Driving assistance devices

Abstract

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

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device. [Background technology]

[0002] BACKGROUND ART Conventionally, there is known a technique for displaying guidance information corresponding to a right turn or a left turn on a head-up display of a vehicle (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 11-014394 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-described conventional technology, it is unclear how long the displayed guidance information will remain displayed. Therefore, for example, when a first and a second guidance point are consecutive, the guidance information for the first guidance point may remain displayed even when the vehicle is approaching the second guidance point, and the guidance information for the second guidance point may not be properly presented to the occupant. For example, when the guidance point is a curve, this may cause the occupant to delay steering after passing the curve. [Means for solving the problem]

[0005] A driving assistance device according to one aspect of the present invention includes a curve information acquisition unit that acquires curve information regarding a curve located ahead in the direction of travel on a road on which the vehicle is traveling based on vehicle position information and map information, and a notification control unit that controls the vehicle's notification device to notify the vehicle occupants of advance notice information regarding the curve based on the curve information, wherein the curve information acquisition unit determines a notification start point at which notification of the advance notice information to the occupants begins and a notification end point at which notification of the advance notice information to the occupants ends, and the notification control unit controls the notification device to notify the occupants of the advance notice information from the notification start point to the notification end point, and the notification end point is a clipping point of the curve. [Effects of the Invention]

[0006] According to the present invention, it is possible to optimize the timing at which advance notice information regarding a curve is notified to vehicle occupants. [Brief explanation of the drawings]

[0007] [Figure 1] 1 is a block diagram showing a configuration of a driving assistance device according to an embodiment. [Figure 2] FIG. 2 is a schematic side view of the interior of a vehicle showing an example of the arrangement of light-emitting units. [Figure 3] FIG. 2 is a schematic view of the interior of a vehicle as seen forward, showing an example of a light-emitting unit. [Figure 4] FIG. 10 is a schematic view of the interior of a vehicle as seen forward, showing another example of a light-emitting unit. [Figure 5] FIG. 10 is a schematic view of the interior of a vehicle as seen forward, showing yet another example of a light-emitting unit. [Figure 6] 2 is a flowchart showing an example of a notification process of the ECU of FIG. 1; [Figure 7] FIG. 1 is a diagram illustrating an example of a driving assistance device mounted on an item worn by a vehicle occupant. [Figure 8] FIG. 1 is a diagram illustrating an example of a driving assistance device mounted on a moving body other than a vehicle. [Figure 9] FIG. 10 is a diagram illustrating another example of a driving assistance device mounted on a moving body other than a vehicle. DETAILED DESCRIPTION OF THE INVENTION

[0008] Fig. 1 is a block diagram showing the configuration of a driving assistance device 100 according to an embodiment. The driving assistance device 100 shown in Fig. 1 is mounted on a vehicle such as a passenger car, and performs driving assistance by notifying an occupant of information on curves. The driving assistance device 100 may also perform steering assistance as vehicle control for driving assistance.

[0009] To notify the driver of information about a curve, the driving assistance device 100 is configured to notify the driver of advance notice information. For example, when the vehicle approaches a curve, the driving assistance device 100 notifies the driver of a steering direction according to the curvature direction of the curve, and when the vehicle passes a clipping point of the curve, ends notifying the driver of the curve (details will be described later).

[0010] [Configuration of driving assistance device 100] As shown in Fig. 1, the driving assistance device 100 includes an ECU (Electronic Control Unit) 10 that manages vehicle control for driving assistance. The ECU 10 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), a CAN (Controller Area Network) communication circuit, and the like. The ECU 10, for example, loads programs stored in the ROM into the RAM and executes the programs loaded into the RAM with the CPU, thereby realizing various functions. The ECU 10 may be composed of multiple electronic control units.

[0011] The ECU 10 is connected to a GPS (Global Positioning System) receiver 1, an external sensor 2, an internal sensor 3, a map database 4, an HMI (Human Machine Interface) (announcement device) 5, and an actuator 6.

[0012] The GPS receiver 1 measures the vehicle's position (for example, the latitude and longitude of the vehicle) by receiving signals from three or more GPS satellites. The GPS receiver 1 transmits the measured vehicle position information, which is the vehicle's position on a map, to the ECU 10.

