JP5332549B2 - Driving support device and driving support method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To transmit driving support information by tactile provocation given to a crew without weighting a driving load. <P>SOLUTION: A driving support apparatus includes a controller 10 for executing: a traveling state acquisition function for acquiring a traveling state including the traveling spot and vehicle speed of a vehicle in a prescribed timing; a future traveling location calculation function for calculating the degree of distancing between a vehicle and the virtual gazing point of the crew of the vehicle on the basis of the traveling state of the vehicle by referring to a traveling environment in which each spot is preassociated with the environment of a travel path, and for calculating the future traveling location of the vehicle in a prescribed distancing region including the degree of distancing; a derived quantity calculation function for acquiring an ideal traveling location when a vehicle is traveling at the future traveling location by referring to the traveling environment, and for calculating the derived quantity of the vehicle on the basis of the deviation of the future traveling location to the ideal traveling location; and an information transmission function for giving driving support information including tactile provocation corresponding to the calculated derived quantity to the crew. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a driving support device and a driving support method that support driving of a moving object.

  With regard to this type of device, the risk potential of the host vehicle in the future state is calculated based on the driving environment of the host vehicle and the driver's operation delay, and tactile stimuli corresponding to the risk potential (the left and right sides of the driver's seat) A driving operation assisting device that transmits information in consideration of a driver's operation delay by transmitting a pressing force from the control unit) to the driver is known (see Patent Document 1).

JP 2006-155000 A

  However, the conventional technology does not consider the matching between the driving scene corresponding to the tactile stimulus given to the driver and the driving scene that is the target of the visual stimulus obtained by the driver. There was a problem that the operation load might be weighted.

  The present invention refers to a vehicle in a predetermined separation area that includes a degree of separation between a vehicle and a virtual gazing point of an occupant of the vehicle by referring to traveling environment information prepared in advance based on a traveling state including a traveling point and a vehicle speed of the vehicle. The above-mentioned problem is solved by calculating the future travel position of the vehicle and giving the occupant a tactile stimulus corresponding to the guidance amount of the vehicle derived from the deviation of the future travel position from the ideal travel position when traveling at the future travel position .

According to the present invention, the driving scene corresponding to the tactile stimulus given to the driver matches the driving scene corresponding to the visual stimulus obtained by the driver, so that driving can be supported without increasing the driving load.

<First Embodiment>
A driving support system 100 according to the first embodiment will be described based on the drawings. In the present embodiment, an in-vehicle device 1000 that is mounted on a vehicle and includes a driving support system 100 that supports driving of the vehicle will be described as an example.

  As shown in FIG. 1, the driving support system 100 includes a controller 10 and tactile stimulus transmission devices 20 (21 to 22). The driving support system 100 is connected to the navigation device 200, the vehicle controller 300, and the distance measurement / positioning device 400 included in the in-vehicle device 1000 by a CAN (Controller Area Network) or other in-vehicle LAN, and exchanges information with each other. I do.

  The driving support system 100 according to the present embodiment is a device that transmits driving support information by giving tactile stimulation to an occupant driving a vehicle.

  As shown in FIG. 1, the controller 10 of the driving support system 100 is stored in a ROM (Read Only Memory) 12 storing a program for executing the driving support information generating process according to the present embodiment, and the ROM 12. By executing the program, a CPU (Central Processing Unit) 11 as an operation circuit that functions as the driving support system 100 and a RAM (Random Access Memory) 13 that functions as an accessible storage device are provided. As an operation circuit, instead of or in addition to the CPU (Central Processing Unit) 11, an MPU (Micro Processing Unit), a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array). Etc. can be used.

  Next, processing functions provided in the controller 10 of the driving support system 100 will be described. The controller 10 refers to a traveling state acquisition function for acquiring a traveling state including a traveling point and a vehicle speed of the vehicle at a predetermined timing, and traveling environment information in which each point and the environment of the traveling path are associated with each other in advance. A future travel position calculation function for calculating a future travel position of the vehicle in a predetermined remote area including the distance, and calculating a distance between the vehicle and a virtual gazing point of the vehicle occupant based on the state, and travel environment information Referring to the above, the ideal travel position when traveling in the future travel position is calculated, and the guidance amount calculation function for calculating the guidance amount of the vehicle based on the deviation of the future travel position with respect to the ideal travel position, and this guidance amount calculation It has an information transmission function that gives driving support information including tactile stimulation according to the guidance amount calculated by the function to the occupant. And each function is performed by cooperation of the software for implement | achieving each function, and the hardware containing the controller 10 mentioned above.

  Hereinafter, functions realized by the controller 10 of the above-described driving support system 100 will be described.

  First, the traveling state acquisition function of the driving support system 100 will be described. The driving support system 100 acquires the traveling state of the vehicle. The traveling state of the vehicle includes a traveling point of the vehicle at a predetermined timing, a vehicle speed, a steering angle, and a yaw rate.

  The travel point of the vehicle at a predetermined timing is acquired from the navigation device 200. The navigation device 200 includes a host vehicle position detection device 210 including a GPS (Global Positioning System) 211, and detects the position of the host vehicle using a positioning function of the GPS (Global Positioning System) 211.

  Further, the vehicle speed, steering angle, and yaw rate at a predetermined timing are acquired from the vehicle controller 300. The vehicle controller 300 includes a vehicle speed sensor 310, a steering angle sensor 320, and a yaw rate sensor 330. The vehicle speed sensor 310 detects the vehicle speed V of the host vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 10. Further, the steering angle sensor 320 detects the steering angle α of the steering wheel attached to the vehicle and outputs it to the controller 10. The yaw rate sensor 330 detects the speed at which the rotation angle in the turning direction of the automobile changes, and outputs it to the controller 10.

  Further, the relative position relationship between the lane including the point where the vehicle travels and the vehicle is acquired from the distance measurement / positioning device 400. The distance measuring / positioning device 400 includes a side camera 410 that images the side of the vehicle and a front camera 420 that images the front of the vehicle in the traveling direction.

  The side camera 410 is, for example, a small CCD (Charge Coupled Device) camera or a CMOS (Complementary Metal Oxide Semiconductor) attached to the lower part of the left and right side mirrors, and detects the state of the vehicle side road as an image. . The detection area by the side camera 20 is about 0 m to 2 m on each of the left and right sides of the vehicle, and the side road scenery included in this area is captured as an image. The distance measuring / positioning device 400 is based on the image information of the lane marker included in the captured image detected by the side camera 410, and the distance between the lane in which the host vehicle travels and the host vehicle (lateral position in the lane) The relative positional relationship such as the angle in the traveling direction is calculated.

