JP2023166219A - Driving support device - Google Patents

Abstract

To provide a driving support device that allows for appropriately informing vehicle occupants of warning information about curves.SOLUTION: A driving support device 100 includes a curve information acquisition unit 14 for acquiring curve information concerning a curve located in the forward direction of a road where a vehicle travels based on location information of the vehicle and map information, and a notification control unit 15 that controls an HMI 5 of the vehicle to inform vehicle occupants of warning information about the curves based on the curve information. The curve information acquisition unit 14 determines a notification start point for informing the occupants of the warning information and a notification end point for informing the occupants of the warning information. The notification control unit 15 controls a notification device to inform the occupants of the warning information from the notification start point to the notification end point. The notification end point is a clipping point of the curve.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving support device.

2. Description of the Related Art Conventionally, a technique for displaying guidance information corresponding to a right turn or a left turn on a head-up display of a vehicle is known (see, for example, Patent Document 1).

Japanese Patent Application Publication No. 11-014394

In the above-mentioned conventional technology, it is not certain how long the displayed guidance information will be displayed. Therefore, for example, when the first and second guidance points are consecutive, the guidance information for the first guidance point remains displayed even though the vehicle approaches the second guidance point, and the guidance information for the second guidance point remains displayed. It may not be possible to properly present the information to the occupants. For example, if the guidance point is a curve, there is a risk that the steering operation by the occupant will be delayed after passing through the curve.

A driving support device according to one aspect of the present invention includes: a curve information acquisition unit that acquires curve information regarding a curve located ahead in a traveling direction of a road on which a vehicle is traveling, based on vehicle position information and map information; a notification control unit that controls a notification device of the vehicle to notify the occupants of the vehicle of advance notice information regarding the curve based on the information; The notification control unit determines a start point and a notification end point at which notification of the advance notice information to the crew member ends, and controls the notification device to notify the crew member of the advance notice information from the notice start point to the report end point. , the notification end point is the clipping point of the curve.

According to the present invention, it is possible to optimize the timing of notifying the occupants of a vehicle of advance notice information regarding a curve.

FIG. 1 is a block diagram showing the configuration of a driving support device according to an embodiment. FIG. 2 is a schematic side view of the inside of a vehicle showing an example of the arrangement of light emitting parts. FIG. 2 is a schematic diagram of a vehicle interior viewed from the front, showing an example of a light emitting section. FIG. 3 is a schematic diagram of another example of the light emitting section as viewed from the front inside the vehicle. It is a schematic diagram of the inside of a car seen from the front showing still another example of a light emitting part. 2 is a flowchart illustrating an example of notification processing of the ECU in FIG. 1. FIG. FIG. 2 is a diagram showing an example of a driving support device mounted on an item worn by a passenger. 1 is a diagram showing an example of a driving support device mounted on a moving body other than a vehicle. FIG. 7 is a diagram showing another example of a driving support device mounted on a moving object other than a vehicle.

FIG. 1 is a block diagram showing the configuration of a driving support device 100 according to an embodiment. The driving support device 100 shown in FIG. 1 is installed in a vehicle such as a passenger car, and performs driving support by notifying a passenger of information at a curve. The driving support device 100 may perform steering support as vehicle control for driving support.

The driving support device 100 is configured to notify the occupant (for example, the driver) of advance notice information as information about the curve. For example, when the vehicle approaches a curve, the driving support device 100 notifies the occupant of the steering direction according to the bending direction of the curve, and when the vehicle passes through the clipping point of the curve, it notifies the occupant of the steering direction regarding the curve. End the notification (details will be described later).

[Configuration of driving support device 100]
As shown in FIG. 1, the driving support device 100 includes an ECU (Electronic Control Unit) 10 that controls vehicle control for driving support. The ECU 10 is an electronic control unit that includes a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like. The ECU 10 realizes various functions by, for example, loading a program stored in a ROM into a RAM and executing the program loaded into the RAM by a CPU. ECU 10 may be composed of a plurality of electronic control units.