[0013] The external sensor 2 is a detector that detects the situation around the vehicle, and includes at least one of a camera and a radar sensor.

[0014] The camera is an imaging device that captures images of the external situation of the vehicle. The camera is installed behind the windshield of the vehicle. The camera transmits the captured images relating to the external situation of the vehicle to the ECU 10. The camera may be a monocular camera or a stereo camera. The stereo camera has two imaging units arranged to reproduce binocular parallax. The images captured by the stereo camera also contain information in the depth direction.

[0015] A radar sensor is a detector that detects obstacles around a vehicle using radio waves (e.g., millimeter waves) or light. Radar sensors include, for example, millimeter wave radar and LiDAR (Light Detection and Ranging). A radar sensor detects obstacles by transmitting radio waves or light to the vicinity of the vehicle and receiving the radio waves or light reflected by the obstacles. The radar sensor transmits detected obstacle information to the ECU 10. Obstacles include fixed obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

[0016] The internal sensors 3 are detectors that detect the running state of the vehicle. The internal sensors 3 include a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle. For example, a wheel speed sensor is used as the vehicle speed sensor. The wheel speed sensor is provided on the vehicle wheels or a drive shaft that rotates integrally with the wheels, and detects the rotation speed of the wheels. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the ECU 10.

[0017] The acceleration sensor is a detector that detects the acceleration of the vehicle. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the acceleration in the longitudinal direction of the vehicle and a lateral acceleration sensor that detects the lateral acceleration of the vehicle. The acceleration sensor transmits, for example, vehicle acceleration information to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. For example, a gyro sensor can be used as the yaw rate sensor. The yaw rate sensor transmits the detected yaw rate information of the vehicle to the ECU 10.

[0018] The internal sensor 3 may include a steering sensor that detects the steering amount of the steering unit. The steering unit is a component into which the driver inputs an operation for steering the vehicle. The steering unit is, for example, a steering wheel. The steering unit is not limited to being wheel-shaped. The steering amount of the steering unit includes a steering angle. The steering amount of the steering unit may also include a steering torque. The steering amount of the steering unit includes at least one of a steering amount generated by an operation of the driver and a steering amount generated by the operation of a steering actuator of the actuator 6 described below. The steering sensor transmits the detected steering amount information of the steering unit to the ECU 10.

[0019] The map database 4 is a database that stores map information. The map database 4 is formed, for example, in an HDD (Hard Disk Drive) mounted on the vehicle. The map information includes road shape information (e.g., curves, types of straight sections, curvature of curves, etc.) and road position information (positions of straight sections, positions of curves, boundary positions between straight sections and curves, etc.). The map database 4 may be stored in a computer in a facility such as a management center that can communicate with the vehicle.

[0020] The HMI 5 is an interface for inputting and outputting information between the driving assistance device 100 and an occupant (e.g., the driver). The HMI 5 includes a light-emitting unit for notifying the occupant of information using light. The light-emitting unit is a light source formed, for example, of an LED (Light Emitting Diode). FIG. 2 is a schematic side view of the interior of a vehicle showing an example of the arrangement of the light-emitting unit. As shown in FIG. 2, the light-emitting unit is arranged, for example, between the front windshield W and the dashboard of the vehicle. The light-emitting unit emits light along a direction L that is not directly opposite the line of sight F1 of the driver D. The light-emitting unit may be configured to be able to change the direction of light emission.

[0021] 3 is a schematic diagram of the interior of a vehicle viewed from the front, showing an example of a light-emitting unit. As shown in FIG. 3, the light-emitting unit of the HMI 5 includes, as an example, a pair of LEDs 5a and 5b and a pair of BSM (Blind Spot Monitor) lamps 5c and 5d. The LEDs 5a and 5b are arranged on the left and right sides of a meter hood on the dashboard as seen from the driver D. The BSM lamp 5c is arranged to the left of the LED 5a as seen from the driver D. The BSM lamp 5d is arranged to the right of the LED 5b as seen from the driver D.