  The front camera 420 is a small CCD (Charge Coupled Device) camera or a CMOS (Complementary Metal Oxide Semiconductor) camera or the like attached to the upper part of the front window, and detects the state of the front road as an image. The distance measurement / positioning device 400 is based on the image information of the lane marker included in the captured image of the front area of the host vehicle detected by the front camera 420, and the distance between the lane on which the host vehicle travels and the host vehicle (lateral position in the lane) A relative positional relationship such as an angle of the traveling direction of the host vehicle with respect to the lane is calculated. The lane marker of the lane in which the host vehicle travels is recognized, and the lateral position in the lane at the current position of the host vehicle and the host vehicle angle relative to the lane are detected. As described above, according to the method of detecting the traveling state using the front camera 420, the number of camera sensors required for the traveling support system can be reduced. In addition, the method of ranging and positioning is not particularly limited, and a method that can be used at the time of filing can be used.

  Then, the distance measuring / positioning device 400 transmits the traveling state related to the calculated relative positional relationship in response to a request from the controller 10. That is, the controller 10 acquires the traveling state. Note that the controller 10 may execute the process of extracting the lane marker image information from the captured image and obtaining the relative positional relationship based on the lane marker image information.

  Next, the future travel position calculation function of the driving support system 100 will be described.

  This future travel position calculation function refers to travel environment information in which each point and the environment of the travel path are associated in advance, and based on the travel state of the vehicle, the distance between the vehicle and the virtual gazing point of the occupant of the vehicle is determined. A separation degree calculation process for calculating the degree and a future traveling position calculation process for calculating a future traveling position of the vehicle in a predetermined separation area including the separation degree are performed.

  First, the separation degree calculation process will be described. The controller 10 obtains the degree of separation between the vehicle travel point and the virtual gazing point of the vehicle occupant at the execution start timing of the driving support process. In obtaining this degree of separation, reference is made to travel environment information in which each point is associated with the environment of the travel path in advance. The travel environment information includes the curvature of the travel path including each point and / or the lane width of the travel path including each point. The travel environment information of this embodiment is stored in a readable state in the memory of the navigation device 200. In response to a request from the controller 10, the navigation device 200 transmits traveling environment information at a predetermined point.

  The degree of separation between the travel point of the vehicle and the virtual gazing point can be expressed by time or distance.

  Based on FIG. 2 to FIG. 4, a description will be given of a method for calculating the degree of separation expressed by the arrival time until the vehicle reaches the virtual gazing point.

  First, the controller 10 determines a virtual gaze point. The virtual gazing point in the present embodiment is a tangent point. As shown in FIG. 2, the tangent point is a contact point at a tangent line drawn from the viewpoint of the driving occupant with respect to the circle formed by the lane boundary inside the curve of the travel path. This tangent point is known to be a point that the driver mainly sees when driving on a curve in researching the visual characteristics of the driver. Of course, it is also possible to observe the viewpoint of the occupant who drives the vehicle by an actual driving test, extract a point that many occupants see, and a point that the occupant sees for a long time, and define this as a virtual gazing point.

  The controller 10 refers to the travel environment information in which each point and the environment of the travel path are associated in advance, and the vehicle reaches the virtual gazing point (for example, tangent point) of the vehicle occupant based on the travel state of the vehicle. The arrival time until completion is calculated as the degree of separation.

  Specifically, as shown in FIG. 3, the controller 10 calculates the following based on the vehicle speed V (traveling state) acquired from the vehicle controller 300 and the curvature R (traveling environment) of the travel path acquired from the navigation device 200. The arrival time TTP obtained by the following equation (1) is calculated using the spread angle θ obtained by the equation (2).

TTP = (R + w) sin θ / V cos θ (1)
cos θ = R / (R + w) (2)
Here, R is the curvature of the road, V is the vehicle speed, and θ is the spread angle with reference to the traveling direction of the vehicle. In addition, w is a constant corresponding to the lane width, and in this example, is a half value of the lane width.

Moreover, the controller 10 of this embodiment is provided with the function which acquires the lane width | variety of the travel path containing the travel point of a vehicle. As a result, the arrival time can be calculated based on the actual lane width of the traveling road, so that the accuracy can be improved as compared with the calculation of TTC, TLC and other arrival times with the lane width being a fixed value.

In this way, by using the tangent point that is the longest time the driver is watching during a curve run as a virtual gazing point, a point close to the actual gazing point can be identified, and driving assistance at this point Information can be presented.

  As shown in FIG. 4, the controller 10 uses the following formula (based on the vehicle speed V (traveling state) acquired from the vehicle controller 300 and the curvature R (traveling environment) of the travel path acquired from the navigation device 200. The arrival time TLC obtained by the following equation (1) is calculated using the spread angle θ obtained by 2).

TLC = (R + w) tan θ / V (3)
cos θ = R / (R + w) (w is a coefficient) (4)
Here, R is the curvature of the road, V is the vehicle speed, and θ is the spread angle with reference to the traveling direction of the vehicle. In addition, w is a constant corresponding to the lane width, and in this example, is a half value of the lane width.

In this way, by using the arrival time TLC to reach a point that is close to or substantially coincident with the tangent point, it is possible to obtain the same effect as when the arrival time TTC is used, and in the arrival time TTC calculation, the lane information inside the curve However, since the lane information outside the curve is used for calculating the arrival time TLC, it can be used as an alternative to the arrival time TTC when the lane information inside the curve cannot be acquired.

In calculating the arrival time T, the virtual gazing point is not limited to the tangent point, and if there is a point X having an arrival time TTP or an arrival time TLC that is substantially equal to the arrival time TLC, the point to the point X is calculated. The arrival time TTX may be used.

  The degree of separation can also be expressed by the distance from the vehicle travel position to the virtual gazing point. In this case, the controller 10 refers to the travel environment in which each point and the environment of the travel path are associated with each other in advance, and the vehicle separates the distance to the virtual gazing point of the vehicle occupant based on the travel state of the vehicle. In addition to calculating as a degree, a future traveling position of the vehicle in a predetermined distance range including the distance is calculated. Specifically, the controller 10 calculates the virtual note obtained by referring to the map information 223 and the travel route information 222 of the travel environment information 220 based on the position of the host vehicle acquired from the navigation device 200 and the position of the host vehicle. Calculate the distance to the viewpoint. This distance is obtained by referring to the map information 223.

