Driving assistance methods, driving assistance devices, and electric bicycles

Abstract

To provide drivers with further assistance in avoiding danger. [Solution] The driving assistance method includes the steps of: acquiring first vehicle information (self-vehicle information) relating to a first vehicle in which the driver's seating position is located in the center in the width direction of the vehicle (S11); acquiring second vehicle information (surrounding vehicle information) relating to a second vehicle by communicating with a second vehicle and / or roadside device located around the first vehicle (S11); calculating the timing for notifying the driver of the first vehicle of the risk of collision between the first vehicle and the second vehicle based on the first vehicle information and the second vehicle information (S14); and notifying the driver of the first vehicle at the calculated timing (S16).

Description

Technical Field

[0001] The present invention relates to a driving support method, a driving support device, and an electric bicycle.

Background Art

[0002] Patent Document 1 discloses a driving support device that supports a driver of a moving body. The driving support device includes a control unit that is held by the moving body or its occupant and controls an output device that outputs an output for causing the driver to recognize danger. The control unit estimates the degree of danger and changes the output state of the output device according to the degree of danger.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Further support for danger avoidance for the driver is required.

[0005] Therefore, an object of the present invention is to provide a driving support method, a driving support device, and an electric bicycle that can provide further support for danger avoidance for the driver.

Means for Solving the Problems

[0006] A driving assistance method according to one aspect of the present invention includes the steps of: acquiring first vehicle information relating to a first vehicle in which the driver's seating position is located in the center in the width direction of the vehicle; acquiring second vehicle information relating to a second vehicle by communicating with a second vehicle and / or roadside device located around the first vehicle; calculating the timing for notifying the driver of the first vehicle of the risk of collision between the first vehicle and the second vehicle based on the first vehicle information and the second vehicle information; and giving the notification to the driver of the first vehicle at the timing.

[0007] A driving assistance device according to one aspect of the present invention includes: a first acquisition unit that acquires first vehicle information relating to a first vehicle in which the driver's seating position is located in the center in the width direction of the vehicle; a second acquisition unit that acquires second vehicle information relating to a second vehicle by communicating with a second vehicle and / or roadside device located around the first vehicle; a calculation unit that calculates the timing for notifying the driver of the first vehicle of the risk of collision between the first vehicle and the second vehicle based on the first vehicle information and the second vehicle information; and a notification unit that gives the notification to the driver of the first vehicle at the timing.

[0008] An electric bicycle according to one aspect of the present invention is the first vehicle equipped with the driving assistance device according to the above aspect.

[0009] Furthermore, one aspect of the present invention can be realized as a program that causes a computer to execute the above-mentioned driving assistance method. Furthermore, one aspect of the present invention can be realized as a computer-readable non-temporary recording medium that stores the program. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide drivers with further assistance in avoiding danger. [Brief explanation of the drawing]

[0011] [Figure 1] Figure 1 is a schematic diagram of a driver assistance system according to an embodiment. [Figure 2] Figure 2 is a side view of an electric bicycle equipped with a driving assistance device according to an embodiment. [Figure 3] Figure 3 is an external perspective view of the driver assistance device according to an embodiment. [Figure 4] Figure 4 is a block diagram showing the configuration of the driver assistance device according to the embodiment. [Figure 5] Figure 5 is a functional block diagram of the driver assistance device according to the embodiment. [Figure 6] Figure 6 is a flowchart showing the operation of the driver assistance device according to the embodiment. [Figure 7] Figure 7 is a plan view showing an example of a collision between an electric bicycle and a surrounding vehicle. [Figure 8] Figure 8 is a plan view showing the behavior of an electric bicycle until it comes to a stop. [Figure 9] Figure 9 is a plan view showing the relationship between the location of the electric bicycle and the timing of notifications. [Figure 10] Figure 10 shows the relationship between the level of risk, the timing and manner of notification, and the control content of the electric motor. [Modes for carrying out the invention]

[0012] In the following, a driving assistance method, a driving assistance device, and an electric bicycle according to embodiments of the present invention will be described in detail with reference to the drawings. Note that the embodiments described below are all specific examples of the present invention. Therefore, the numerical values, shapes, materials, components, arrangement and connection configurations of components, steps, and the order of steps shown in the following embodiments are examples only and are not intended to limit the present invention. Accordingly, components in the following embodiments that are not described in an independent claim will be described as optional components.

[0013] Also, each figure is a schematic diagram and is not necessarily shown precisely. Therefore, for example, scales etc. in each figure do not necessarily match. Also, in each figure, substantially the same components are denoted by the same reference numerals, and overlapping explanations are omitted or simplified.

[0014] Also, in this specification, "front" refers to the traveling direction during normal driving of the vehicle, and "rear" refers to the opposite direction. Specifically, in the case of an electric bicycle, the direction in which the handlebar is located with respect to the saddle is "front". "Front-rear direction" means the direction from the rear to the front, and the opposite direction, among a plurality of horizontal directions (any direction parallel to the ground). "Left-right direction" is a direction orthogonal to the front-rear direction, and when facing forward, the left side is "left" and the right side is "right". "Vehicle width direction" is the direction along the vehicle width of the vehicle and is the same as the "left-right direction".

[0015] Also, in this specification, ordinal numbers such as "first", "second", etc. do not mean the number or order of components, unless otherwise specified, and are used for the purpose of avoiding confusion and distinguishing between components of the same type.

[0016] (Embodiment) [Overview] First, an overview of the driving support system according to the embodiment will be described using FIG. 1. FIG. 1 is a schematic diagram of a driving support system 1 according to the present embodiment.

[0017] As shown in FIG. 1, an electric bicycle 10 is traveling on a first road 41 with a driver 11 and a passenger 12 on board. A surrounding vehicle 20 is traveling on a second road 42 with a driver 21 on board. Both the electric bicycle 10 and the surrounding vehicle 20 are traveling toward an intersection 43 between the first road 41 and the second road 42. There are buildings and utility poles in the vicinity of the intersection 43, and visibility is poor. Therefore, the driver 11 and the driver 21 cannot visually confirm each other's presence until approaching the intersection 43. When they can confirm each other's presence, there is a risk of collision (so-called head-on accident) without being able to take an avoidance action.

[0018] The driving support system 1 according to this embodiment is a system that supports the driving of the driver 11 of the electric bicycle 10. Specifically, the driving support system 1 notifies the driver 11 of the risk of collision with surrounding vehicles 20. The driving support system 1 includes a driving support device 100 attached to the electric bicycle 10 and an in-vehicle terminal (not shown) mounted on the surrounding vehicle 20. Alternatively, the driving support system 1 may include a roadside device 30 instead of or in addition to the in-vehicle terminal.

[0019] The electric bicycle 10 is an example of a first vehicle, and the seating position of the driver 11 is provided at the center in the vehicle width direction. The seating position of the driver 11 can be regarded as the position where the load of the driver 11 is most greatly applied in the normal riding posture. In the case of a vehicle on which the driver 11 sits like the electric bicycle 10, the seating position is the position of the seat (or saddle). In the case of a vehicle on which the driver 11 rides standing up, the center of the standing positions of both feet of the driver 11 can be regarded as the seating position. The specific structure of the electric bicycle 10 will be described later using FIG. 2.

[0020] The surrounding vehicle 20 is an example of a second vehicle existing around the first vehicle. The surrounding vehicle 20 is an automobile. Specifically, the surrounding vehicle 20 is a four-wheel passenger car, but it may be a bus or a truck, etc. The surrounding vehicle 20 may be a large automobile, a medium-sized automobile, a regular automobile, a small automobile, a light automobile, a large special automobile or a small special automobile, and may also be a large motorcycle or a regular motorcycle.