[0022] Fig. 4 is a schematic diagram of the interior of a vehicle as seen from the front, showing another example of a light-emitting unit. As shown in Fig. 4, the light-emitting unit of the HMI 5A may have a pair of LED tapes 5Aa, 5Ab and a BSM lamp 5Ac. In the example of Fig. 4, the LED tapes 5Aa, 5Ab are arranged on the left and right sides of a meter hood on the dashboard as seen from the driver D. The BSM lamp 5Ac is arranged on the right side of the LED tape 5Ab as seen from the driver D. The LED tapes 5Aa, 5Ab are configured in a tape-like shape by connecting multiple LEDs.

[0023] Fig. 5 is a schematic diagram of the interior of a vehicle as seen from the front, showing yet another example of a light-emitting unit. As shown in Fig. 5, the light-emitting unit of the HMI 5B may have a pair of LED tapes 5Ba, 5Bb and a BSM lamp 5Bc. In the example of Fig. 5, the LED tapes 5Ba, 5Bb are arranged approximately symmetrically on the left and right with respect to the center of the vehicle on the dashboard as seen from the driver D. The BSM lamp 5Bc is arranged to the right of the LED tape 5Bb as seen from the driver D. The LED tapes 5Ba, 5Bb may be configured in a tape shape by connecting a larger number of LEDs than the LED tapes 5Aa, 5Ab.

[0024] The HMI 5 may include a display, a speaker, and the like. The display is a display device provided in the vehicle so as to be visible to the driver. The display is provided, for example, on the dashboard of the vehicle. The display has a display screen for displaying images to the driver. The display may be a HUD (Head Up Display) that projects and displays images onto the windshield or a projection screen of the vehicle. The speaker is an audio output device that is mounted in the vehicle and outputs audio to the driver. The speaker is provided, for example, inside the driver's door.

[0025] In response to a control signal from the ECU 10, the HMI 5 outputs light from a light-emitting element, outputs images from a display, and outputs sound from a speaker.

[0026] The actuator 6 is a device used to control the vehicle. The actuator 6 includes at least a steering actuator. The steering actuator is an actuator that controls the assist torque of the steering unit of the vehicle. The steering actuator is, for example, an EPS (Electric Power Steering) motor provided on the steering shaft of an electric power steering system. The steering actuator controls the drive of the EPS motor in response to a control signal from the ECU 10. In this way, the steering actuator controls the steering torque of the vehicle.

[0027] Next, a description will be given of the functional configuration of the ECU 10. The ECU 10 has a vehicle state recognition unit 11, a vehicle position recognition unit 12, an external environment recognition unit 13, a curve information acquisition unit 14, and a notification control unit 15. Some of the functions of the ECU 10 may be executed by a server that can communicate with the vehicle.

[0028] The vehicle state recognition unit 11 recognizes the vehicle state, which is the state of the vehicle while it is running, based on the detection results of the internal sensor 3. The vehicle state includes the vehicle speed and steering amount of the vehicle. The vehicle state recognition unit 11 can recognize the vehicle speed of the vehicle based on the vehicle speed information from the vehicle speed sensor and the steering amount information from the steering sensor.

[0029] The vehicle position recognition unit 12 recognizes the vehicle's position on the map, based on the position information from the GPS receiver 1 and the map information from the map database 4. The vehicle position recognition unit 12 may also recognize the vehicle's position by SLAM (Simultaneous Localization and Mapping) technology, using position information of fixed obstacles such as utility poles included in the map information from the map database 4 and the detection results from the external sensor 2. The vehicle position recognition unit 12 may also recognize the vehicle's position on the map by other well-known methods.

[0030] The external environment recognition unit 13 may recognize the external environment of the vehicle based on the detection results of the external sensor 2 (camera captured images and / or radar sensor object information) and the vehicle position, or map information. The external environment is the situation around the vehicle that is used when performing driving assistance or autonomous driving. The external environment may include road conditions around the vehicle (such as recognition of white lines on the road) and the situation of other vehicles traveling around the vehicle (such as the presence or absence of other vehicles, their positions, and their relative vehicle speeds to the vehicle).