  Next, a method for calculating the future travel position will be described. The controller 10 calculates the future travel position of the vehicle in a predetermined arrival time zone including the calculated arrival times (TTC, TLC, TTX). That is, as shown in FIG. 5, the controller 10 calculates the timing when the occupant reaches the virtual gazing point and the position predicted to travel before and after this timing (future travel position). Here, the predetermined arrival time zone including the arrival time is not particularly limited, and is a value range obtained by adding or subtracting a predetermined value to the arrival time. This predetermined arrival time zone can be appropriately defined by an experiment or the like for actually checking increase / decrease in operating load.

  The controller 10 determines the future travel position based on the arrival time (included in the predetermined arrival time zone) and the vehicle speed.

  In addition, the controller 10 acquires the relative positional relationship (the lateral position in the lane, the vehicle angle with respect to the lane) between the vehicle and the lane including the travel point acquired from the distance measuring / positioning device 400, and the travel acquired from the vehicle controller 300. Based on the vehicle speed V included in the state, a future travel position predicted to travel in the predetermined arrival time zone is calculated.

  Further, the controller 10 further calculates the future travel position predicted to travel in the predetermined arrival time zone based on the relative positional relationship, the vehicle speed, and the steering angle in consideration of the steering angle with the vehicle acquired from the vehicle controller 300. May be.

  In addition, the controller 10 further calculates the future travel position predicted to travel in the predetermined arrival time zone based on the relative positional relationship, the vehicle speed, and the yaw rate in consideration of the vehicle yaw rate acquired from the vehicle controller 300. Good.

  Note that the arrival time may be converted into a distance, and a future travel position predicted to travel within a predetermined distance range may be calculated.

  Next, the guidance amount calculation function of the controller 10 will be described. The controller 10 refers to the travel environment, obtains an ideal travel position when traveling in the future travel position, and calculates the guidance amount of the vehicle based on the deviation of the future travel position with respect to the ideal travel position.

  The controller 10 refers to an ideal travel point suitable for the vehicle to travel for each travel path or each point included in the travel environment information 220 included in the navigation device 200, and acquires an ideal travel position at a future travel position. .

  The controller 10 may calculate an ideal travel position at a future travel position by referring to the lane width of the travel path included in the travel environment information. In the present embodiment, the lane center position located at the center of the lane width is calculated as the ideal travel position based on the position of the travel path and the lane width. And the controller 10 calculates | requires the deviation of the future driving | running | working position with respect to this ideal driving | running | working position, as shown in FIG.

Further, as shown in FIG. 7, the controller 10 in the present embodiment calculates a deviation of the future travel position with respect to the lane center position as the ideal travel position. Since the amount of guidance is calculated based on the deviation from the center position of the lane, it is possible to expect a guidance effect to the center of the road.In this way, the amount of deviation from the ideal travel position when the vehicle passes the future travel position is calculated. To do. This deviation amount (deviation) can be related to the guidance amount for guiding the host vehicle to the ideal travel position. For this reason, the controller 10 of this embodiment calculates the guidance amount of a vehicle, ie, the tactile stimulus given to a passenger | crew, based on the deviation of the future driving position with respect to an ideal driving position. The relationship between the vehicle guidance amount and the tactile stimulus (including the tactile stimulus mode or the tactile stimulus strength) is preferably defined in advance.

  The controller 10 sends a drive command for giving the occupant a tactile stimulus corresponding to the amount of guidance to the tactile stimulus transmission device 20 described later.

  Next, the tactile stimulus transmission device 20 that gives driving support information including tactile stimuli to the occupant according to instructions from the controller 10 will be described.

  The tactile stimulus transmission device according to the present embodiment includes a movable portion, and includes a pressing device 21 that applies a tactile stimulus to the occupant by driving the movable portion, and a vibration portion. And a vibration device 22 for providing

  First, the pressing device 21 will be described. The pressing device 21 includes a movable member 211 whose position changes and a drive mechanism 212 that drives the movable member 211. The position of the movable member 211 changes as the movable member 211 moves. When the position of the movable member 211 changes, the movable member 211 touches the occupant or presses the occupant, thereby giving tactile stimulation to the occupant.

  As shown to FIG. 8A, in this embodiment, the press apparatus 21 is provided in a passenger | crew's seat. The pressing device 21 according to the present embodiment includes a side support portion 211 as a movable member and a sheet driving mechanism 212 as a driving mechanism. The side support portion 211 is a member that supports the lateral side (occupant side surface) of the seat.

  As shown in FIG. 8A, side support portions 211 are provided at positions indicated by shaded portions on the left and right sides of the sheet. When this side support part 211 drives, a passenger | crew is contacted or a passenger | crew is pressed and a tactile stimulus is given to a passenger | crew.

  FIG. 8B shows the seat driving mechanism 212 of the side support portion 211. As shown in FIG. 8B, a pair of left and right side support frames are rotatably provided on a seat frame that forms a skeleton of the seat. This side support frame is covered with a cushion and functions as a side support portion 211 shown in FIG. 8A.

The side support frame is supported on the seat frame via a pair of upper and lower rotation support portions. Further, a link 1 is coupled to the rotation support portion. Further, the left and right links 1 are connected by links 3 to form a substantially parallel link structure. A motor rotation shaft is attached to the middle part of the link 3 via the link 2. Thereby, the rotation angle of the motor is transmitted as the swinging motion of the left and right side support frames. The motor itself is fixed to the seat frame. In addition to these components, a headrest attaching portion and a spring for cushion support are attached to perform the original function of the seat.

9A and 9B are diagrams for explaining the operation of the pressing device 21. FIG. FIG. 9A is a diagram showing an outline of the movement of the drive mechanism 212 when the control is OFF and when the motor is driven. As shown in FIG. 9A, the side support frame is stopped when the control is OFF. On the other hand, when the motor is driven, the side support frame rotates in a predetermined rotation direction (for example, the yaw direction). FIG. 9B is a diagram illustrating an outline of the movement of the side support unit 211 when the control is OFF and when the motor is driven, and is a diagram of a state in which the occupant is sitting on the seat as viewed from above. As shown in FIG. 9B, the side support part 211 is stopped when the control is OFF. On the other hand, when the motor is driven, the side support portion 211 rotates in a predetermined rotation direction (for example, the yaw direction).