The ECU 10 is connected to a GPS [Global Positioning System] receiving section 1 , an external sensor 2 , an internal sensor 3 , a map database 4 , an HMI [Human Machine Interface] (notifying device) 5 , and an actuator 6 .

The GPS receiving unit 1 measures the position of the vehicle (for example, the latitude and longitude of the vehicle) by receiving signals from three or more GPS satellites. The GPS receiving unit 1 transmits information on the vehicle position, which is the measured position of the vehicle on a map, to the ECU 10.

The external sensor 2 is a detector that detects the situation around the vehicle. The external sensor 2 includes at least one of a camera and a radar sensor.

A camera is an imaging device that images the external situation of a vehicle. The camera is installed behind the windshield of the vehicle. The camera transmits captured images regarding the external situation of the vehicle to the ECU 10. The camera may be a monocular camera or a stereo camera. A stereo camera has two imaging units arranged to reproduce binocular parallax. The image captured by the stereo camera also includes information in the depth direction.

A radar sensor is a detector that detects obstacles around a vehicle using radio waves (for example, millimeter waves) or light. Radar sensors include, for example, millimeter wave radar or lidar [LiDAR: Light Detection And Ranging]. Radar sensors detect obstacles by transmitting radio waves or light around a vehicle and receiving radio waves or light reflected by the obstacles. The radar sensor transmits detected obstacle information to the ECU 10. Obstacles include fixed obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

The internal sensor 3 is a detector that detects the running state of the vehicle. Internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. A vehicle speed sensor is a detector that detects the speed of a vehicle. As the vehicle speed sensor, for example, a wheel speed sensor is used that is provided on a wheel of a vehicle or a drive shaft that rotates integrally with the wheel, and detects the rotational speed of the wheel. The vehicle speed sensor transmits detected vehicle speed information (wheel speed information) to the ECU 10.

An acceleration sensor is a detector that detects the acceleration of a vehicle. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle and a lateral acceleration sensor that detects the lateral acceleration of the vehicle. The acceleration sensor transmits vehicle acceleration information to the ECU 10, for example. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. For example, a gyro sensor can be used as the yaw rate sensor. The yaw rate sensor transmits detected yaw rate information of the vehicle to the ECU 10.

The internal sensor 3 may include a steering sensor that detects the amount of steering of the steering section. The steering unit is a member through which the driver inputs an operation for steering the vehicle. The steering unit is, for example, a steering wheel. The steering section is not limited to a wheel shape. The steering amount of the steering unit includes the steering angle. The steering amount of the steering unit may include steering torque. The steering amount of the steering unit includes at least one of a steering amount caused by the driver's operation and a steering amount caused by the operation of a steering actuator of the actuator 6, which will be described later. The steering sensor transmits detected steering amount information of the steering section to the ECU 10.

The map database 4 is a database that stores map information. The map database 4 is formed, for example, in an HDD (Hard Disk Drive) mounted on a vehicle. Map information includes road shape information (e.g. curve, type of straight part, curvature of curve, etc.) and road position information (position of straight part, position of curve, boundary position between straight part and curve, etc.) is included. Note that the map database 4 may be stored in a computer in a facility such as a management center that can communicate with the vehicle.

The HMI 5 is an interface for inputting and outputting information between the driving support device 100 and an occupant (for example, a driver). The HMI 5 includes a light emitting unit for notifying the occupant of information using light. The light emitting section is a light source made of, for example, an LED (Light Emitting Diode). FIG. 2 is a schematic side view of the interior of the vehicle showing an example of the arrangement of the light emitting parts. As shown in FIG. 2, the light emitting section is arranged, for example, between the front window W and the dashboard of the vehicle. The light emitting unit emits light along a direction L that does not directly face the line of sight F1 of the driver D. The light emitting section may be configured to be able to change the direction of light irradiation.