[0021] Note that "surrounding" corresponds to the range in which ITS communication is possible. That is, it is the range in which ITS communication is possible by the driving support device 100 attached to the electric bicycle 10. For example, with the driving support device 100 as the center, a spherical range with a radius of several m to several hundred m can be regarded as "surrounding".

[0022] The surrounding vehicle 20 is equipped with an in-vehicle terminal related to the driver assistance system 1. The in-vehicle terminal is a terminal device similar to that of the driver assistance device 100 and acquires surrounding vehicle information about the surrounding vehicle 20. The in-vehicle terminal acquires surrounding vehicle information, including second driving information indicating the position, driving speed, and driving method of the surrounding vehicle 20, and transmits it to the driver assistance device 100. For example, the in-vehicle terminal has a configuration similar to that of the positioning unit 111, ITS communication unit 121, and processor 131 (see Figure 4) of the driver assistance device 100.

[0023] The roadside device 30 is located around the first vehicle and, for example, monitors the road conditions of at least one of the first road 41 and the second road 42. The roadside device 30 includes, for example, a camera that photographs the second road 42, a signal processing device that processes the images captured by the camera, and a communication device that communicates with the driver assistance device 100.

[0024] For example, the roadside device 30 acquires a video image including the second road 42 by having a camera photograph the second road 42. The signal processing device calculates the position, speed, and direction of travel of the surrounding vehicles 20 by analyzing the video image acquired by the camera. The communication device communicates with the driver assistance device 100 and outputs surrounding vehicle information, including the second travel information indicating the calculated position, speed, and direction of travel, to the driver assistance device 100.

[0025] Alternatively, the roadside device 30 may be equipped with a rangefinder such as a LiDAR (Light Detection and Ranging) or millimeter-wave radar. The rangefinder provided by the roadside device 30 may measure the position, speed, and direction of travel of surrounding vehicles 20.

[0026] The roadside device 30 may also be a relay device for communication between the surrounding vehicles 20 and the driver assistance device 100. By using the roadside device 30 as a relay device, the driver assistance device 100 can acquire surrounding vehicle information regarding surrounding vehicles 20 that are located further away.

[0027] The driver assistance device 100 acquires information about surrounding vehicles 20 (specifically, in-vehicle terminals) and / or roadside devices 30 by communicating with them. The communication is wireless communication using radio waves or light, specifically ITS (Intelligent Transport Systems) communication. Based on the vehicle information of the electric bicycle 10 and the surrounding vehicle information acquired through communication, the driver assistance device 100 calculates the timing for notifying the driver of the risk of collision and notifies the driver 11 at the calculated timing. This makes it easier for notifications to be made at the appropriate time, thus providing further assistance to the driver 11 in avoiding danger.

[0028] [composition] Next, we will explain the specific configuration of an electric bicycle 10, which is an example of a vehicle driven by driver 11, using Figure 2.

[0029] Figure 2 is a side view of the electric bicycle 10 according to this embodiment. The electric bicycle 10 is an example of an electric vehicle having an electric motor, and specifically, it is a bicycle with an electric assist function. The electric assist function is a function that assists the forward movement of the electric bicycle 10 based on the pedaling force applied to the pedals 17 by the rider 11 riding the electric bicycle 10, and is performed as a so-called assist mode. The electric bicycle 10 may also have a function to assist in pushing the vehicle body 10a.

[0030] As shown in Figure 2, the electric bicycle 10 comprises a frame 10a, a motor unit 200, and a battery 210. The electric bicycle 10 also includes a driving assistance device 100. In Figure 2, the motor unit 200 is schematically represented as a block diagram.

[0031] The frame 10a is the main body of the electric bicycle 10. The frame 10a comprises a frame 13, a front wheel 14f, a rear wheel 14r, a handlebar 15, a brake lever 15a, a saddle 16, a child seat 16a, and pedals 17.

[0032] The frame 13 is the framework of the electric bicycle 10. The frame 13 is made of, for example, metal, carbon, or synthetic resin. The frame 13 is formed by combining multiple cylindrical members such as a head tube, down tube, seat tube, chainstay, and front fork. The frame 13 may have cushioning members such as suspension. The frame 13 supports the front wheel 14f, rear wheel 14r, handlebars 15, brake levers 15a, saddle 16, child seat 16a, and pedals 17.

[0033] The front wheel 14f and the rear wheel 14r each have tires for the vehicle body 10a to travel on. The front wheel 14f and the rear wheel 14r are aligned in the front-rear direction. The front wheel 14f and 14r are supported by the frame 13 so that they can rotate around an axis extending in the left-right direction. In this embodiment, the rear wheel 14r receives power from the motor unit 200 via a sprocket and chain. Alternatively, the front wheel 14f may receive power from the motor unit 200.

[0034] The handlebars 15 are operated by the user riding the electric bicycle 10 to change the steering angle of the electric bicycle 10. The handlebars 15 are rotatably supported by the frame 13. A pair of brake levers 15a are provided at both ends of the handlebars 15. The pair of brake levers 15a apply mechanical braking force to the front wheel 14f and the rear wheel 14r, for example, by driving the brake system. The brake levers 15a may be provided with an operating force sensor (not shown) that detects the operating force when the driver 11 operates the brake levers 15a.

[0035] The saddle 16 is the part where the driver 11 sits when riding. The saddle 16 is mounted to the frame 13 in a height-adjustable manner. The saddle 16 is located in the center of the electric bicycle 10 in the width direction. The saddle 16 corresponds to the riding position of the driver 11. The saddle 16 may be equipped with a load sensor (not shown) that detects the load of the driver 11 sitting on the saddle 16.

[0036] The child seat 16a is the seat where the passenger 12 sits. The child seat 16a is fixed to the frame 13. When there is no passenger 12, the child seat 16a does not need to be installed. For example, instead of the child seat 16a, a luggage rack for carrying luggage may be attached to the frame 13. A load sensor (not shown) may be provided on the child seat 16a or the luggage rack.

[0037] The pedal 17 receives pedaling force from the driver 11 riding the electric bicycle 10. One crank arm 17a is provided on each side of the motor unit 200, and is fixed to both ends of the crank shaft 17b which extends in the left-right direction. One end of the crank arm 17a is rotatably fixed to the crank shaft 17b, and the pedal 17 is rotatably fixed to the other end of the crank arm 17a. The axis of rotation of the pedal 17 is approximately parallel to the axis of rotation of the crank shaft 17b.

[0038] When pedaling force is applied to the pedal 17, the crank arm 17a rotates around the crank shaft 17b, and the human-powered driving force resulting from this rotation is transmitted to the rear wheel 14r via the sprocket and chain, etc. When the electric bicycle 10 is operating in assist mode, the human-powered driving force based on pedaling force and the auxiliary driving force from the electric motor 201 added to the human-powered driving force are transmitted to the rear wheel 14r.

[0039] Motor unit 200 is an example of a motor unit used in an electric vehicle. Motor unit 200 comprises an electric motor 201 and a control unit 202. The electric motor 201 and the control unit 202 are housed inside a housing (not shown) fixed to the frame 13. A crankshaft 17b is provided so as to penetrate the housing that houses the electric motor 201. The control unit 202 may be provided separately from the electric motor 201.

[0040] The motor unit 200 drives the electric motor 201 based on power supplied from the battery 210. The motor unit 200 outputs an auxiliary driving force, adding it to the pedaling force which is the human power driving force, and transmits it to the rear wheel 14r via the chain.

[0041] The electric motor 201 provides auxiliary driving force to propel the vehicle body 10a. Specifically, the rotational torque of the electric motor 201 is transmitted as auxiliary driving force to the rear wheels 14r via a chain, and the rotation of the rear wheels 14r allows the vehicle body 10a to move forward.