[0031] The curve information acquisition unit 14 acquires curve information about curves located ahead in the traveling direction of the road on which the vehicle is traveling, based on the vehicle position recognized by the vehicle position recognition unit 12 and map information. The curve information includes the position and curvature of the curve located ahead in the traveling direction of the road on which the vehicle is traveling. The curve information also includes the position of the clipping point of the curve located ahead in the traveling direction of the road on which the vehicle is traveling.

[0032] For example, the curve information acquisition unit 14 may identify the position of a clipping point of a curve by performing a process of optimizing the vehicle's driving trajectory on the curve. A known method, such as SCGRA (Sequential Conjugate Gradient Restoration Algorithm), may be used for the optimization process. In SCGRA, a convergence calculation is performed based on the steepest descent method until a predetermined constraint condition is satisfied, and a convergence calculation is performed based on the conjugate gradient method until the evaluation value of a predetermined evaluation function is minimized. Alternatively, the curve information acquisition unit 14 may identify the position of a clipping point using machine learning using past driving trajectories of vehicles (the vehicle's own vehicle and other vehicles). For a curve that is a series of multiple corners, the curve information acquisition unit 14 may identify the positions of multiple clipping points, for example, an S-shaped curve, or may identify the position of a clipping point by treating a U-shaped curve as a single corner. The curve information acquisition unit 14 may adjust the position of the clipping point depending on the vehicle's drive system, whether vehicle control is being executed, weather, tire conditions (e.g., the installed tire size), etc.

[0033] For example, the curve information acquisition unit 14 may move a clipping point on the vehicle's travel trajectory on the curve from the center of the curve to the entrance side of the curve in accordance with the upper deceleration value and the upper acceleration value. For example, the curve information acquisition unit 14 may move a minimum vehicle speed point (maximum curvature point) on the vehicle's travel trajectory on the curve to the exit side of the curve in accordance with the upper deceleration value and the upper acceleration value. For example, the curve information acquisition unit 14 moves a minimum vehicle speed point (maximum curvature point) on the vehicle's travel trajectory on the curve to the exit side of the curve. The curve information acquisition unit 14 may connect the moved clipping point and minimum vehicle speed point with a smooth curve (for example, a clothoid curve) to generate a travel trajectory to be used for driving assistance, etc.

[0034] The curve information acquisition unit 14 determines a notification start point at which to start notifying the occupant of the advance notice information. Here, as an example, when a curve whose curvature is equal to or greater than a curvature threshold exists within a predetermined distance in the vehicle's traveling direction, the curve information acquisition unit 14 determines the position where the curve begins as the notification start point. The curvature threshold is a predetermined curvature threshold used to determine whether or not to notify the occupant of the curve information.

[0035] The curve information acquisition unit 14 determines a notification end point at which notification of the advance notice information to the occupant ends. Here, as an example, the curve information acquisition unit 14 determines the position of a clipping point of the curve as the notification end point.

[0036] The notification control unit 15 controls the HMI 5 to notify the vehicle occupant of advance notice information about the curve based on the curve information. The advance notice information is information that notifies the occupant of at least the steering direction for the curve the vehicle is entering. The advance notice information may include information that notifies the occupant of the steering amount for the curve the vehicle is entering.

[0037] The advance notice information may be visual information using, for example, a light-emitting unit of the HMI 5. The advance notice information may be presented in different notification modes depending on the curvature of the curve. The advance notice information may be presented in different notification modes depending on the remaining distance or remaining time to the clipping point. Examples of different notification modes of the light-emitting unit include changing the color of light, light-emitting time, blinking cycle (light-emitting frequency), brightness, irradiation direction, length of the light-emitting portion of the LED tape, and flow speed of the light-emitting portion of the LED tape. The advance notice information may be visual information using, for example, a light-emitting device such as a display of the HMI 5.

[0038] The advance notice information may be audio information (spoken information) using a speaker or the like of the HMI 5. The advance notice information may be notified in different ways depending on the remaining distance or remaining time to the clipping point. For example, if the remaining distance or remaining time to the clipping point is too short to output all of the audio information set in advance, the advance notice information may be notified in a way that outputs only part of the audio information (for example, limited to or first outputting a part with a high priority set in advance). The volume of the advance notice information may be increased depending on the importance of the information.