FIG. 3 is a schematic diagram of an example of a light emitting unit as viewed from the front inside the vehicle. As shown in FIG. 3, the light emitting section of the HMI 5 includes, for example, a pair of LEDs 5a and 5b and a pair of BSM [Blind Spot Monitor] lamps 5c and 5d. The LEDs 5a and 5b are arranged on the left and right sides of the meter hood on the dashboard when viewed from the driver D. The BSM lamp 5c is arranged on the left side of the LED 5a when viewed from the driver D. The BSM lamp 5d is arranged on the right side of the LED 5b when viewed from the driver D.

FIG. 4 is a schematic diagram of another example of the light emitting section, viewed from the front inside the vehicle. As shown in FIG. 4, the light emitting section of the HMI 5A may include a pair of LED tapes 5Aa, 5Ab and a BSM lamp 5Ac. In the example of FIG. 4, the LED tapes 5Aa and 5Ab are arranged on the left and right sides of the meter hood on the dashboard when viewed from the driver D. The BSM lamp 5Ac is arranged on the right side of the LED tape 5Ab when viewed from the driver D. The LED tapes 5Aa and 5Ab have a plurality of LEDs connected in a tape shape.

FIG. 5 is a schematic diagram of still another example of the light emitting section as viewed from the front inside the vehicle. As shown in FIG. 5, the light emitting section of the HMI 5B may include a pair of LED tapes 5Ba and 5Bb and a BSM lamp 5Bc. In the example of FIG. 5, the LED tapes 5Ba and 5Bb are arranged substantially symmetrically laterally with respect to the center of the vehicle on the dashboard when viewed from the driver D. The BSM lamp 5Bc is arranged on the right side of the LED tape 5Bb when viewed from the driver D. The LED tapes 5Ba and 5Bb may have a tape-like structure in which a larger number of LEDs than the LED tapes 5Aa and 5Ab are connected.

Note that the HMI 5 may include a display, a speaker, and the like. A display is a display device provided in a vehicle so that it can be viewed by a driver. The display is provided, for example, on the dashboard of a vehicle. The display has a display screen for displaying images to the driver. Note that the display may be a HUD [Head Up Display] that projects and displays on the windshield of the vehicle or a projection screen. A speaker is an audio output device that is mounted on a vehicle and outputs audio to the driver. The speaker is provided, for example, inside the door of the driver's seat.

The HMI 5 outputs light from a light emitting unit, outputs an image from a display, and outputs audio from a speaker in response to a control signal from the ECU 10.

The actuator 6 is a device used to control the vehicle. Actuator 6 includes at least a steering actuator. The steering actuator is an actuator that controls the assist torque of the steering section of the vehicle. The steering actuator is, for example, an EPS (Electric Power Steering) motor provided on a steering shaft of an electric power steering system. The steering actuator controls driving of the EPS motor according to a control signal from the ECU 10. Thereby, the steering actuator controls the steering torque of the vehicle.

Next, the functional configuration of the ECU 10 will be explained. The ECU 10 includes a vehicle condition recognition section 11, a vehicle position recognition section 12, an external environment recognition section 13, a curve information acquisition section 14, and a notification control section 15. Some of the functions of the ECU 10 may be executed in a server that can communicate with the vehicle.

The vehicle state recognition unit 11 recognizes the vehicle state, which is the state of the vehicle while it is running, based on the detection result of the internal sensor 3. The vehicle state includes the vehicle speed and the amount of steering. The vehicle state recognition unit 11 can recognize the vehicle speed of the vehicle based on the vehicle speed information from the vehicle speed sensor and the steering amount information from the steering sensor.

The vehicle position recognition unit 12 recognizes the vehicle position, which is the position of the vehicle on the map, based on the position information of the GPS reception unit 1 and the map information of the map database 4. In addition, the vehicle position recognition unit 12 uses the position information of fixed obstacles such as utility poles included in the map information of the map database 4 and the detection results of the external sensor 2 to locate the vehicle using SLAM [Simultaneous Localization and Mapping] technology. may recognize the position of The vehicle position recognition unit 12 may also recognize the position of the vehicle on the map using other known methods.