[0042] The control unit 202 controls the operation of the electric motor 201. Specifically, the control unit 202 adjusts the start and stop of the operation of the electric motor 201 (assist mode), as well as the auxiliary driving force it generates. In assist mode, the control unit 202 adjusts the auxiliary driving force generated by the electric motor 201 based on the force applied to the pedal 17. The force applied to the pedal 17 is obtained by a pedal force sensor (not shown).

[0043] The control unit 202 may be implemented, for example, by a microcontroller, and may include non-volatile memory where the program is stored, volatile memory which is a temporary storage area for executing the program, input / output ports, and a processor for executing the program. Alternatively, the control unit 202 may be implemented by a dedicated electronic circuit.

[0044] Although not shown in the figures, the electric bicycle 10 may be equipped with various sensors in addition to the pedaling force sensor, load sensor, and operating force sensor, such as a speed sensor, crank rotation sensor, and motor rotation sensor. For example, the control unit 202 of the motor unit 200 may adjust the magnitude of the auxiliary driving force generated by the electric motor 201 based on the physical quantities detected by the various sensors.

[0045] Battery 210 is a rechargeable battery that stores power for driving the electric motor 201 of the motor unit 200. Battery 210 is, for example, a secondary battery, but may also be other charge / discharge elements such as a capacitor. Battery 210 is electrically connected to the electric motor 201 and supplies power to the electric motor 201.

[0046] The battery 210 is detachably fixed to the frame 13. The mounting position of the battery 210 is not particularly limited. Furthermore, if the electric bicycle 10 is equipped with lighting devices such as headlights and taillights, and electronic devices such as a display unit, an operating unit (hand switch), and an electric transmission, the battery 210 can also supply power to these lighting devices and electronic devices. For example, the battery 210 may also supply power to the driver assistance device 100.

[0047] [Configuration of driver assistance systems] Next, the configuration of the driver assistance device 100 will be explained using Figures 3, 4, and 5. Figure 3 is an external perspective view of the driver assistance device 100 according to this embodiment. Figure 4 is a block diagram showing the configuration of the driver assistance device 100 according to this embodiment. Figure 5 is a functional block diagram of the driver assistance device 100 according to this embodiment.

[0048] The driver assistance device 100 is attached to the electric bicycle 10. For example, as shown in Figure 3, the driver assistance device 100 is attached to the handlebars 15. The driver assistance device 100 is an aftermarket terminal device that can be attached to various vehicles, regardless of the type of electric bicycle 10, but is not limited to this. The driver assistance device 100 may also be built into the handlebars 15, frame 13, or motor unit 200 of the electric bicycle 10.

[0049] The driver assistance device 100 is equipped with a battery such as a primary battery or a secondary battery, and operates using the power supplied from the battery. Alternatively, the driver assistance device 100 may operate using the power supplied from the battery 210 of the electric bicycle 10.

[0050] First, the hardware configuration of the driver assistance device 100 will be explained using Figure 4. As shown in Figure 4, the driver assistance device 100 includes a positioning unit 111, an ITS communication unit 121, a processor 131, a memory 132, a light-emitting unit 161, a speaker 162, and a short-range wireless communication unit 171.

[0051] The positioning unit 111 obtains positional information indicating the latitude and longitude of its own device by measuring its own position using a satellite positioning system such as GPS (Global Positioning System) or QZSS (Quasi-Zenith Satellite System). Since the driving assistance device 100 equipped with the positioning unit 111 is installed on the electric bicycle 10, the positional information obtained by the positioning unit 111 is positional information indicating the position of the electric bicycle 10. It may also include height information indicating the height (altitude) of the electric bicycle 10.

[0052] The ITS communication unit 121 transmits and receives information with surrounding vehicles 20 and / or roadside devices 30 by performing ITS communication.

[0053] The processor 131 executes various processes of the driver assistance device 100 by running a program stored in the memory 132. For example, the processor 131 performs collision detection, calculates the timing of notification, and determines the level of danger. The processor 131 may also calculate the speed and direction of travel of the electric bicycle 10 based on the position information acquired by the positioning unit 111. The processor 131 also generates control commands to operate the light-emitting unit 161 and the speaker 162.

[0054] Memory 132 is a storage device for storing programs executed by the processor 131. Information and data acquired and / or generated by the driver assistance device 100 are stored in Memory 132. Memory 132 is, for example, a non-volatile memory and / or volatile memory such as a semiconductor memory. The processor 131 and memory 132 may be integrated as a microcontroller.

[0055] The light-emitting unit 161 emits visible light. The light-emitting unit 161 has a function that allows it to change the mode of emission. Specifically, the light-emitting unit 161 can change the color of the visible light. For example, the light-emitting unit 161 selectively emits red light, yellow light, and blue light. The light-emitting unit 161 may also be able to change the intensity of the visible light. Furthermore, the light-emitting unit 161 may be capable of flashing, and the ratio of the emission period to the non-emission period may be adjustable.

[0056] Speaker 162 emits sound or voice. Speaker 162 has the function of changing at least one of volume (sound pressure), frequency (pitch), and timbre. Speaker 162 may also selectively output a predetermined number of voice messages.

[0057] The short-range wireless communication unit 171 transmits and receives information with the motor unit 200 of the electric bicycle 10 by performing short-range wireless communication. The short-range wireless communication is, for example, wireless communication based on standards such as Bluetooth®, but is not limited thereto. Instead of wireless communication, the driver assistance device 100 and the motor unit 200 may be connected by a wire.

[0058] Next, the functional configuration of the driver assistance device 100 will be explained using Figure 5. As shown in Figure 5, the driver assistance device 100 includes a first acquisition unit 110, a second acquisition unit 120, a collision determination unit 130, a timing calculation unit 140, a level determination unit 150, a notification unit 160, and an instruction output unit 170 as functional blocks. The functions of each functional block in the driver assistance device 100 are realized by the hardware configuration shown in Figure 4. However, as long as the functions of each functional block can be realized, they may be realized by a hardware configuration other than that shown in Figure 4.

[0059] The first acquisition unit 110 acquires vehicle information relating to the electric bicycle 10. The functions of the first acquisition unit 110 are mainly realized by the positioning unit 111, processor 131, memory 132, and short-range wireless communication unit 171.

[0060] The vehicle information is an example of first vehicle information relating to the electric bicycle 10 (first vehicle) driven by driver 11. Specifically, the vehicle information includes first driving information indicating the position, speed, and direction of travel of the electric bicycle 10.

[0061] The first driving information is repeatedly acquired at predetermined intervals while the electric bicycle 10 is in motion. For example, the position of the electric bicycle 10 is obtained by measurement by the positioning unit 111. The driving speed and direction of the electric bicycle 10 are obtained by calculation based on the position information obtained in a time series. If the position information includes height information, the driving direction of the electric bicycle 10 may be calculated as a three-dimensional direction including the height direction. Alternatively, the electric bicycle 10 or the driving support device 100 may be equipped with a three-axis acceleration sensor, and the first acquisition unit 110 may acquire the driving speed and direction of travel based on the acceleration obtained by the three-axis acceleration sensor.

[0062] Furthermore, the vehicle information may include at least one of the following: operating force information, pedaling force information, and load information. The operating force information is information indicating the operating force applied by the driver 11 to the brake lever 15a of the electric bicycle 10. The pedaling force information is information indicating the pedaling force applied by the driver 11 to the pedal 17 of the electric bicycle 10. The load information is information indicating the load on the electric bicycle 10 by the load including the driver 11. The operating force information, pedaling force information, and load information are used to estimate the stopping position of the electric bicycle 10 when the driver 11 performs a braking operation. The operating force information, pedaling force information, and load information can be obtained, for example, by the short-range wireless communication unit 171 communicating with the electric bicycle 10.