Here, the side support portion 211 has been described as an example of the movable member 211, but the seat back support portion that supports the back of the occupant, the shoulder support portion that supports the shoulder portion of the occupant, the lumbar support portion that supports the waist portion of the occupant, the waist of the occupant Any one or a combination of a seat cushion side support that supports the left and right side surfaces facing the waist and a thigh support that supports the thigh of the occupant may be used.

  Furthermore, a second example of the pressing device 21 will be described. FIG. 10 is a diagram showing another pressing device 21. As shown in FIG. 10, the left and right side support frames are connected to each other by a link 1. Further, the link 1 also serves as a slide rail portion of the linear guide, and a portion corresponding to the slider of the linear guide is fixed to the seat frame. Thereby, the left and right side support frames are integrally supported so that they can be displaced laterally with respect to the seat frame. Further, rack teeth are provided on the back surface of the link 1 (that is, the slide rail), and the side support frame is moved left and right by driving a pinion gear meshing with the rack by a motor fixed to the seat frame.

  When the control is OFF, the side support that was in the position shown in the left diagram of FIG. 11 translates in the lateral direction of the vehicle body as shown in the right diagram of FIG. 11 when the motor is driven.

  Further, the mode of the pressing device 21 is not limited, and as shown in FIG. 12, a movable member 211 provided in a part of the sheet and a drive mechanism 212 that displaces the movable member 211 in the yaw direction or the lateral direction are provided. May be.

  Next, the vibration device 22 will be described. The vibration device 22 includes a vibration member 221 that vibrates at an arbitrary frequency, and a drive mechanism 222 that drives the vibration member 221. When the vibration member 221 vibrates, the vibration is transmitted to the occupant and gives a haptic stimulus to the occupant.

  As shown in FIG. 13, in this embodiment, vibration members 221 are provided on both the left and right sides of the occupant's seat. In the vibration device 22 according to the present embodiment, vibrators (vibration members) 221 are provided on the left and right side portions of the seat. When the vibrator (vibrating member) 221 vibrates, the vibration is transmitted to the occupant and gives a tactile stimulus to the occupant.

  Then, the control method which gives a passenger | crew a tactile stimulus according to the calculated guidance amount is demonstrated. The drive mechanism 211 of the pressing device 21 and the drive mechanism 222 of the vibration device 22 obtain the tactile stimulus mode and the strength of the tactile stimulus given to the occupant based on the guidance amount acquired from the controller 10. Examples of the tactile stimulation include tactile stimulation by pressing force, tactile stimulation by vibration, and tactile stimulation applied to a predetermined part of the occupant's body.

  The driving mechanism 211 of the pressing device 21 and the driving mechanism 222 of the vibration device 22 according to the present embodiment give tactile stimulation to a part of the occupant's body according to the guiding direction, and the stronger the amount of guidance, the stronger the occupant feels. ) Give tactile stimulation.

  FIG. 14 is a diagram illustrating the relationship between the control amount Sact of the actuator provided in the drive mechanism 211 of the pressing device 21 and the induction amount I. In the example of the control method shown in FIG. 14, when the inner driving is positive, the driving mechanism 212 of the pressing device 21 provided on the seat operates in the opposite direction, and the driving range is saturated at the lane protruding position on both the left and right sides. Set as follows. The relationship between the driving direction of the movable member 211 by the driving mechanism 212 and the deviation from the ideal travel position is the reverse direction. For example, when the deviation in the right direction with respect to the vehicle traveling direction is calculated, the movable member 211 of the seat is Displace left.

  The drive mechanism 222 of the vibration device 22 sets the magnitude of vibration generated from the vibration member 221 based on the calculated induction amount I. If there is a deviation on the right side of the lane at the future position, the vibration member 221 built in the right side part is vibrated. Conversely, if there is a deviation on the left side, the vibration member 221 built in the left side part is vibrated. Let At this time, it is preferable to set so that the amplitude of vibration increases as the induction amount I increases. Further, the frequency of vibration may be increased as the induction amount I increases.

  15 and 16 are diagrams showing another control example of the relationship between the control amount Sact of the actuator provided in the drive mechanism 211 of the pressing device 21 and the induction amount I. As shown in FIG. 15, when the induction amount I is small, the amount of tactile stimulation (displacement amount, amplitude, frequency) is reduced, and when the induction amount I increases, the amount of tactile stimulation (displacement amount, amplitude, frequency) suddenly increases. You may control so that it may enlarge. Further, as shown in FIG. 16, when the guidance amount is small, it is possible not to give tactile stimulation.

  Subsequently, a control procedure of the driving support system 100 of the present embodiment will be described based on the flowchart of FIG.

  First, the driving support system 1000 is activated and the control process is started. This processing content is continuously performed in the controller 10 at regular intervals, for example, every 50 msec.

  First, in step S10, the controller 10 acquires the traveling state of the host vehicle (S10). The controller 10 acquires a travel point of the vehicle from the navigation device 200 in order to specify a position that is a reference for processing. Further, the controller 10 acquires the vehicle speed and the steering angle from the vehicle controller 300 in order to predict a change in the travel point of the host vehicle. Further, in this example, the controller 10 acquires a relative relationship between the vehicle and the lane including the travel point from the distance measurement / positioning device 400 in order to obtain a future travel position. Specifically, the controller 10 determines the lateral position in the lane at the current position of the host vehicle and the host vehicle angle with respect to the lane based on the lane marker recognized from the captured images of the left and right areas of the host vehicle detected by the side camera 410. To detect. Thereby, the actual relative position with respect to the lane of the vehicle can be derived.

  Next, in step 20, the controller 10 calculates the degree of separation. In this example, the arrival time required for the vehicle to reach the virtual gazing point is calculated as the distance. The controller 10 accesses the navigation device 200 and refers to a travel environment in which each point and the environment of the travel path are associated in advance. At this time, the controller 10 acquires the curvature R of the traveling road. The curvature R of the traveling road can also be obtained based on the captured image of the distance measuring / positioning device 400 and the traveling state.

  The controller 10 uses a tangent point, which is assumed to be a long time that the driver is watching during traveling, as the virtual gazing point, and calculates the arrival time TTP to the tangent point using the method shown in FIG.

  Subsequently, in step 30, the controller 10 calculates the future travel position of the vehicle in the arrival time zone including the arrival time calculated in step S10. The controller 10 calculates the future position of the vehicle based on the relative positional relationship of the host vehicle acquired in step S10, the vehicle speed V, and the steering angle α.