The external environment recognition unit 13 may recognize the external environment of the vehicle based on the detection result of the external sensor 2 (image captured by the camera and/or object information from the radar sensor), the vehicle position, or map information. The external environment is the situation around the vehicle used for driving support or automatic driving. The external environment includes the road conditions around the vehicle (road white line recognition, etc.) and the conditions of other vehicles driving around the vehicle (presence or absence of other vehicles, position of other vehicles, relative speed of other vehicles to the vehicle, etc.). May be included.

The curve information acquisition unit 14 acquires curve information regarding a curve located ahead in the traveling direction of the road on which the vehicle is traveling, based on the vehicle position recognized by the vehicle position recognition unit 12 and map information. The curve information includes the position and curvature of a curve located in front of the road on which the vehicle is traveling. Further, the curve information includes the position of a clipping point of a curve located ahead in the traveling direction of the road on which the vehicle is traveling.

For example, the curve information acquisition unit 14 may specify the position of the clipping point of the curve by performing a process of optimizing the curve traveling trajectory of the vehicle. As the optimization process, a known method can be used, for example, SCGRA [Sequential Conjugate Gradient Restoration Algorithm] may be used. In SCGRA, a convergence calculation is performed based on the steepest descent method until a predetermined constraint is satisfied, and a convergence calculation is performed based on the conjugate gradient method until the evaluation value of a predetermined evaluation function becomes the minimum. In addition, the curve information acquisition unit 14 may identify the position of the clipping point using machine learning using past travel trajectories of vehicles (self-vehicle and other vehicles). For curves that are continuous compound corners, the curve information acquisition unit 14 may specify the positions of multiple clipping points for an S-shaped curve, for example, or may treat a U-shaped curve as a single corner and clip the curve. The location of the point may also be specified. Note that the curve information acquisition unit 14 may adjust the position of the clipping point depending on the vehicle drive system, whether or not vehicle control is being performed, weather, tire conditions (for example, installed tire size), and the like.

The curve information acquisition unit 14 may, for example, move the clipping point on the curve travel trajectory of the vehicle from the center of the curve to the entrance side of the curve, depending on the deceleration upper limit value and the acceleration upper limit value. The curve information acquisition unit 14 may, for example, move the minimum vehicle speed point (maximum curvature point) at the center of the curve in the curve travel trajectory of the vehicle to the exit side of the curve, depending on the deceleration upper limit value and the acceleration upper limit value. good. The curve information acquisition unit 14 moves, for example, the minimum vehicle speed point (maximum curvature point) at the center of the curve in the curve travel locus of the vehicle to the exit side of the curve. The curve information acquisition unit 14 may combine the moved clipping point and the minimum vehicle speed point with a smooth curve (for example, a clothoid curve) to generate a travel trajectory used for driving assistance or the like.

The curve information acquisition unit 14 determines a notification start point at which to start notification of advance notice information to the occupants. Here, as an example, when a curve whose curvature is equal to or greater than the curvature threshold exists within a predetermined distance in the traveling direction of the vehicle, the curve information acquisition unit 14 determines the position where the curve starts as the notification start point. The curvature threshold is a predetermined curvature threshold used to determine whether to notify the occupant of curve information.

The curve information acquisition unit 14 determines a notification end point at which to end notification of advance notice information to the occupants. Here, the curve information acquisition unit 14 determines, as an example, the position of the clipping point of the curve as the notification end point.

The notification control unit 15 controls the HMI 5 based on the curve information to notify the occupants of the vehicle of advance notice information regarding the curve. The advance notice information is information that foretells at least the steering direction to the occupant at a curve into which the vehicle will enter. The preview information may include information that notifies the occupants of the amount of steering at a curve into which the vehicle will enter.