[0063] The operating force is obtained by an operating force sensor installed on the electric bicycle 10. For example, the operating force sensor detects the operating force each time the brake lever 15a is operated, and the detection result is stored in the memory 132. Whether or not the brake lever 15a has been operated is determined by comparing the operating force with a threshold. When the driver 11 operates the brake lever 15a, the operating force increases from 0 to the maximum, so when the operating force exceeds the threshold, it is determined that the brake lever 15a has been operated, and the maximum value of the operating force at that time is stored in the memory 132.

[0064] Memory 132 may store only the most recently detected operating force value, or it may store multiple operating force values ​​obtained from multiple detections, including the most recent one. The operating force information may indicate the most recent operating force value, or it may indicate the maximum value among multiple operating force values. Alternatively, the operating force information may be the average value of multiple operating force values.

[0065] Furthermore, there is a correlation between the operating force and the braking force applied to at least one of the front wheel 14f and the rear wheel 14r. For this reason, the electric bicycle 10 may be equipped with a sensor that detects braking force instead of an operating force sensor.

[0066] The pedaling force information is repeatedly acquired at predetermined intervals while the electric bicycle 10 is in motion. For example, the pedaling force is obtained by a pedaling force sensor installed on the electric bicycle 10.

[0067] Load information is obtained from one or more load sensors installed on the electric bicycle 10. For example, load sensors are installed on the saddle 16 and on the child seat 16a or the luggage rack. A load sensor may also be installed in the front basket of the electric bicycle 10. The load sensors detect the load applied to the saddle 16, child seat 16a, etc., and the sum of the detected loads is considered to be the load applied to the electric bicycle 10. The weight of the child seat 16a itself may also be added to the load.

[0068] Furthermore, the vehicle information may also include road surface information indicating the road surface conditions while the electric bicycle 10 is traveling. Road surface conditions are represented by at least one of the following: road surface moisture level, road surface material, and road surface incline. Moisture level is represented, for example, as dry, wet, frozen, or snowy. Road surface material is represented as asphalt, soil, concrete, etc. Incline is represented as uphill or downhill relative to the direction of travel and its angle of incline. Since the stopping position of the electric bicycle 10 may change depending on the road surface conditions, the stopping position may be estimated based on the road surface information.

[0069] The electric bicycle 10 may be equipped with sensors for obtaining road surface information. For example, the electric bicycle 10 may be equipped with a moisture content sensor for measuring moisture content, an image sensor for taking pictures of the road surface, and an acceleration sensor for detecting the posture (tilt) of the electric bicycle 10.

[0070] Furthermore, the vehicle information may include weather information such as temperature, precipitation, snowfall, wind speed, wind direction, and weather conditions at the location of the electric bicycle 10. Weather information can be used, for example, to estimate road surface conditions. For example, if the weather is sunny or cloudy, the road surface is estimated to be dry. If the weather is rainy and the temperature is above 0°C, the road surface is estimated to be wet. If the weather is rainy and the temperature is below 0°C, the road surface is estimated to be frozen. Alternatively, by using past weather, temperature, and precipitation data, the amount of moisture remaining on the road surface can be estimated, thereby improving the accuracy of the road surface moisture conditions.

[0071] The driver assistance system 100 may also include a wireless communication unit that communicates with an external server device or the like. The wireless communication unit communicates using mobile communication such as 4G or 5G. The wireless communication unit may also acquire weather information and / or road surface information from an external server device or the like.

[0072] Furthermore, the vehicle information may include air pressure information indicating the air pressure of the front wheel 14f and rear wheel 14r of the electric bicycle 10. Since the stopping position of the electric bicycle 10 may change depending on the air pressure, the stopping position may be estimated based on the air pressure information.

[0073] Furthermore, the vehicle information may include center of gravity information, which indicates the center of gravity when the driver 11 is seated. The center of gravity changes depending on the driver 11's weight and height, as well as the presence, weight, and height of the passenger 12. For example, the center of gravity information can be obtained by pre-accepting inputs such as the height and weight of the driver 11 and the passenger 12. The position of the center of gravity changes the level of danger to the driver 11 during braking. For example, if the center of gravity is high (far from the ground), the risk of being thrown forward or falling over during braking increases. For this reason, the level of danger may be determined using the center of gravity information.

[0074] For example, the driver assistance device 100 may include an input / output device with integrated input / output functions, such as a touch panel display, for receiving input of information on physical characteristics such as weight and height from the driver 11 and / or passenger 12. Alternatively, the driver assistance device 100 may include an input device and an output device with separate input / output functions. For example, the input device may be a physical operation button or a microphone capable of voice input. The output device may be, for example, a display or a speaker 162. If the driver assistance device 100 includes an input device or an input / output device, it can also acquire load information by pre-accepting input such as the weight of the driver 11 and passenger 12, and the weight of the child seat 16a. Furthermore, the driver assistance device 100 may acquire information on physical characteristics and other information by communicating with a smartphone owned by the driver 11 or passenger 12.

[0075] The second acquisition unit 120 acquires surrounding vehicle information about the surrounding vehicle 20 by communicating with the surrounding vehicle 20 and / or roadside equipment 30. Surrounding vehicle information is an example of second vehicle information about a second vehicle present in the vicinity of the first vehicle. Specifically, the surrounding vehicle information includes second driving information indicating the position, driving speed, and driving direction of the surrounding vehicle 20. The functions of the second acquisition unit 120 are mainly realized by the ITS communication unit 121.

[0076] The second driving information is repeatedly acquired at predetermined intervals while the surrounding vehicle 20 is driving. For example, the position of the surrounding vehicle 20 is obtained by measurement using a positioning device (not shown) mounted on the surrounding vehicle 20. The positioning device has a configuration similar to that of the positioning unit 111, for example. The driving speed and direction of the surrounding vehicle 20 are obtained by calculation based on the position information obtained in a time series. Alternatively, the second acquisition unit 120 may acquire the driving speed and direction based on the acceleration obtained by a three-axis acceleration sensor mounted on the surrounding vehicle 20. The position information may also include height information indicating the height (altitude) of the surrounding vehicle 20. If the position information includes height information, the driving direction of the surrounding vehicle 20 may be calculated as a three-dimensional direction including the height direction.

[0077] The collision determination unit 130 determines whether or not the electric bicycle 10 and the surrounding vehicle 20 will collide, based on the first driving information included in the vehicle information and the second driving information included in the surrounding vehicle information. The functions of the collision determination unit 130 are mainly realized by the processor 131 and the memory 132. The specific determination process will be explained later with reference to Figure 7.

[0078] The timing calculation unit 140 calculates the timing for notifying the electric bicycle 10 of the risk of collision with surrounding vehicles 20, based on the vehicle information and surrounding vehicle information. The timing calculation unit 140 calculates the timing of the notification when the collision determination unit 130 determines that the electric bicycle 10 and surrounding vehicles 20 will collide. If the collision determination unit 130 determines that the electric bicycle 10 and surrounding vehicles 20 will not collide, the timing calculation unit 140 does not calculate the timing of the notification. The functions of the timing calculation unit 140 are mainly realized by the processor 131 and memory 132.

[0079] For example, the timing calculation unit 140 estimates the stopping position of the electric bicycle 10 when the driver 11 receives a notification at the first time and performs a braking operation on the electric bicycle 10, based on the first driving information and at least one of the operating force information, pedaling force information, and load information. Then, the timing calculation unit 140 determines the timing of the notification based on the estimated stopping position. For example, the timing calculation unit 140 determines the first time as the timing of the notification when the stopping position falls within a predetermined range before the intersection 43. The specific stopping position estimation process will be explained later using Figure 8.

[0080] The level determination unit 150 determines the level of collision risk based on the timing calculated by the timing calculation unit 140. The functions of the level determination unit 150 are mainly realized by the processor 131 and memory 132. The specific level determination process will be explained later with reference to Figure 9.