  Specifically, first, the turning radius r of the host vehicle is calculated using the vehicle speed V and the steering angle α. As a calculation method, for example, a method disclosed in JP-A-2006-155000 can be used. The future travel position of the present embodiment is determined based on the relative position in the lane of the host vehicle when traveling at a vehicle speed V along the course determined by the turning radius r, in the predetermined arrival time zone including the arrival time TTP. This is the position where the vehicle reaches.

  In subsequent step S40, the controller 10 obtains the ideal travel position when traveling in the future travel position, and calculates the guidance amount of the vehicle based on the deviation of the future travel position with respect to the ideal travel position. The ideal travel position in this example is the lane center of the travel lane.

  In the present embodiment, the guidance amount I is calculated by the following equation (5) using the deviation Xf, which is the lateral distance from the center of the lane at the future travel position. However, k11 may be set according to the performance of the vehicle, or may be set based on the vehicle experiment result for each vehicle type.

I = k11 · Xf (5)
In step S40, the guidance amount I can also be calculated using the following equation (6) in consideration of the deviation angle Yf between the host vehicle and the lane at the future travel position. However, k13 and k14 may be set according to the performance of the vehicle, or may be set based on the vehicle experiment result for each vehicle type.

I = k13 · Xf + k14 · Yf (6)
The guidance amount I may be calculated using the distance from the left and right lanes. The method for calculating the guidance amount I is not particularly limited. For example, any value indicating a deviation from the center of the lane (ideal travel position) can be used as the guidance amount I.

  The calculated amount of guidance is sent to the tactile stimulus transmission device 20.

  In step S50, the tactile stimulus transmission device 20 provides driving support information including a tactile stimulus according to the guidance amount to the occupant.

  The tactile stimulus transmission device 20 drives the actuators included in the driving mechanisms 212 and 222 of the pressing device 21 or the vibration device 22 based on the calculated guidance amount I. The tactile stimulus transmission device 20 determines the control amount using the relationship between the guidance amount I and the drive amount shown in FIGS. 14 to 16, moves the movable member 211 of the pressing device 21, or moves the vibration member 221 of the vibration device 22. Vibrate. Thus, one process is completed.

<Experimental example>
Based on FIGS. 18-20, the experimental result of this embodiment is demonstrated.

This experimental example was not performed on an actual road, but was performed using a driving simulator capable of projecting road information in a simulated manner in front of the vehicle. The vehicle used in this experimental example includes a pressing device 21 having a side support part 211 and a drive mechanism 212 described in the first embodiment. In the first embodiment, the driving state and the driving environment are obtained from the navigation device 200, the vehicle controller 300, and the distance measuring / positioning device 400. In this experimental example, the driving simulator calculates the driving state and the driving environment.

The traveling course used in this experimental example is a virtual road composed of a straight line and a curve with a constant curvature.

The subject (driver) who performed this experiment watched a predetermined tangent point, instructed to travel in the center of the lane, and then operated at a constant vehicle speed.

At that time, in the time zone including the arrival time to the future travel point, for example, the time zone from the measurement start time (0 seconds) to 1.5 seconds ahead, the center of the lane at the future travel position at a predetermined cycle (predetermined timing) By moving the side support portion 211 to the left and right according to the amount of deviation of the future travel position with respect to the vehicle, the driving support information is transmitted by applying a pressing force to the occupant.

The experiment was performed several times with different experimental conditions, and the operating load was evaluated. As a driving load evaluation method, a driver load evaluation method by the steering entropy method (Okihiko Nakayama et al .; International Traffic Safety Society Vol.26, No.4, pages 243 to 250) or this steering entropy method and tendency The standard deviation of the steering angular velocity, which substantially matches, is used.

By the way, since the driver's uncomfortable feeling is subjective, in order to verify the reduction of the uncomfortable feeling in improving the vehicle performance, it is necessary to indicate the uncomfortable feeling of the driver as a quantitative index value. In this experimental example, the driver's uncomfortable feeling is evaluated as a driving load. In this experimental example, by evaluating the driving load when changing the timing to give tactile stimulation, in what scene the driving load is reduced, that is, in what scene the driver's uncomfortable feeling is reduced. I will consider.

FIG. 18 is a diagram showing the relationship between the timing at which a tactile stimulus is applied and the driving load, obtained by experiment.

As shown in FIG. 18, when a tactile stimulus is given at timing SSX3, the driving load tends to be minimized. The timing SSX3 corresponds to the arrival time at the tangent point (virtual gazing point) calculated from the curvature and the vehicle speed. According to this result, the occupant feels when tactile information is given according to the guidance amount (deviation between the future travel position and the ideal travel position) in the predetermined arrival time zone including the arrival time at the tangent point (virtual gazing point). Since the senses of the tactile stimulus and the visual stimulus coincide with each other, it is possible to reduce the sense of incongruity of the occupant and consequently reduce the driving load.

In addition, as shown in FIG. 18, when tactile stimulation is not performed, the driving load becomes relatively high when tactile stimulation is applied at a timing other than the separated region (predetermined arrival time zone).

  FIG. 19 is a diagram illustrating experimental results of timing for applying tactile stimulation and driving load. That is, it is a figure which shows the experimental result of FIG. 18 as a positional relationship with respect to the own vehicle. As shown in FIG. 19, the driving load is reduced when a tactile stimulus is given in the arrival time zone including the arrival time to the virtual gazing point, and the driving is carried out when the tactile stimulus is given in a time zone outside the arrival time zone. Load increases. According to the present experimental example, by matching the target of the visual stimulus and the target of the tactile stimulus, driving guidance information by the tactile stimulus can be transmitted to the occupant at a timing at which the driving load can be reduced.

FIG. 20 is a diagram illustrating a comparison result between the driving induction effect when the tactile stimulus is applied in the predetermined arrival time zone and the driving induction effect when the tactile stimulus is not applied. In this experimental example, driving guidance is performed so that the vehicle travels in the center of the lane, so the effect of driving guidance is quantitatively evaluated based on the average of absolute values of deviation from the center of the lane. As shown in FIG. 20, by presenting information on the future travel position that travels in a predetermined arrival time zone including the arrival time to the virtual gazing point, the absolute value average of the deviation from the center of the lane is reduced, and driving guidance It was confirmed that the effect was high. As described above, according to the present experimental example, it is possible to perform appropriate driving support by giving the occupant a tactile stimulus corresponding to the guidance amount at the future traveling position.