The preview information may be visual information using a light emitting unit of the HMI 5, for example. The notice information may be notified in different manners depending on the curvature of the curve. The preview information may be reported in different manners depending on the remaining distance or remaining time to the clipping point. Examples of changing the notification mode of the light emitting part include the color of the light, the light emitting time, the flashing cycle (light emitting frequency), the brightness, the irradiation direction, the length of the light emitting part of the LED tape, the flow speed of the light emitting part of the LED tape, etc. One example is to change the Note that the preview information may be visual information using a device capable of emitting light, such as a display of the HMI 5, for example.

The preview information may be audio information (utterance information) using a speaker of the HMI 5 or the like. The preview information may be reported in different manners depending on the remaining distance or remaining time to the clipping point. For example, if the remaining distance or remaining time to the clipping point is too short to output all of the preset audio information, the preview information may be used to output part of the audio information (for example, if the preset priority is The notification mode may be such that the notification is limited to a limited number of high-priced items or is issued first. The volume of the preview information may be increased depending on the importance of the information.

For example, the notification control unit 15 may determine to notify the occupant of advance notice information when there is a curve whose curvature is equal to or greater than a curvature threshold within a predetermined distance in the traveling direction of the vehicle. When the notification control unit 15 determines to notify the occupant of the advance notice information, the notification control unit 15 controls the light emitting unit of the HMI 5 so as to notify the occupant of the advance notice information from the start point to the end point of the notice. The notification end point here is the clipping point of the curve.

In the example of FIG. 3, for example, when the vehicle enters a curve that requires counterclockwise steering of the steering wheel, the notification control unit 15 may turn on the LED 5a located on the left side when viewed from the driver D. . On the other hand, the notification control unit 15 may turn on the LED 5b located on the right side when viewed from the driver D, for example, when the vehicle enters a curve that requires clockwise steering of the steering wheel. The notification control unit 15 may change the light emission color of the LED 5a or the LED 5b in the order of green, yellow, orange, and red as the absolute value of the required steering angle increases. The notification control unit 15 may use the BSM lamp 5c or the BSM lamp 5d together, or may use the BSM lamp 5c or the BSM lamp 5d instead of the LED 5a or the LED 5b.

In the example of FIG. 4, for example, when the vehicle enters a curve that requires counterclockwise steering of the steering wheel, the notification control unit 15 lights up the LED tape 5Aa located on the left side when viewed from the driver D. Good too. On the other hand, the notification control unit 15 may turn on the LED tape 5Ab located on the right side when viewed from the driver D, for example, when the vehicle enters a curve that requires clockwise steering of the steering wheel. The notification control unit 15 may change the emission color of the LED tape 5Aa or the LED tape 5Ab in the order of green, yellow, orange, and red as the absolute value of the required steering angle increases. The notification control unit 15 may use the BSM lamp 5Ac together, or may use the BSM lamp 5Ac instead of the LED tape 5Aa or the LED tape 5Ab. The notification control unit 15 may cause the LED tapes 5Aa and 5Ab to emit light in different notification modes according to the bending direction of the curve, the radius of curvature of the curve, the depth of the curve, or the like.

In the example of FIG. 5, for example, when the vehicle enters a curve that requires counterclockwise steering of the steering wheel, the notification control unit 15 controls the LED tape 5Ba located on the left side of the center of the vehicle on the dashboard. may be lit. On the other hand, when the vehicle enters a curve that requires clockwise steering of the steering wheel, for example, the notification control unit 15 lights up the LED tape 5Bb located on the right side of the vehicle center on the dashboard. Good too. The notification control unit 15 may change the emission color of the LED tape 5Ba or the LED tape 5Bb in the order of green, yellow, orange, and red as the absolute value of the required steering angle increases. The notification control unit 15 may use the BSM lamp 5Bc together, or may use the BSM lamp 5Bc instead of the LED tape 5Ba or the LED tape 5Bb. The notification control unit 15 may cause the LED tapes 5Ba and 5Bb to emit light in different notification modes according to the bending direction of the curve, the radius of curvature of the curve, the depth of the curve, or the like.

[ECU notification processing]
Next, an example of the notification process of the ECU 10 will be described with reference to FIG. 6. FIG. 6 is a flowchart showing an example of the notification process of the ECU shown in FIG. The process of the flowchart shown in FIG. 6 is repeatedly performed at predetermined intervals, for example, while the vehicle is running.