[0081] The notification unit 160 notifies the driver 11 at the timing calculated by the timing calculation unit 140. The notification unit 160 varies the notification method depending on the result of the collision risk level determination. The functions of the notification unit 160 are mainly realized by the light-emitting unit 161 and the speaker 162. Specific examples of the methods will be explained later using Figure 10.

[0082] The instruction output unit 170 stops the electric motor 201 of the motor unit 200 or reduces the output of the electric motor 201 when the level of danger reaches a predetermined level. The function of the instruction output unit 170 is mainly realized by the short-range wireless communication unit 171.

[0083] [Operation (Driving Assistance Method)] Next, the operation (driving assistance method) of the driving assistance device 100 according to this embodiment will be explained using Figure 6. Figure 6 is a flowchart showing the operation of the driving assistance device 100 according to this embodiment.

[0084] As shown in Figure 6, first, the first acquisition unit 110 acquires vehicle information (S10). Specifically, the first acquisition unit 110 acquires first driving information indicating the position, speed, and direction of travel of the electric bicycle 10. The position of the electric bicycle 10 is the position measured by the positioning unit 111. The speed and direction of travel of the electric bicycle 10 may be the speed and direction of travel measured by a three-axis acceleration sensor (not shown), or the speed and direction of travel calculated by the processor 131 based on a plurality of recently measured positions. The time at which each of the position, speed, and driving method was measured or calculated is associated with each.

[0085] In this case, the first acquisition unit 110 may acquire at least one of the following: operating force information, pedaling force information, and load information. The first acquisition unit 110 may also acquire road surface information, weather information, air pressure information, and center of gravity information.

[0086] Next, the second acquisition unit 120 acquires surrounding vehicle information (S12). Specifically, the second acquisition unit 120 acquires second driving information from the surrounding vehicle 20 and / or the roadside device 30 by performing ITS communication, which indicates the position, driving speed, and driving direction of the surrounding vehicle 20. The position of the surrounding vehicle 20 is the position measured by an on-board terminal mounted on the surrounding vehicle 20. Alternatively, the position of the surrounding vehicle 20 may be the position of the surrounding vehicle 20 calculated based on an image taken by the roadside device 30, or the position of the surrounding vehicle 20 measured by the roadside device 30.

[0087] Note that the acquisition of surrounding vehicle information (S12) may be performed before the acquisition of the own vehicle information (S10). Alternatively, the acquisition of the own vehicle information (S10) and the acquisition of surrounding vehicle information (S12) may be performed simultaneously.

[0088] Next, the collision determination unit 130 determines whether the electric bicycle 10 and the surrounding vehicle 20 will collide based on the first driving information of the electric bicycle 10 and the second driving information of the surrounding vehicle 20 (S12). If it is determined that there will be no collision (No in S12), the acquisition of the own vehicle information (S10) and the acquisition of surrounding vehicle information (S11) is repeated until it is determined that there will be a collision. Note that when acquiring the own vehicle information repeatedly, only the first driving information of the electric bicycle 10 may be acquired. For information other than the first driving information, such as operating force information, pedaling force information, and load information, the information acquired initially may be used. Also, the frequency of acquiring information other than the first driving information may be less than the frequency of acquiring the first driving information.

[0089] Here, an example of collision detection will be explained using Figure 7. Figure 7 is a plan view showing an example of a collision between an electric bicycle 10 and a surrounding vehicle 20. In Figure 7, the positions of the electric bicycle 10 and the surrounding vehicle 20 are shown as circles, counting back one second at a time from the time of the collision (0 seconds) to the present (N seconds ago).

[0090] For example, the collision determination unit 130 calculates the position of the electric bicycle 10 N seconds later, assuming that the current speed and direction of travel are maintained, based on the electric bicycle 10's position, speed, and direction of travel. Similarly, the collision determination unit 130 calculates the position of the surrounding vehicle 20 N seconds later, assuming that the current speed and direction of travel are maintained, based on the surrounding vehicle 20's position, speed, and direction of travel. The collision determination unit 130 determines that the electric bicycle 10 and the surrounding vehicle 20 will collide if the positions of the electric bicycle 10 and the surrounding vehicle 20 are substantially the same. Since both the electric bicycle 10 and the surrounding vehicle 20 have a certain size, the collision determination unit 130 determines that the electric bicycle 10 and the surrounding vehicle 20 will collide if at least a portion of a predetermined range (for example, a circular range with a diameter of several meters) centered on each of their positions N seconds later overlap.

[0091] In the example shown in Figure 7, an electric bicycle 10 traveling on the first road 41 and a surrounding vehicle 20 traveling on the second road 42 collide at the intersection 43 between the first road 41 and the second road 42. There are obstacles such as buildings shown in Figure 1 in the area between the first road 41 and the second road 42, and the drivers do not notice each other's presence by sight. Therefore, the driver assistance device 100 notifies the driver 11 of the risk of collision at an appropriate time, prompting the driver 11 to take action to avoid the collision (specifically, braking).

[0092] Furthermore, if the position information included in the first and second driving information includes height information, the height information can be used to determine whether a collision is occurring. Specifically, it is possible to determine whether the intersection 43 is a grade-separated intersection based on the heights of the electric bicycle 10 and the surrounding vehicles 20. For example, if the heights of the electric bicycle 10 and the surrounding vehicles 20 differ by several meters or more, it can be determined that the intersection 43 is a grade-separated intersection. If it is determined that the intersection 43 is a grade-separated intersection, it can be determined that there is no risk of collision. Whether or not the intersection 43 is a grade-separated intersection may also be determined based on images captured by the roadside device 30.

[0093] Returning to Figure 6, if a collision is determined to occur (Yes in S12), the timing calculation unit 140 calculates the timing for notifying the electric bicycle 10 of the risk of collision with the surrounding vehicle 20, based on the vehicle information and the surrounding vehicle information. Specifically, the timing calculation unit 140 estimates the stopping position of the electric bicycle 10 if the driver 11 receives the notification at the first time and performs a braking operation (S13). For example, the timing calculation unit 140 estimates the stopping position of the electric bicycle 10 based on the first driving information and at least one of the operating force information, pedaling force information, and load information. Then, it determines the timing of the notification based on the calculated stopping position (S14). Specifically, the timing calculation unit 140 determines the timing of the notification such that the stopping position is before the intersection 43.

[0094] First, the estimation of the stopping position will be explained using Figure 8. Figure 8 is a plan view showing the behavior of the electric bicycle 10 until it stops. Figure 8 shows the stopping position 50 when the driver assistance device 100 gives a notification at a predetermined timing. The stopping distance is the distance from the position of the electric bicycle 10 at the time of notification (notification point) to the stopping position 50. The stopping distance is the sum of the perception distance, the reaction distance, and the braking distance.

[0095] The recognition distance is the distance the electric bicycle 10 travels from the time a notification is given until the driver 11 recognizes it. The reaction distance is the distance the electric bicycle 10 travels from the time the driver 11, upon receiving the notification, attempts to perform a braking operation, that is, attempts to operate the brake lever 15a, until the brakes actually begin to take effect. The braking distance is the distance the electric bicycle 10 travels from the time the brakes begin to take effect until it comes to a complete stop.

[0096] The stopping distance, which is the sum of the perceived distance, reaction distance, and braking distance, can vary depending on the influence of the electric bicycle 10 and the driver 11 and / or passenger 12. Compared to a four-wheeled vehicle, the influence of the driver 11 and / or passenger 12 is greater in the case of an electric bicycle 10. For example, the strength of the brakes depends strongly on the force applied to the brake lever 15a, i.e., the operating force of the driver 11. For example, the stronger the operating force, the shorter the braking distance, and the weaker the operating force, the longer the braking distance. Also, the propulsion force of the electric bicycle 10 changes depending on the force applied to the pedal 17. Therefore, the weaker the pedaling force, the shorter the perceived distance and reaction distance, and the stronger the pedaling force, the longer the perceived distance and reaction distance.