Since this invention is comprised as mentioned above and acts as mentioned above, there exist the following effects.

  According to the present embodiment, the future traveling position of the vehicle in a predetermined separation area including the degree of separation between the vehicle and the virtual gazing point of the occupant of the vehicle is calculated, and the future with respect to the ideal traveling position when traveling in the future traveling position Since a tactile stimulus corresponding to the amount of vehicle guidance derived from the deviation of the driving position is given to the occupant, the driving scene corresponding to the tactile stimulus given to the driver matches the driving scene corresponding to the visual stimulus obtained by the driver. Therefore, it is possible to reduce the driver's uncomfortable feeling and support driving without increasing the driving load.

In the present invention, the arrival time to the virtual gazing point calculated from the vehicle speed and the curvature of the road is calculated, and the amount of guidance at the future traveling position that travels in the arrival time zone including the arrival time is given to the occupant by tactile stimulation. Since the time sensation for the information transmitted by the tactile stimulus and the time interval for the information obtained by the visual stimulus can be substantially matched, it is possible to reduce the sense of discomfort of the occupant and to reduce the driving load.

Incidentally, in human perception research, it is known that senses such as sight, touch, and hearing are related to each other. A typical example is synesthesia. This is a phenomenon in which when a C sound is heard, a red pattern is simultaneously visible in front of you. In addition, when the information obtained by the visual sense and the information obtained by the tactile sensation are different, a more advanced visual sense becomes dominant, and a phenomenon of visual superiority in which transmission of the tactile stimulus is blocked is also known. When synesthesia and visual superiority are taken into consideration, in order to prevent the occupant from feeling uncomfortable, it is necessary to match the tactile stimulus given to the driver with the visual information obtained by the driver. According to the present invention, since the amount of guidance at a future driving position at a distance equivalent to the distance to the virtual gazing point seen by the driver is given as a tactile stimulus, the occupant's discomfort can be reduced and the driving load can be reduced. Can be reduced.

In addition, since the arrival time is calculated based on the curvature of each point, the road, the lane width, and the vehicle speed, the time required for the vehicle to reach the tangent point can be accurately calculated. Since the tangent point is a point where the driver mainly focuses while driving on a curve, the point where the driver actually watches can be set as a virtual gazing point. Thereby, the tactile stimulus given to the driver can be matched with the visual information obtained by the driver with high accuracy.

Furthermore, by calculating the arrival time TTP using the equations 1 and 2, it is possible to calculate the arrival time reflecting the traveling environment and the traveling state such as the curvature of the traveling road, the vehicle speed, and the lane width.

TTP = (R + w) sin θ / V cos θ (1)
cos θ = R / (R + w) (2)
Where R is the curvature of the road, V is the vehicle speed, θ is the spread angle based on the traveling direction of the vehicle, and w is a constant corresponding to the lane width.

Furthermore, by calculating the arrival time TLC using Equation 3 and Equation 4, it is possible to obtain the same effect as when the arrival time TTC is used, and the arrival time TTC calculation requires lane information inside the curve. On the other hand, since the lane information outside the curve is used to calculate the arrival time TLC, it can be used as an alternative to the arrival time TTC when the lane information inside the curve cannot be acquired.

TLC = (R + w) tan θ / V (3)
cos θ = R / (R + w) (w is a coefficient) (4)
Where R is the curvature of the road, V is the vehicle speed, θ is the spread angle based on the traveling direction of the vehicle, and w is a constant corresponding to the lane width.

In addition, since the controller 10 of the present embodiment has a function of acquiring the lane width of the travel path including the travel point of the vehicle, the arrival time can be calculated based on the lane width of the actual travel path. The accuracy can be improved as compared with the calculation of the arrival time of TTC, TLC and the like with the road width as a fixed value.

Further, the degree of separation to the virtual gazing point can be expressed by a distance, and an advantageous method can be selected from various calculation methods.

In this embodiment, when calculating the future travel position, by using the relative positional relationship between the vehicle and the lane including the point where the vehicle travels, an accurate future travel position that takes into account the relative positional relationship with respect to the lane is obtained. Can be calculated. Further, by using the relative positional relationship between the vehicle and the lane, the future travel position can be calculated even on a travel path including a curve with a small curvature.

Similarly, when calculating the future travel position, it is possible to calculate an accurate future travel position in consideration of the steering direction of the vehicle by using the steering angle and the vehicle speed of the vehicle. Further, by using the steering angle and the vehicle speed of the vehicle, the future travel position can be calculated even on a travel path including a curve with a large curvature.

Similarly, when the future travel position is calculated, the accurate future travel position in consideration of the yaw rate of the vehicle can be calculated by using the yaw rate and the vehicle speed of the vehicle. Further, by using the yaw rate and the vehicle speed of the vehicle, the future travel position can be calculated even on a travel path including a curve with a large curvature.

Further, when calculating the guidance amount, the guidance amount is calculated based on the deviation of the future travel position with respect to the center position of the lane as the ideal travel position, so that it is possible to expect a guidance effect to the center of the road. The tactile stimulation is given to the occupant by driving the movement direction of the movable member 211 can be associated with the guidance direction, or the movement amount of the movable member 211 can be associated with the guidance amount. Specifically, by driving a portion in contact with the driver (for example, the side support portion 211) in the left-right direction, the driver can intuitively recognize the relationship between the direction of the tactile stimulus given to the occupant and the guidance direction. In addition, by increasing or decreasing the amount of movement of the part that contacts the driver (for example, the side support unit 211), the driver can intuitively recognize the relationship between the strength of the tactile stimulus given to the occupant and the guidance amount.

Furthermore, by vibrating the vibration member 221 and giving tactile stimulation to the occupant, the vibration part of the vibration member 221 can be associated with the guidance direction, or the vibration amount of the vibration member 221 can be associated with the guidance amount. Specifically, the driver can intuitively understand the relationship between the direction of tactile stimulation given to the occupant and the direction of guidance by vibrating any one of the vibration members 221 incorporated in the portions in contact with the right and left sides of the driver. Can be recognized. In addition, by increasing or decreasing the frequency and amplitude of vibration of the vibration member 221 built in the portion in contact with the driver, the driver can intuitively recognize the relationship between the strength of tactile stimulation given to the occupant and the guidance amount. it can.