As shown in FIG. 6, in step S10, the ECU 10 uses the vehicle state recognition unit 11 to recognize the vehicle state. The vehicle state recognition unit 11 recognizes, for example, the vehicle speed and steering amount of the vehicle as the vehicle state of the running vehicle based on the detection result of the internal sensor 3 .

Furthermore, in step S10, the ECU 10 uses the vehicle position recognition unit 12 to recognize the vehicle position. The vehicle position recognition unit 12 recognizes the vehicle position, which is the position of the vehicle on a map, based on the position information of the GPS reception unit 1 and the map information of the map database 4, for example.

In step S11, the ECU 10 uses the external environment recognition unit 13 to recognize the external environment. The external environment recognition unit 13 is configured, for example, based on the detection result of the external sensor 2 (image captured by the camera and/or object information of the radar sensor) and the position of the vehicle on the map or the map information recognized by the vehicle position recognition unit 12. , the external environment of the vehicle may be recognized. The recognized external environment of the vehicle may be used to provide driving support or automatic driving of the vehicle, in addition to notifying the occupants.

In step S12, the ECU 10 uses the curve information acquisition unit 14 to acquire curve information. For example, the curve information acquisition unit 14 acquires, as curve information, the position and curvature of a curve located ahead in the traveling direction of the road on which the vehicle is traveling, and a clipping point, based on the vehicle position and map information recognized by the vehicle position recognition unit 12. Get the position of.

In step S13, the ECU 10 uses the notification control unit 15 to determine whether or not to notify the occupant of advance notice information. For example, the notification control unit 15 may determine whether or not to notify the occupant of advance notice information based on whether there is a curve whose curvature is equal to or greater than a curvature threshold within a predetermined distance in the traveling direction of the vehicle. good. If the ECU 10 determines to notify the occupant of advance notice information (step S13: YES), the process proceeds to step S14. On the other hand, if the ECU 10 does not determine to notify the occupant of advance notice information (step S13: NO), the ECU 10 ends the current process of FIG. 6 .

In step S14, the ECU 10 uses the curve information acquisition unit 14 to determine the notification start point. For example, when a curve whose curvature is equal to or greater than a predetermined curvature threshold exists within a predetermined distance in the traveling direction of the vehicle, the curve information acquisition unit 14 determines the position where the curve starts as the notification start point.

In step S15, the ECU 10 uses the curve information acquisition unit 14 to determine the notification end point. For example, the curve information acquisition unit 14 determines the position of the clipping point of the curve as the notification end point.

In step S16, the ECU 10 causes the notification control unit 15 to control the notification device of the vehicle to notify the occupant of advance notice information. For example, when the vehicle enters a curve that requires counterclockwise steering of the steering wheel, the notification control unit 15 lights up the LED 5a located on the left side when viewed from the driver D. On the other hand, when the vehicle enters a curve that requires clockwise steering of the steering wheel, the notification control unit 15 lights up the LED 5b located on the right side when viewed from the driver D.

In step S17, the ECU 10 uses the notification control unit 15 to determine whether the vehicle has reached the clipping point. The notification control unit 15 may determine whether the vehicle has reached the clipping point, for example, based on the vehicle position and the notification end point. If the ECU 10 does not determine that the vehicle has reached the clipping point (step S17: NO), the process proceeds to step S16 and continues to notify the occupants of the advance notice information. On the other hand, if the ECU 10 determines that the vehicle has reached the clipping point (step S17: YES), it ends the current process of FIG. 6.