[0097] Furthermore, since the driver 11 is often heavier than the electric bicycle 10, the weight of the driver 11 significantly affects the braking distance. Also, if there is a passenger 12, the weight ratio of the passenger 12 will be larger, so it will also significantly affect the braking distance. For example, the heavier the load on the electric bicycle 10, the longer the braking distance will be, and the lighter the load, the shorter the braking distance will be.

[0098] Thus, the stopping distance is affected by the operating force, pedal force, and load. For this reason, the timing calculation unit 140 can improve the accuracy of calculating at least one of the perceived distance, reaction distance, and braking distance by utilizing at least one of the operating force information, pedal force information, and load information, and thus the accuracy of estimating the stopping position 50 is also improved.

[0099] Furthermore, at least one of the operating force, pedaling force, and load may be a fixed value independent of the driver 11. This reduces the number of sensors attached to the electric bicycle 10 and the effort required for the driver 11 to input information. Also, at least one of the operating force information, pedaling force information, and load information does not need to be used to estimate the stopping position. For example, the stopping position may be estimated based only on the first driving information. Alternatively, the stopping position may be estimated based on the first driving information and road surface information indicating the road surface conditions of the first road 41. For example, if the road surface is dry, the braking distance will be shorter, and if the road surface is wet or frozen, the braking distance will be longer. The timing calculation unit 140 may estimate the road surface conditions indicated by the road surface information based on the weather information. Furthermore, the stopping position may also be estimated based on air pressure information. The higher the air pressure, the longer the braking distance, and the lower the air pressure, the shorter the braking distance.

[0100] Next, the timing calculation unit 140 determines the timing of the notification so that the calculated stopping position 50 is before the intersection 43. For example, the timing calculation unit 140 determines the timing of the notification so that the stopping position 50 is located within the predetermined range 44 shown in Figure 8.

[0101] The predetermined range 44 is, for example, the area within a few meters of the boundary with the intersection 43 on the first road 41 where the electric bicycle 10 is traveling. It is an area where the electric bicycle 10 does not enter the intersection 43 and where the area other than the intersection 43 of the second road 42 is visible. If the electric bicycle 10 stops within the predetermined range 44, a collision with surrounding vehicles 20 entering the intersection 43 from the second road 42 is avoided.

[0102] For example, the timing calculation unit 140 determines the first time for notification as the time when the electric bicycle 10 is traveling to a position a calculated distance before the stopping position 50 within a predetermined range 44. This allows the electric bicycle 10 to stop at the stopping position 50 when the driver 11 applies the brakes after receiving the notification.

[0103] As shown in Figure 8, the timing of the notification may be determined such that the stopping position 50 is located at an offset distance before the collision point. The offset distance is a distance determined, for example, based on the width of the second road 42 and the collision point, and is in the range of 1m to severalm.

[0104] Furthermore, the timing calculation unit 140 may determine multiple times as notification timings. By providing notifications at multiple different timings, the driver 11 can be more strongly encouraged to brake. For example, the timing calculation unit 140 may determine three times as notification timings: a first time, a second time earlier than the first time, and a third time earlier than the second time. The difference between the first time and the second time is, for example, between 1 and 5 seconds. The difference between the second time and the third time is, for example, between 1 and 10 seconds. Note that the first time, the second time, and the third time are all times after the current time (the time at which a collision is determined, N seconds before the scheduled collision time).

[0105] Next, as shown in Figure 6, the level determination unit 150 determines the level of collision risk based on the calculated notification timing (S15). For example, collision risk can be classified into multiple levels. In this embodiment, as an example, an example of classifying into three levels, Level 1, Level 2, and Level 3, will be described. The risk is considered to increase in the order of Level 1, Level 2, and Level 3.

[0106] Figure 9 is a plan view showing the relationship between the position of the electric bicycle 10 and the timing of the notification. As shown in Figure 9, the closer the riding position is to the stopping position 50 at the time of the notification, the higher the level of danger. For example, within the range corresponding to the stopping distance, the danger level is the highest, level 3. As you approach the current position (N seconds before the scheduled collision time), the level decreases to level 2, then level 1, and so on.

[0107] Figure 10 is a diagram showing the relationship between the level of danger, the timing and manner of notification, and the control content of the electric motor 201. As shown in Figure 10, Level 3 is a situation in which a collision is possible if the driver 11 of the electric bicycle 10 does not immediately change their behavior. Level 2 is a situation in which a collision is possible if the driver 11 of the electric bicycle 10 maintains their current riding position. Level 1 is a situation in which there are cars (surrounding vehicles 20) in the vicinity, or the vehicle is approaching a dangerous intersection.

[0108] For example, if the electric bicycle 10 is traveling within the Level 3 range, the distance to the stopping position 50 is short, so the driver 11 is required to immediately apply the brakes. On the other hand, if the electric bicycle 10 is traveling within the Level 2 or Level 1 range, the distance to the stopping position 50 is long, so the driver 11 can apply the brakes with ample time. Thus, the action that the driver 11 should take differs depending on the timing of the notification. Therefore, the driver assistance device 100 according to this embodiment can provide different notification methods depending on the level.

[0109] Next, as shown in Figure 6, the notification unit 160 provides notification at the determined timing in a manner corresponding to the level (S16). The notification is provided, for example, by light emission from the light-emitting unit 161 and / or by sound output from the speaker 162.

[0110] For example, as shown in Figure 10, at level 1, the light-emitting unit 161 emits blue light and the speaker 162 outputs a low sound. At level 2, the light-emitting unit 161 emits yellow light and the speaker 162 outputs a medium sound. At level 3, the light-emitting unit 161 emits red light and the speaker 162 outputs a loud sound.

[0111] The changes in light color and volume are merely examples; the intensity and flashing interval of the light, as well as the pitch and tone of the sound, may also be varied. For example, the higher the level, the higher the intensity of the light emitted by the light emitter 161. The higher the level, the shorter the flashing interval of the light emitter 161. Also, the higher the level, the speaker 162 can be made to produce a sound with a pitch or tone that is unpleasant to people, making the notification easier to notice. At high levels, the speaker 162 may output an audio message indicating urgency.

[0112] In addition to notifications, the instruction output unit 170 may also output instructions to control the electric motor 201 according to the level. For example, at level 2, the instruction output unit 170 outputs an instruction to the motor unit 200 to reduce the output of the electric motor 201. At level 3, the instruction output unit 170 outputs an instruction to the motor unit 200 to stop the output of the electric motor 201. The control unit 202, upon receiving the instruction, reduces or stops the output of the electric motor 201, thereby shortening the stopping distance of the electric bicycle 10. At level 1, it is sufficient to maintain the output of the electric motor 201, but the instruction output unit 170 may also reduce the output of the electric motor 201. In the case of level 1, the degree of reduction may be smaller than in the case of level 2.

[0113] In Figure 10, Level 0 represents a situation where there is no risk of collision. Level 0 corresponds to a situation where it is determined that there is no collision (No in S12), and no notification is given. That is, the light-emitting unit 161 does not emit light, and the speaker 162 does not emit sound. Furthermore, it is sufficient to maintain the output of the electric motor 201.

[0114] As described above, the driver assistance device 100 according to this embodiment provides notification to the driver 11 at an appropriate time. Therefore, the driver 11 can perform braking operations upon receiving the notification, thereby stopping the electric bicycle 10 in a safe position.