[0039] For example, the notification control unit 15 may determine to notify the occupant of the advance notice information when a curve whose curvature is equal to or greater than a curvature threshold exists within a predetermined distance in the vehicle's traveling direction. When determining to notify the occupant of the advance notice information, the notification control unit 15 controls the light-emitting unit of the HMI 5 to notify the occupant of the advance notice information from the notification start point to the notification end point. The notification end point here is the clipping point of the curve.

[0040] In the example of FIG. 3 , for example, when the vehicle enters a curve that requires the steering wheel to be steered counterclockwise, the notification control unit 15 may turn on the LED 5a located on the left side as seen by the driver D. On the other hand, for example, when the vehicle enters a curve that requires the steering wheel to be steered clockwise, the notification control unit 15 may turn on the LED 5b located on the right side as seen by the driver D. The notification control unit 15 may change the light color of the LED 5a or the LED 5b in the order of green, yellow, orange, and red as the absolute value of the required steering angle increases. The notification control unit 15 may also use the BSM lamp 5c or the BSM lamp 5d, or may use the BSM lamp 5c or the BSM lamp 5d instead of the LED 5a or the LED 5b.

[0041] In the example of FIG. 4 , for example, when the vehicle enters a curve that requires the driver D to steer the steering wheel counterclockwise, the notification controller 15 may light up the LED tape 5Aa located on the left side as seen by the driver D. On the other hand, when the vehicle enters a curve that requires the driver D to steer the steering wheel clockwise, the notification controller 15 may light up the LED tape 5Ab located on the right side as seen by the driver D. The notification controller 15 may change the light emission color of the LED tape 5Aa or the LED tape 5Ab in the order of green, yellow, orange, and red as the absolute value of the required steering angle increases. The notification controller 15 may also use the BSM lamp 5Ac, or may use the BSM lamp 5Ac instead of the LED tape 5Aa or the LED tape 5Ab. The notification controller 15 may cause the LED tapes 5Aa and 5Ab to emit light in different notification modes as described above depending on the bending direction of the curve, the radius of curvature of the curve, the depth of the curve, etc.

[0042] In the example of FIG. 5 , for example, when the vehicle enters a curve that requires steering the steering wheel counterclockwise, the notification controller 15 may illuminate the LED tape 5Ba located on the left side of the center of the vehicle on the dashboard. On the other hand, when the vehicle enters a curve that requires steering the steering wheel clockwise, the notification controller 15 may illuminate the LED tape 5Bb located on the right side of the center of the vehicle on the dashboard. The notification controller 15 may change the light color of the LED tape 5Ba or the LED tape 5Bb in this order: green, yellow, orange, and red, as the absolute value of the required steering angle increases. The notification controller 15 may also use the BSM lamp 5Bc, or may use the BSM lamp 5Bc instead of the LED tape 5Ba or the LED tape 5Bb. The notification controller 15 may cause the LED tapes 5Ba and 5Bb to emit light in different notification modes described above depending on the curvature direction of the curve, the radius of curvature of the curve, the depth of the curve, etc.

[0043] [ECU notification processing] Next, an example of the notification process of the ECU 10 will be described with reference to Fig. 6. Fig. 6 is a flowchart showing an example of the notification process of the ECU of Fig. 1. The process of the flowchart shown in Fig. 6 is repeatedly performed at a predetermined interval while the vehicle is running, for example.

[0044] 6, in step S10, the ECU 10 recognizes the vehicle state by the vehicle state recognition unit 11. The vehicle state recognition unit 11 recognizes the vehicle speed and steering amount as the vehicle state of the traveling vehicle based on the detection result of the internal sensor 3, for example.

[0045] In step S10, the ECU 10 recognizes the vehicle position using the vehicle position recognition unit 12. The vehicle position recognition unit 12 recognizes the vehicle position, which is the position of the vehicle on a map, based on, for example, the position information from the GPS receiver 1 and the map information from the map database 4.