In this way, the vibration member 221 built in the seat gives the driver a stimulus, so that the Meissner body and the batini body, which react mainly to vibration, can be stimulated in the tactile receptor, and the pressing force can be reduced. Compared with the case where it gives, the sensitivity fall by adaptation can be suppressed.

Second Embodiment
Next, the driving support system 100 ′ of the second embodiment will be described. The driving support system 100 ′ in the second embodiment is basically the same as the driving support system in the first embodiment. Here, different points will be mainly described in order to avoid redundant description.

FIG. 21 is a block configuration of the in-vehicle device 1000 including the driving support system 100 ′ of the second embodiment. As shown in FIG. 21, the difference from the driving support 100 of the first embodiment is that the tactile stimulus transmission device 20 includes a steering guidance device 22. The steering guidance device 22 includes a torque generation mechanism 231 that generates a steering reaction force, and a drive mechanism 232 that changes the operability of the steering in accordance with the steering reaction force. A steering guidance command function is realized when performing. The controller 10 of the present embodiment generates a steering reaction force according to the calculated guidance amount, generates a command for giving driving assistance information including a tactile stimulus to the occupant by this steering reaction force, and the tactile stimulus transmission device 20. To send.

Further, the controller 10 of the present embodiment calculates an ideal steering angle when traveling in the future traveling position when performing the guidance amount calculation process, and based on the deviation of the steering angle of the vehicle with respect to the ideal steering angle, the vehicle The function to calculate the amount of induction of is realized.

FIG. 22 is a flowchart showing the processing procedure of the present embodiment. The process of step S10 to step S30 is common to the process of step S10 to step S30 of the first embodiment.

Here, the process after step S60 is demonstrated.

In step 60, the ideal steering angle β is calculated so that the future travel position P calculated in step S30 is on the ideal travel position defined by the lane center or the like. Specifically, the turning radius r2 is calculated using the ideal steering angle β and the vehicle speed V, for example, using a method disclosed in Japanese Patent Application Laid-Open No. 2006-155000. Then, when the vehicle travels at the vehicle speed V along the course determined by the turning radius r2 based on the relative position in the lane of the host vehicle, the future travel position P that is reached after the arrival time TTP seconds is calculated. Deviation Xf2 from the target trajectory at P is calculated. The ideal steering angle β is calculated so that the deviation Xf2 becomes zero.

  In step 70, using the current steering angle α and ideal steering angle β, for example, the guidance amount I is calculated by the following equation (7). However, k12 may be set according to the performance of the vehicle, or may be set based on the vehicle experiment result for each vehicle type.

I = k12 · (β−α) (7)
In step 80, a steering reaction force is generated by the torque generation mechanism 231 based on the guidance amount I calculated in step 70. Specifically, when the current steering angle α is insufficient with respect to the ideal steering angle β, torque is generated in a direction in which the steering is increased, and conversely, the current steering angle α is larger than the ideal steering angle β. In such a case, torque is generated in the direction to return the steering. The torque generation amount increases as the induction amount I increases.

Since this embodiment is configured and operates as described above, the following effects can be obtained.

According to this embodiment, the same effect as that of the first embodiment can be obtained.

In addition, since the torque is generated based on the difference between the actual steering angle α and the ideal steering angle β and the tactile stimulation is given to the occupant by the operation reaction force, the driver who performs steering must perceive tactile information intuitively. Therefore, an occupant can be guided effectively.

  The embodiment described above is described for facilitating the understanding of the present invention, and is not described for limiting the present invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  That is, in this specification, the driving support system 100 will be described as an example of the driving support apparatus according to the present invention, but the present invention is not limited to this.

  Moreover, in this specification, although the driving assistance system 100 provided with the controller 10 containing CPU11, ROM12, and RAM13 was demonstrated as an example as one aspect | mode of the driving assistance apparatus which concerns on this invention, it is not limited to this. .

Further, in the present specification, the traveling state acquisition function realized by the traveling state acquisition means included in the present invention, the future traveling position calculation function realized by the future traveling position calculation means included in the present invention, and the guidance amount calculation included in the present invention. The driving support system 100 including the controller 10 that executes the guidance amount calculation function realized by the means and the information transmission function realized by the information transmission means included in the present invention will be described as an example, but the present invention is not limited thereto. It is not something.

Moreover, in this specification, the controller 10 which implement | achieves a steering guidance command function is demonstrated as an example of the information transmission means containing the steering guidance command part of this invention, However, This invention is not limited to this.

Further, in the present specification, as an example of the guidance amount calculating means for calculating the guidance amount of the vehicle based on the deviation of the steering angle of the vehicle with respect to the ideal steering angle, the vehicle's steering angle is calculated based on the deviation of the steering angle of the vehicle with respect to the ideal steering angle. Although the controller 10 which implement | achieves the function which calculates a guidance amount is demonstrated, this invention is not limited to this.

It is a block block diagram of the vehicle-mounted apparatus 1000 containing the driving assistance system 100 of 1st Embodiment. It is a figure for demonstrating an example of a virtual gaze point. It is a figure for demonstrating the 1st example of the calculation method of a separation degree. It is a figure for demonstrating the 2nd example of the calculation method of a separation degree. It is a figure for demonstrating the example of the method of calculating | requiring a future traveling position. It is a figure for demonstrating the 1st example of the method of calculating | requiring a guidance amount. It is a figure for demonstrating the 2nd example of the method of calculating | requiring a guidance amount. It is a figure which shows the 1st example of the press apparatus. It is a figure which shows an example of the drive mechanism of the press apparatus 21 shown to FIG. 8A. It is a figure for demonstrating an example of operation | movement of the press apparatus. It is another figure for demonstrating an example of operation | movement of the press apparatus 21 shown to FIG. 8A. It is a figure which shows the 2nd example of the press apparatus. It is a figure for demonstrating operation | movement of the press apparatus 21 shown in FIG. It is a figure which shows the 3rd example of the press apparatus. It is a figure which shows the example of installation of the vibration apparatus. 6 is a diagram illustrating a first example of a relationship between a control amount Sact and an induction amount I of an actuator provided in a drive mechanism 211 of the pressing device 21. FIG. 6 is a diagram illustrating a second example of a relationship between a control amount Sact and an induction amount I of an actuator provided in the drive mechanism 211 of the pressing device 21. FIG. FIG. 10 is a diagram illustrating a third example of a relationship between a control amount Sact and an induction amount I of an actuator provided in the drive mechanism 211 of the pressing device 21. It is a flowchart for demonstrating the process of the driving assistance system 100 of 1st Embodiment. It is a figure which shows the experimental result of the timing which gives a tactile stimulus, and a driving load. It is a figure for demonstrating the relationship between the timing which gives a tactile stimulus, and a driving load. It is a figure which shows the comparison result of the driving induction effect when a tactile stimulus is given in the predetermined arrival time zone, and the driving induction effect when no tactile stimulus is given. It is a block block diagram of the vehicle-mounted apparatus 1000 containing the driving assistance system 100 'of 2nd Embodiment. It is a flowchart figure for demonstrating the process of the driving assistance system 100 'of 2nd Embodiment.