[0115] For example, in the example shown in Figure 9, when the electric bicycle 10 is traveling within the Level 1 range, a warning notification (blue light, low sound) is issued, allowing the driver 11 to become aware of the presence of surrounding vehicles 20 or the approach to a dangerous intersection. Even if the driver continues to ride without braking, when the electric bicycle 10 is traveling within the Level 2 range, a moderate notification (yellow light, moderate sound) is issued, prompting the driver 11 to brake. Furthermore, when the electric bicycle 10 is traveling within the Level 3 range, a strong notification (red light, loud sound) is issued, more strongly prompting the driver 11 to brake.

[0116] Furthermore, at least one of the estimation of the stopping position and the determination of the timing may be performed by machine learning. The machine learning model takes vehicle information and surrounding vehicle information as input and outputs the stopping position or the timing of the notification. The type of machine learning model is not particularly limited, but linear regression models, neural networks, etc., can be used. For example, a machine learning model that estimates the stopping position can be created by training the driver 11 with the actual stopping distance (stopping position) when notifications were previously made, and the vehicle information and surrounding vehicle information at that time, as training data. Alternatively, machine learning may be used to estimate at least one of the vehicle information or information calculated based on the vehicle information. For example, the braking distance may be estimated by machine learning based on the past operating force of the brake lever 15a. The operating force in emergencies may also be estimated by machine learning. In addition, data from other people other than the driver 11 may be used as input data. Even if personal data of the driver 11 is insufficient, it is possible to estimate the stopping position and determine the timing accurately by using data from other people.

[0117] [Effects, etc.] As described above, the driving assistance method according to the first aspect of this disclosure includes the steps of: acquiring first vehicle information (S10) relating to a first vehicle in which the driver 11 is seated at the center in the width direction of the vehicle; acquiring second vehicle information (S11) relating to a second vehicle by communicating with a second vehicle (surrounding vehicle 20) and / or a roadside device 30 located around the first vehicle; calculating the timing for notifying the driver of the first vehicle of the risk of collision between the first vehicle and the second vehicle based on the first vehicle information and the second vehicle information (S13, S14); and notifying the driver 11 of the first vehicle at the calculated timing (S16).

[0118] This ensures that the driver 11 is notified at the appropriate time. As a result, the driver 11 can apply the brakes upon receiving the notification, thereby stopping the electric bicycle 10 in a safe position. Thus, this embodiment provides further assistance to the driver 11 in avoiding danger.

[0119] A driving assistance method relating to a second aspect of this disclosure is a driving assistance method relating to a first aspect, further comprising a step (S15) of determining the level of risk based on the calculated timing, and in a step (S16) of providing notification, the manner of the notification is varied according to the result of the determination.

[0120] This allows for appropriate notifications to be issued according to the level of risk.

[0121] A third aspect of the present disclosure is a driving assistance method according to a second aspect, wherein the first vehicle information includes first driving information indicating the position, speed, and direction of travel of the electric bicycle 10, and the second vehicle information includes second driving information indicating the position, speed, and direction of travel of the surrounding vehicle 20, and the driving assistance method further includes a step (S12) of determining whether the electric bicycle 10 and the surrounding vehicle 20 will collide based on the first driving information and the second driving information, and the calculation steps (S13, S14) are performed when it is determined that the electric bicycle 10 and the surrounding vehicle 20 will collide.

[0122] This allows for timely notifications in the event of a collision. Since no notification is sent when there is no risk of collision, the reliability of the notifications is enhanced.

[0123] A driving assistance method according to a fourth aspect of this disclosure is a driving assistance method according to a third aspect, wherein the first vehicle information further includes at least one of the following: operating force information indicating the operating force applied by the driver 11 to the brake lever 15a of the electric bicycle 10; pedaling force information indicating the pedaling force applied by the driver 11 to the pedal 17 of the electric bicycle 10; and load information indicating the load on the electric bicycle 10 by the load including the driver 11.

[0124] This allows for accurate estimation of the perceived distance, reaction distance, and braking distance, thereby improving the accuracy of the stopping position estimation.

[0125] A fifth aspect of this disclosure is a driving assistance method relating to the third or fourth aspect, wherein the first vehicle information further includes road surface information indicating the road surface conditions while the electric bicycle 10 is traveling.

[0126] This allows for accurate estimation of the perceived distance, reaction distance, and braking distance, thereby improving the accuracy of the stopping position estimation.

[0127] The driving assistance method according to the sixth aspect of this disclosure is a driving assistance method according to the fourth aspect, wherein in the calculation step (S13, S14), the stopping position of the electric bicycle 10 when the driver 11 receives a notification at the first time and performs a braking operation on the electric bicycle 10 is estimated based on the first driving information and at least one of the operating force information, pedaling force information and load information, and the timing of the notification is determined based on the stopping position.

[0128] This allows for determining the timing of notifications so that the electric bicycle 10 can stop in a safe position where there is no possibility of collision.

[0129] The seventh aspect of this disclosure is a driving assistance method according to the sixth aspect, wherein in timing determination (S14), the first time is determined as the timing for notification when the stopping position falls within a predetermined range 44 before the intersection 43 between the first road 41 on which the electric bicycle 10 is traveling and the second road 42 on which the surrounding vehicles 20 are traveling.

[0130] This allows the electric bicycle 10 to be stopped before entering intersection 43, thus reducing the likelihood of a collision.

[0131] The eighth aspect of this disclosure relates to a driving assistance method relating to any one of the first to seventh aspects, wherein the first vehicle is an electric bicycle 10 equipped with an electric motor 201.

[0132] This allows for further assistance to the driver 11 of the electric bicycle 10 in avoiding danger.

[0133] A driving assistance method according to the ninth aspect of this disclosure is a driving assistance method according to the eighth aspect, further comprising the step of stopping the electric motor 201 or reducing the output of the electric motor 201 when the level of danger is at a predetermined level.

[0134] This allows the auxiliary driving force of the electric bicycle 10 to be reduced, thereby shortening the braking distance when braking.

[0135] A driver assistance system according to a tenth aspect of this disclosure includes: a first acquisition unit 110 that acquires first vehicle information relating to a first vehicle in which the driver 11 is seated at the center in the width direction of the vehicle; a second acquisition unit 120 that acquires second vehicle information relating to a second vehicle by communicating with a second vehicle (surrounding vehicle 20) and / or roadside device 30 located around the first vehicle; a timing calculation unit 140 that calculates the timing for notifying the driver of the first vehicle of the risk of collision between the first vehicle and the second vehicle based on the first vehicle information and the second vehicle information; and a notification unit 160 that notifies the driver 11 of the first vehicle at the appropriate timing.

[0136] This ensures that the driver 11 is notified at the appropriate time. As a result, the driver 11 can apply the brakes upon receiving the notification, thereby stopping the electric bicycle 10 in a safe position. Thus, this embodiment provides further assistance to the driver 11 in avoiding danger.

[0137] The electric bicycle according to the 11th aspect of this disclosure is a first vehicle equipped with a driving assistance device 100.

[0138] This allows for further assistance to the driver 11 of the electric bicycle 10 in avoiding danger.

[0139] (others) The driving assistance method, driving assistance device, and electric bicycle according to the present invention have been described above based on the above embodiments, but the present invention is not limited to the above embodiments.

[0140] For example, the first vehicle, which is the user's own vehicle, may be a bicycle other than an electric bicycle. Specifically, the first vehicle may be a regular bicycle without an electric motor. The first vehicle may also be a tricycle with two wheels on either the front or rear, or a four-wheeled vehicle with two wheels on both the front and rear. Alternatively, the first vehicle may be a unicycle. The first vehicle may also be a specific small motorized bicycle (a so-called electric kick scooter). The first vehicle may also be a motorized bicycle or a motorcycle.

[0141] Furthermore, the second vehicle, which is a peripheral vehicle, may be a vehicle other than an automobile. Specifically, the second vehicle may be an electric bicycle, or a bicycle other than an electric bicycle. The second vehicle may be a regular bicycle, a unicycle, a two-wheeled vehicle, a three-wheeled vehicle, a specific small motorized bicycle, a motorized bicycle, or a motorcycle.