[0046] In step S11, the ECU 10 recognizes the external environment using the external environment recognition unit 13. The external environment recognition unit 13 may recognize the external environment of the vehicle based on, for example, the detection results of the external sensor 2 (images captured by a camera and / or object information from a radar sensor) and the position on a map of the vehicle recognized by the vehicle position recognition unit 12 or map information. The recognized external environment of the vehicle may be used when performing driving assistance or automatic driving of the vehicle, in addition to notifying the occupants.

[0047] In step S12, the ECU 10 acquires curve information using the curve information acquisition unit 14. The curve information acquisition unit 14 acquires, as curve information, the position and curvature of a curve located ahead in the traveling direction of the road on which the vehicle is traveling, and the position of a clipping point, for example, based on the vehicle position recognized by the vehicle position recognition unit 12 and map information.

[0048] In step S13, the ECU 10 determines, via the notification control unit 15, whether or not to notify the occupant of advance notice information. The notification control unit 15 may determine whether or not to notify the occupant of advance notice information based on, for example, whether or not a curve whose curvature is equal to or greater than a curvature threshold exists within a predetermined distance in the traveling direction of the vehicle. If the ECU 10 determines that the occupant of advance notice information should be notified (step S13: YES), the ECU 10 proceeds to step S14. On the other hand, if the ECU 10 does not determine that the occupant of advance notice information should be notified (step S13: NO), the ECU 10 ends the current processing of FIG. 6.

[0049] In step S14, the ECU 10 determines the notification start point using the curve information acquisition unit 14. For example, when a curve whose curvature is equal to or greater than a predetermined curvature threshold exists within a predetermined distance in the traveling direction of the vehicle, the curve information acquisition unit 14 determines the position where the curve starts as the notification start point.

[0050] In step S15, the ECU 10 determines the notification end point using the curve information acquisition unit 14. The curve information acquisition unit 14 determines, for example, the position of a clipping point of the curve as the notification end point.

[0051] In step S16, the ECU 10 controls the notification device of the vehicle by the notification control unit 15 to notify the occupant of the advance notice information. As an example, when the vehicle enters a curve that requires the steering wheel to be steered counterclockwise, the notification control unit 15 lights up the LED 5a located on the left side as seen by the driver D. On the other hand, when the vehicle enters a curve that requires the steering wheel to be steered clockwise, the notification control unit 15 lights up the LED 5b located on the right side as seen by the driver D.

[0052] In step S17, the ECU 10 determines, via the notification control unit 15, whether or not the vehicle has reached the clipping point. The notification control unit 15 may determine whether or not the vehicle has reached the clipping point, for example, based on the vehicle position and the notification end point. If the ECU 10 does not determine that the vehicle has reached the clipping point (step S17: NO), the ECU 10 proceeds to step S16 and continues to notify the occupant of the advance notice information. On the other hand, if the ECU 10 determines that the vehicle has reached the clipping point (step S17: YES), the ECU 10 ends the current processing of FIG. 6.

[0053] As described above, according to the driving assistance device 100, the notification control unit 15 controls the HMI 5 to notify the occupant of advance notice information from the notification start point to the notification end point. Here, the notification end point is the clipping point of the curve. This prevents advance notice information about the curve from being notified to the occupant after the clipping point of the curve. This prevents delays in the end of notification of advance notice information about the curve when another curve follows the current curve, making it possible to notify the occupant of advance notice information about the other curve at an appropriate time. As a result, the occupant can prepare in advance for steering operations for the other curve or prepare for lateral acceleration. In this way, the driving assistance device 100 makes it possible to optimize the timing of notifying the occupant of advance notice information about the curve.

[0054] [Variations] Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments. The present invention can be embodied in various forms, including the above-described embodiments, with various modifications and improvements made based on the knowledge of those skilled in the art.

[0055] The driving assistance device 100 described above notifies the occupant using the HMI 5 mounted on the four-wheeled vehicle, but is not limited to this example. The driving assistance device 100 may also notify the occupant of a moving body other than a four-wheeled vehicle of advance notice information. The HMI 5 may be provided on a moving body other than a four-wheeled vehicle, or may be provided on an item worn by the occupant of the moving body. Furthermore, the driving assistance device 100 may also notify the occupant of a moving body in a virtual space, such as a driving simulator, of information while assisting them in driving.