As described above, according to the driving support device 100, the notification control unit 15 controls the HMI 5 to notify the occupant of advance notice information from the notification start point to the notification end point. Here, the notification end point is the clipping point of the curve. As a result, advance notice information regarding the curve will not be notified to the occupants after the clipping point of the curve. As a result, for example, when another curve follows the current curve, the delay in the notification of advance notice information regarding the curve is suppressed, and advance notice information regarding the other curve is notified to the occupants at an appropriate timing. becomes possible. As a result, the occupant can prepare for a steering operation for another curve or prepare for a lateral acceleration. In this way, according to the driving support device 100, it is possible to optimize the timing of notifying the occupants of the vehicle of advance notice information regarding a curve.

[Modified example]
Although the embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above. The present invention can be implemented in various forms including the embodiments described above, with various changes and improvements based on the knowledge of those skilled in the art.

Although the above-described driving support device 100 uses the HMI 5 mounted on a four-wheeled vehicle to notify the occupant, the present invention is not limited to this example. The driving support device 100 may notify the occupants of a moving body other than a four-wheeled vehicle of advance notice information. The HMI 5 may be provided on a moving object other than a four-wheeled vehicle, or may be provided on an article worn by an occupant of the moving object. Further, the driving support device 100 may notify information while supporting driving to an occupant of a moving body in a virtual space such as a drive simulator.

For example, FIG. 7 is a diagram showing an example of a driving support device mounted on an item worn by a passenger. An example of the article is a helmet. The HMI 5 may include LEDs 5Ca, 5Cb, and 5Cc arranged at the top, bottom, and left and right sides of the helmet shield. The LEDs 5Ca, 5Cb, and 5Cc emit light along a direction that does not directly face the line of sight F2 of the rider of the two-wheeled vehicle. FIG. 8 is a diagram showing an example of a driving support device mounted on a moving body other than a vehicle. FIG. 9 is a diagram showing another example of a driving support device mounted on a moving object other than a vehicle. As shown in FIG. 8, the HMI 5D may include an LED tape 5Da disposed on the cowl portion or windshield portion of the two-wheeled vehicle body, and an LED tape 5Db disposed on the mirror stay portion of the two-wheeled vehicle body. As shown in FIG. 9, the HMI 5E may include an LED tape 5Ea placed on the handlebar portion of the two-wheeled vehicle body, and an LED tape 5Eb placed on the handlebar end portion of the two-wheeled vehicle body. In this way, it is also possible to notify the occupants of a two-wheeled vehicle, which is a moving object other than a four-wheeled vehicle, of advance notice information.

In the driving support device 100 described above, an example is shown in which the clipping point is used as the notification end point, but the present invention is not limited to this. The notification end point may be, for example, a position at which the amount of steering is the maximum based on the curve travel locus of the vehicle obtained by the curve information acquisition unit 14. For example, when the driving support device 100 performs steering support (including automatic driving), the notification end point may be the point where the occupant manually operates the steering wheel operated by the steering actuator to return the steering wheel to the straight-ahead state. It may be the right timing.

By the way, if a similar notification is to be made during race driving or sports driving (for example, driving in a rally competition, etc.), it is possible to use a clipping point as the notification end point. In this regard, when reporting on general public roads and other general driving in so-called mass-produced cars, the timing at which the occupant begins to return the steering wheel is often at the end of the curve. If the maximum steering position is used as the end point, there is a possibility that the notification will not end until the end of the curve. Therefore, it is particularly useful to use a clipping point as the notification end point in order to more appropriately end the notification even in general driving in a mass-produced vehicle.

5... HMI (notification device), 14... Curve information acquisition section, 15... Notification control section, 100... Driving support device.

Claims (1)

a curve information acquisition unit that acquires curve information regarding a curve located ahead in the traveling direction of a road on which the vehicle is traveling, based on vehicle position information and map information;
a notification control unit that controls a notification device of the vehicle to notify an occupant of the vehicle of advance notice information regarding the curve based on the curve information;
The curve information acquisition unit includes:
determining a notification start point at which notification of the advance notice information to the passenger starts and a notification end point at which notification of the advance notice information to the passenger ends;
The notification control unit includes:
controlling the notification device to notify the occupant of the advance notice information from the notification start point to the notification end point;
The driving support device, wherein the notification end point is a clipping point of the curve.

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