Explanation of symbols

1000: On-vehicle device 100, 100 '... Driving support system 10 ... Controller 11 ... CPU
12 ... ROM
13 ... RAM
20 ... tactile stimulus transmission device 21 ... pressing device 21
DESCRIPTION OF SYMBOLS 211 ... Movable member 212 ... Drive mechanism 22 ... Vibrating device 221 ... Vibrating member 222 ... Drive mechanism 200 ... Navigation device 210 ... Own vehicle position detection device 220 ... Running environment information 300 ... Vehicle controller 310 ... Vehicle speed sensor 320 ... Steering angle sensor 330 ... Yaw rate sensor 400 ... Ranging / positioning device 410 ... Side camera 420 ... Front camera

Claims (14)

In a driving support device that transmits driving support information by giving tactile stimulation to an occupant driving a vehicle,
Traveling state acquisition means for acquiring a traveling state including a traveling point and a vehicle speed of the vehicle at a predetermined timing;
The vehicle is referred to a virtual gazing point of the occupant of the vehicle that is a tangent point of the traveling path including a curve based on the traveling state of the vehicle with reference to a traveling environment in which each point and the environment of the traveling path are associated in advance. A future travel position calculation means for calculating a future travel position of the vehicle at the arrival time ,
Guidance amount calculation means for obtaining an ideal travel position when traveling at the future travel position with reference to the travel environment and calculating the guidance amount of the vehicle based on a deviation of the future travel position with respect to the ideal travel position When,
A driving support apparatus comprising information transmitting means for causing the occupant to provide driving support information including tactile stimulation corresponding to the guidance amount calculated by the guidance amount calculation means. The driving support device according to claim 1 ,
The travel environment includes information in which the curvature and lane width of each point and the travel path are associated with each other,
The future travel position calculation means calculates the arrival time based on the curvature and lane width of each point, travel path, and the vehicle speed of the vehicle. In the driving assistance device according to claim 2 ,
The future travel position calculation means calculates the arrival time TTP by the equations (1) and (2) based on the curvature and lane width of each point, the travel route, and the vehicle speed of the vehicle. Support device.
TTP = (R + w) sin θ / V cos θ (1)
cos θ = R / (R + w) (2)
Where R is the curvature of the road, V is the vehicle speed, θ is the spread angle based on the traveling direction of the vehicle, and w is a constant corresponding to the lane width. In the driving assistance device according to claim 2 ,
The future travel position calculation means calculates the arrival time TLC according to the equations (3) and (4) based on the curvature and lane width of each point, the travel route, and the vehicle speed of the vehicle. Support device.
TLC = (R + w) tan θ / V (3)
cos θ = R / (R + w) (w is a coefficient) (4)
Where R is the curvature of the road, V is the vehicle speed, θ is the spread angle based on the traveling direction of the vehicle, and w is a constant corresponding to the lane width. In the driving assistance device according to claim 3 or 4 ,
The future travel position calculation means acquires a lane width of a travel path including a travel point of a vehicle at a predetermined timing, and calculates the arrival time using the acquired lane width . In the driving assistance device according to any one of claims 1 to 5 ,
The traveling state includes a relative positional relationship between the vehicle and a lane including a point where the vehicle travels,
The future travel position calculation means is a driving support device that calculates the future travel position based on the relative positional relationship and the vehicle speed included in the travel state. The driving support device according to claim 6 ,
The traveling state further includes a steering angle of the vehicle,
The future travel position calculation means is a driving support device that calculates the future travel position based on the relative positional relationship and a vehicle speed and a steering angle included in the travel state. The driving support device according to claim 6 ,
The traveling state further includes a yaw rate of the vehicle,
The future travel position calculation means is a driving support device that calculates the future travel position based on the relative positional relationship and a vehicle speed and a yaw rate included in the travel state. In the driving assistance device according to any one of claims 1 to 8 ,
The guidance amount calculating means calculates the center position of the lane when traveling at the future travel position, and calculates the guidance amount of the vehicle based on a deviation of the future travel position with respect to the center position of the lane. Driving assistance device. In the driving assistance device according to any one of claims 1 to 9 ,
The information transmission means includes a movable part, and a tactile stimulus is given to an occupant by driving the movable part. In the driving assistance device according to any one of claims 1 to 9 ,
The information transmission means includes a vibration part, and drives the vibration part to give a tactile stimulus to an occupant. In the driving assistance device according to any one of claims 1 to 9 ,
The information transmission unit includes a steering guidance command unit, and the steering guidance command unit generates a steering reaction force according to the guidance amount calculated by the guidance amount calculation unit, and includes a tactile stimulus based on the steering reaction force. A driving support apparatus characterized in that information is given to the occupant. The driving support device according to claim 12 ,
The traveling state includes a steering angle of the vehicle,
The guidance amount calculation means calculates an ideal steering angle when traveling at the future traveling position, and calculates the guidance amount of the vehicle based on a deviation of the steering angle of the vehicle with respect to the ideal steering angle. Driving assistance device. In a driving support method for transmitting driving support information by giving a tactile stimulus to an occupant,
Based on the travel state including the travel point of the vehicle and the vehicle speed acquired at a predetermined timing, the travel environment in which each point and the environment of the travel path are associated with each other in advance is a tangent point of the travel path including the curve Calculating the arrival time until the vehicle arrives at the virtual gazing point of the vehicle occupant as the degree of separation, and calculating the future travel position of the vehicle at the arrival time ;
Based on the deviation of the future travel position with respect to the ideal travel position when traveling the future travel position derived with reference to the travel environment, to calculate the guidance amount of the vehicle,
A driving support method for generating and sending a command to give the occupant a tactile stimulus corresponding to the amount of guidance.

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