[0056] For example, FIG. 7 is a diagram illustrating an example of a driving assistance device mounted on an article worn by a rider. An example of the article is a helmet. The HMI 5 may include LEDs 5Ca, 5Cb, and 5Cc arranged on the top, bottom, and left and right sides of the helmet shield. The LEDs 5Ca, 5Cb, and 5Cc emit light in a direction that does not directly face the line of sight F2 of the motorcycle rider. FIG. 8 is a diagram illustrating an example of a driving assistance device mounted on a moving object other than a vehicle. FIG. 9 is a diagram illustrating another example of a driving assistance device mounted on a moving object other than a vehicle. As shown in FIG. 8, the HMI 5D may include an LED tape 5Da arranged on the cowl or windshield of the motorcycle body and an LED tape 5Db arranged on the mirror stay of the motorcycle body. As shown in FIG. 9, the HMI 5E may include an LED tape 5Ea arranged on the handlebar of the motorcycle body and an LED tape 5Eb arranged on the handlebar end of the motorcycle body. In this way, it is also possible to notify the rider of a two-wheeled vehicle, which is a moving body other than a four-wheeled vehicle, of advance notice information.

[0057] In the driving assistance device 100 described above, an example has been shown in which a clipping point is used as the notification end point, but this is not limiting. The notification end point may be, for example, a position where the steering amount is maximum based on the vehicle's travel trajectory on the curve obtained by the curve information acquisition unit 14. When the driving assistance device 100 performs steering assistance (including autonomous driving), the notification end point may be, for example, the timing when the occupant manually intervenes in the direction of returning the steering wheel, which is operated by the steering actuator, to a straight-ahead state.

[0058] Incidentally, when a similar notification is made during racing or sports driving (for example, driving in a rally competition), it is conceivable to use a clipping point as the notification end point. In this regard, when a notification is made during normal driving in a mass-produced vehicle, such as on an ordinary public road, the timing when the occupant begins to return the steering wheel is often almost at the end of the curve, so if the maximum steering position is used as the notification end point, there is a possibility that the notification will not end until the end of the curve. Therefore, in order to more appropriately end the notification even during normal driving in a mass-produced vehicle, it is particularly useful to use a clipping point as the notification end point. [Explanation of symbols]

[0059] 5...HMI (alarm device), 14...curve information acquisition unit, 15...alarm control unit, 100...driving assistance device.

Claims

1. a curve information acquisition unit that acquires curve information regarding a curve located ahead in a traveling direction of the road on which the vehicle is traveling, based on vehicle position information and map information; a notification control unit that controls a notification device of the vehicle based on the curve information so as to notify an occupant of the vehicle of advance notice information regarding steering at the curve into which the vehicle is entering, The curve information acquisition unit determining a notification start point at which notification of the advance notice information to the occupant starts and a notification end point at which notification of the advance notice information to the occupant ends; The notification control unit controlling the notification device so as to continuously notify the occupant of the advance notice information from the notification start point to the notification end point; A driving assistance device, wherein the notification end point is a clipping point of the curve.

2. The advance notice information is audio information, 2. The driving assistance device according to claim 1, wherein the notification control unit controls the notification device to output a portion of the audio information having a predetermined high priority when the remaining distance or remaining time to the clipping point is shorter than a predetermined time for outputting all of the audio information.

3. The advance notice information is audio information, When the remaining distance or remaining time to the clipping point is shorter than the predetermined time for outputting all of the voice information, if there is a curve whose curvature is equal to or greater than a curvature threshold within a predetermined distance in the traveling direction of the vehicle, the curve information acquisition unit determines a point on the vehicle side of a position where the curve starts as the notification start point, 2. The driving assistance device according to claim 1, wherein the notification control unit outputs the audio information from the notification start point on the vehicle side closer to the curve than the position where the curve begins, when the remaining distance or remaining time to the clipping point is shorter than the predetermined time for outputting all of the audio information.

Images