[0142] Furthermore, the driver assistance device 100 does not have to be a dedicated terminal device for the driver assistance system 1. For example, the driver assistance device 100 may be a mobile terminal such as a smartphone owned by the driver 11 and / or passenger 12. Notifications may be sent to the driver 11 using the speaker on the smartphone. The electric bicycle 10 may be equipped with a holder for supporting the smartphone.

[0143] Furthermore, the driver assistance device 100 may communicate with multiple surrounding vehicles 20 and / or roadside devices 30 to obtain surrounding vehicle information from each of the multiple surrounding vehicles 20. If there are multiple surrounding vehicles 20, the timing for notifying each of the multiple surrounding vehicles 20 about the risk of collision may be calculated, and multiple notifications may be made at the calculated timing. Alternatively, the timing for notifying the surrounding vehicle 20 with the highest risk of collision may be calculated, and the notification may be made at the calculated timing.

[0144] Furthermore, the driver assistance device 100 may transmit first vehicle information regarding the electric bicycle 10 to the surrounding vehicle 20 via ITS communication. The onboard terminal of the surrounding vehicle 20 may use the first vehicle information regarding the electric bicycle 10 as surrounding vehicle information and the second vehicle information regarding its own vehicle (surrounding vehicle 20) as its own vehicle information to determine the risk of collision and notify the risk. The onboard terminal of the surrounding vehicle 20 may calculate the timing of the notification in the same way as the driver assistance device 100. In other words, the onboard terminal may have substantially the same configuration as the driver assistance device 100.

[0145] Furthermore, the communication method between devices described in the above embodiment is not particularly limited. When wireless communication is performed between devices, the wireless communication method (communication standard) may be, for example, short-range wireless communication such as ZigBee®, Bluetooth®, or wireless LAN (Local Area Network). Alternatively, the wireless communication method (communication standard) may be communication via a wide-area communication network such as the Internet. In addition, wired communication may be performed between devices instead of wireless communication. Specifically, wired communication may be power line communication (PLC) or communication using a wired LAN.

[0146] Furthermore, in the above embodiment, a process performed by a specific processing unit may be performed by another processing unit. Also, the order of multiple processes may be changed, or multiple processes may be executed in parallel. Moreover, the distribution of components of the driver assistance system to multiple devices is just one example. For example, components provided by one device may be provided by another device.

[0147] For example, the processing described in the above embodiment may be implemented by centralized processing using a single device (system), or by distributed processing using multiple devices. Furthermore, the processor executing the above program may be single or multiple. That is, centralized processing may be performed, or distributed processing may be performed.

[0148] Furthermore, in the above embodiment, all or part of the components such as the control unit may be configured as dedicated hardware, or they may be realized by executing a software program suitable for each component. Each component may be realized by a program execution unit such as a CPU (Central Processing Unit) or processor reading and executing a software program recorded on a recording medium such as an HDD (Hard Disk Drive) or semiconductor memory.

[0149] Furthermore, components such as the control unit may consist of one or more electronic circuits. Each of these one or more electronic circuits may be a general-purpose circuit or a dedicated circuit.

[0150] One or more electronic circuits may include, for example, semiconductor devices, ICs (Integrated Circuits), or LSIs (Large Scale Integrations). ICs or LSIs may be integrated on a single chip or on multiple chips. While referred to here as ICs or LSIs, the terminology may vary depending on the degree of integration; they might also be called system LSIs, VLSIs (Very Large Scale Integrations), or ULSIs (Ultra Large Scale Integrations). Furthermore, FPGAs (Field Programmable Gate Arrays), which are programmed after the LSI is manufactured, can also be used for the same purpose.

[0151] Furthermore, general or specific embodiments of the present invention may be implemented as a system, apparatus, method, integrated circuit, or computer program. Alternatively, the computer program may be implemented on a computer-readable non-temporary recording medium such as an optical disk, HDD, or semiconductor memory on which the computer program is stored. Furthermore, it may be implemented in any combination of a system, apparatus, method, integrated circuit, computer program, and recording medium.

[0152] Furthermore, the present invention also includes forms obtained by applying various modifications to each embodiment that a person skilled in the art could conceive, as well as forms realized by arbitrarily combining the components and functions of each embodiment without departing from the spirit of the present invention. [Explanation of Symbols]

[0153] 10. Electric bicycle (Vehicle 1) 11. Driver 15a Brake lever 17 pedals 20. Surrounding vehicles (Vehicle 2) 30 Roadside equipment 41 First Road 42 Second Road 43 Intersections 44. Predetermined range 50 Stop position 100 Driving support devices 110 First acquisition part 120 Second acquisition part 140 Timing calculation unit 160 Notification Department 201 Electric Motor

Claims

1. A step of acquiring first vehicle information relating to a first vehicle in which the driver's seating position is located in the center in the width direction of the vehicle, The steps include: acquiring second vehicle information relating to the second vehicle by communicating with a second vehicle and / or roadside equipment located in the vicinity of the first vehicle; A step of calculating the timing for issuing a notification regarding the risk of collision between the first vehicle and the second vehicle, based on the information of the first vehicle and the information of the second vehicle, The step of giving the notification to the driver of the first vehicle at the timing mentioned above, Driving assistance methods.

2. The process further includes the step of determining the level of risk based on the aforementioned timing, In the step of making the aforementioned notification, the manner of the notification is to be varied depending on the result of the determination. The driving assistance method according to claim 1.

3. The first vehicle information includes first driving information indicating the position, driving speed, and driving direction of the first vehicle, The second vehicle information includes second driving information indicating the position, speed, and direction of travel of the second vehicle. The aforementioned driving assistance method further includes the step of determining whether the first vehicle and the second vehicle will collide based on the first driving information and the second driving information, The calculation step described above is performed when it is determined that the first vehicle and the second vehicle will collide. The driving assistance method according to claim 2.

4. The first vehicle information further includes at least one of the following: operating force information indicating the operating force applied by the driver to the brake lever of the first vehicle; pedaling force information indicating the operating force applied by the driver to the pedal of the first vehicle; and load information indicating the load on the first vehicle by the load including the driver. The driving assistance method according to claim 3.

5. The first vehicle information further includes road surface information indicating the road surface conditions while the first vehicle is traveling. The driving assistance method according to claim 3.

6. In the calculation step described above, The stopping position of the first vehicle when the driver receives the notification at the first time and performs the braking operation of the first vehicle is estimated based on the first driving information and at least one of the operating force information, pedal force information and load information. The timing is determined based on the aforementioned stopping position. The driving assistance method according to claim 4.

7. In determining the timing, the first time is determined as the time when the stopping position falls within a predetermined range before the intersection of the first road on which the first vehicle is traveling and the second road on which the second vehicle is traveling. The driving assistance method according to claim 6.

8. The first vehicle is an electric bicycle equipped with an electric motor. The driving assistance method according to any one of claims 1 to 7.

9. If the level of the aforementioned risk is at a predetermined level, the further step includes stopping the electric motor or reducing the output of the electric motor. The driving assistance method according to claim 8.

10. A first acquisition unit acquires first vehicle information relating to a first vehicle in which the driver's seating position is located in the center in the width direction of the vehicle, A second acquisition unit that acquires second vehicle information relating to the second vehicle by communicating with a second vehicle and / or roadside equipment located in the vicinity of the first vehicle, A calculation unit calculates the timing for issuing a notification regarding the risk of collision between the first vehicle and the second vehicle, based on the first vehicle information and the second vehicle information. The system includes a notification unit that provides the notification to the driver of the first vehicle at the aforementioned timing, Driving assistance system.

11. The first electric bicycle is equipped with the driving assistance device described in claim 10.

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