisition unit 126 acquires the third distance after the lap rate becomes equal to or higher than the recommended determination threshold value until the lap rate becomes less than the history threshold value smaller than the recommended determination threshold value. The history threshold is determined according to the recommended determination threshold. For example, the history threshold is a value obtained by subtracting a predetermined value from the recommended determination threshold. The specific value of the history threshold value is 40% when the recommended determination threshold value is 50%. By doing so, the driving support device 1 can reduce the frequency at which the determination as to whether or not to acquire the third distance is switched, so that it is possible to suppress the frequent switching of the alarm timing.

(Modification 2)
When the output control unit 128 outputs an alarm when the relative distance becomes shorter than the reference distance, the output control unit 128 outputs an alarm until the relative distance becomes an alarm stop distance longer than the reference distance. That is, the output control unit 128 stops the alarm when the relative distance becomes shorter than the reference distance and then the relative distance changes and the relative distance becomes equal to or greater than the alarm stop distance. By doing so, the driving support device 1 can prevent the alarm from being output immediately after the alarm is stopped.

The distance acquisition unit 126 acquires the alarm stop distance corresponding to the longest distance among the acquired plurality of distances. For example, when the longest distance is the first distance, the distance acquisition unit 126 acquires the alarm stop distance obtained by multiplying the time obtained by adding a predetermined value to the first time by the relative speed. The specific value of the predetermined value may be appropriately set by an experiment or the like, and is, for example, 0.2 seconds. Similarly, when the longest distance is the second distance, the distance acquisition unit 126 acquires the alarm stop distance obtained by multiplying the time obtained by adding a predetermined value to the set time by the vehicle speed of the own vehicle. Further, when the longest distance is the third distance, the distance acquisition unit 126 acquires the alarm stop distance obtained by multiplying the time obtained by adding a predetermined value to the second time by the relative speed. By doing so, the distance acquisition unit 126 can acquire the alarm stop distance corresponding to the reference distance. As a result, the output control unit 128 can output an alarm until the relative distance reaches the alarm stop distance according to the reference distance.

[Effect of driving support device 1 according to the embodiment]
As described above, the driving support device 1 is determined according to the vehicle speed as the first distance obtained by multiplying the first time determined according to the lap rate by the relative speed and the distance between the own vehicle and the preceding vehicle in advance. Get the second distance. Further, when the lap rate is equal to or higher than the recommended braking threshold value, the driving support device 1 further acquires a third distance obtained by multiplying the second time determined according to the relative speed by the relative speed. Next, the driving support device 1 determines the longest distance among the acquired plurality of distances as a reference distance for determining the timing for outputting the alarm. Then, the driving support device 1 outputs an alarm when the relative distance between the own vehicle and the preceding vehicle becomes shorter than the reference distance.

By doing so, for example, when the relative speed is relatively small, the driving support device 1 outputs an alarm when the relative distance becomes shorter than the second distance, so that the relative distance becomes too short. You can inform the driver that you are there. Further, when the lap rate is less than the braking determination threshold value and the relative speed is relatively large, the driving support device 1 outputs an alarm when the relative distance becomes shorter than the first distance. As a result, the driving support device 1 is not too early for the driver who tries to drive the own vehicle so as to overtake the preceding vehicle having a relatively small lap rate due to the shortened relative distance, and the driver When the avoidance action is not performed, the alarm can be output at an appropriate timing so that the relative distance does not become too short.

For example, when the lap rate is equal to or higher than the braking determination threshold value and the relative speed is relatively large, the driving support device 1 outputs an alarm when the relative distance becomes shorter than the third distance. Therefore, the driving support device 1 is not too early for the driver who tries to perform the avoidance action by braking due to the high lap rate, and the relative distance is not too short when the driver does not perform the avoidance action. An alarm can be output at an appropriate timing.

Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes can be made within the scope of the gist thereof. is there. For example, all or a part of the device can be functionally or physically distributed / integrated in any unit. Also included in the embodiments of the present invention are new embodiments resulting from any combination of the plurality of embodiments. The effect of the new embodiment produced by the combination also has the effect of the original embodiment.

1 Driving support device 2 Operation unit 3 Vehicle speed sensor 4 Leading vehicle detection unit 5 Alarm unit 11 Storage unit 12 Control unit 121 Vehicle speed acquisition unit 122 Lap rate specification unit 123 Relative speed acquisition unit 124 Relative distance acquisition unit 125 Instruction acquisition unit 126 Distance acquisition Unit 127 Reference determination unit 128 Output control unit

Claims (5)

The vehicle speed acquisition unit that acquires the vehicle speed of the own vehicle,
A lap rate specifying unit that specifies the lap rate between the own vehicle and the preceding vehicle,
A relative speed acquisition unit that acquires the relative speed between the own vehicle and the preceding vehicle,
The first distance obtained by multiplying the first time determined according to the lap rate by the relative speed and the second distance previously determined according to the vehicle speed as the distance between the own vehicle and the preceding vehicle are acquired. Then, when the lap rate is equal to or higher than a predetermined threshold value, a distance acquisition unit for further acquiring a third distance obtained by multiplying the second time determined according to the relative velocity by the relative velocity.
A reference determination unit that determines the longest distance among the plurality of distances acquired by the distance acquisition unit as a reference distance for determining the timing for outputting an alarm.
Driving support device with. An instruction acquisition unit for acquiring an instruction to advance or delay the timing is further provided.
The distance acquisition unit acquires the first distance obtained by multiplying the first time including the change time determined according to the instruction by the relative speed, and includes the change time determined according to the instruction. Obtain the third distance by multiplying the second time by the relative velocity.
The driving support device according to claim 1. An instruction acquisition unit for acquiring an instruction to advance or delay the timing is further provided.
The distance acquisition unit acquires the second distance by multiplying the vehicle speed by the set time determined in response to the instruction.
The driving support device according to claim 1. A relative distance acquisition unit that acquires the relative distance between the own vehicle and the preceding vehicle, and
It further has an output control unit that outputs the alarm when the relative distance acquired by the relative distance acquisition unit becomes shorter than the reference distance determined by the reference determination unit.
The driving support device according to any one of claims 1 to 3. The distance acquisition unit does not acquire the first distance and the second distance when the lap rate is less than the output determination threshold value lower than the predetermined threshold value.
The driving support device according to any one of claims 1 to 4.

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