JP5407440B2 - Driving support device and driving support method - Google Patents

Description

  The present invention relates to a driving support device and a driving support method.

  Conventionally, when there is an object around the vehicle, the object exists in the vicinity by vibrating the transmission means corresponding to the direction in which the object exists among the plurality of transmission means provided on the vehicle seat. In addition, a technique for transmitting a direction in which an object existing in the vicinity is located to a user is known (Patent Document 1).

JP 2001-199296 A

  However, in the prior art, the user needs to grasp in advance the positional relationship around the vehicle indicated by the transmission means, and every time a tactile stimulus is transmitted to the user by the transmission means, the user Since it is necessary to remember the correspondence, the user may not be able to properly grasp the position information of the object indicated by the transmission means.

  The problem to be solved by the present invention is to provide a driving support device that allows a user to appropriately grasp position information of an object existing around.

The present invention includes a plurality of transmission means for transmitting a tactile stimulus to the user so that the user can grasp a correspondence relationship between the tactile stimulus according to the position information of the object and the position information corresponding to the tactile stimulus. After driving all the transmission means with the first driving force, the transmission means corresponding to the position of the object among the plurality of transmission means is driven with the second driving force larger than the first driving force, The above-mentioned problem is solved by driving the transmission means not corresponding to the position with the first driving force .

  ADVANTAGE OF THE INVENTION According to this invention, a user can be made to grasp | ascertain appropriately the positional information on the target object which exists around.

It is a block diagram which shows the structure of the vehicle carrying the driving assistance system which concerns on 1st Embodiment. It is a figure which shows the other example of arrangement | positioning of the sensor which concerns on 1st Embodiment. It is a figure for demonstrating the division area around the vehicle which concerns on 1st Embodiment. It is a figure which shows an example of the relationship between the obstacle distance D and the approach degree A which concern on 1st Embodiment. It is a figure which shows an example of the relationship between the approach degree A and control amount X which concern on 1st Embodiment. It is a figure which shows the example of arrangement | positioning of the vibrating body which concerns on 1st Embodiment. It is a figure which shows the other example of arrangement | positioning of a vibrating body. It is a flowchart which shows the driving assistance process which concerns on 1st Embodiment. It is a flowchart which shows the obstacle distance calculation process which concerns on 1st Embodiment. It is a figure for demonstrating the occlusion area | region which concerns on 1st Embodiment. It is a figure for demonstrating the difference of the vibration of the vibrating body corresponding to the area | region where the obstruction which does not exist in the circumference | surroundings which concerns on 1st Embodiment, and the vibrating body corresponding to the area | region where an obstruction exists in the circumference | surroundings. It is a figure which shows the example of a scene in the driving assistance process which concerns on 1st Embodiment (the 1). It is a figure which shows the example of a scene in the driving assistance process which concerns on 1st Embodiment (the 2). It is a figure which shows the example of a scene in the driving assistance process which concerns on 1st Embodiment (the 3). It is a figure which shows an example of the other method of vibrating a vibrating body. It is a figure which shows an example of the method of driving a tactile pin. It is a block diagram of the vehicle which has the driving assistance system which concerns on 2nd Embodiment. It is a figure which shows an example of the sheet | seat support which concerns on 2nd Embodiment. It is a flowchart which shows the driving assistance process which concerns on 2nd Embodiment. It is a flowchart which shows the driving assistance process which concerns on 3rd Embodiment. It is a figure which shows the example of a scene for demonstrating the driving assistance process which concerns on 3rd Embodiment. It is a flowchart which shows the control amount calculation process which concerns on 3rd Embodiment.

<< First Embodiment >>
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, a vehicle having a driving support system that supports driving of a vehicle user (driver) will be described as an example. Here, FIG. 1 is a block diagram showing a configuration of the vehicle 1 equipped with the driving support system according to the first embodiment. As shown in FIG. 1, the vehicle 1 includes a controller 10, sensors 20 a to 20 h, and a seat 30. Hereinafter, each component of the vehicle 1 will be described in detail.

  As shown in FIG. 1, the sensors 20 a to 20 h are installed symmetrically at the front end, near the door mirror, near the rear wheel, and the rear end of the vehicle 1. The sensors 20a to 20h are, for example, laser radars, and each sensor 20a is irradiated with a laser beam while changing the angle of the optical axis to, for example, every 0.25 ° in a unique detection range of each sensor 20a to 20h. The obstacle existing in the detection range of ˜20h is detected, and the sensor distance information from each sensor 20a˜20h to the obstacle is detected. And each sensor 20a-20h sends the detected sensor distance information to the controller 10b.

  The location and number of sensors are not necessarily limited to the form shown in FIG. 1. For example, as shown in FIG. 2, four sensors are arranged at the center of the front end, the center of the rear end, and the center of the left side. , And the center of the right side. Here, FIG. 2 is a diagram illustrating another arrangement example of the sensors in the vehicle. In the example shown in FIG. 2, an object existing around the vehicle 1 can be detected by setting the detection range of each sensor to approximately 180 °. Furthermore, a sensor with a narrow detection range can be used by increasing the number of sensors. The sensors 20a to 20h are not limited to laser radars, but may be any means that can detect distance information to obstacles such as millimeter wave radars, ultrasonic radars, and CCD cameras.

  Next, the controller 10 shown in FIG. 1 will be described. The controller 10 is accessible to a ROM (Read Only Memory) that stores a program for controlling vibrations of vibrating bodies 31a to 31h, which will be described later, and a CPU (Central Processing Unit) that executes the program stored in the ROM. RAM (Random Access Memory) functioning as a storage device.

  The controller 10 implements each function of an obstacle distance calculation function, an approach degree calculation function, and a control amount calculation function by executing a program stored in the ROM by the CPU. Below, each function with which the controller 10 is provided is demonstrated.

  The obstacle distance calculation function calculates obstacle distances Da to Dh, which are distances from the vehicle 1 to the obstacle, based on the sensor distance information acquired from the sensors 20a to 20h. Here, FIG. 3 is a diagram for explaining the divided areas 50a to 50h divided by the obstacle distance calculating function. As shown in FIG. 3, the obstacle distance calculation function is based on the right front end, the right door mirror, the right rear wheel, the right rear end, the left front end, the left door mirror, The area is divided into areas corresponding to the vicinity of the rear wheel and the left rear end. The obstacle distance calculation function calculates obstacle distances Da to Dh, which are the shortest distances from the vehicle 1 to the obstacles in these divided regions 50a to 50h. The details of the method for calculating the obstacle distances Da to Dh by the obstacle distance calculation function will be described later.

The approach degree calculation function calculates the degree of approach Aa to Ah, which is the degree of approach between the vehicle 1 and the obstacle in each divided area 50a to 50h, based on the obstacle distance Da to Dh calculated for each divided area 50a to 50h. To do. Here, FIG. 4 is a diagram illustrating an example of the relationship between the obstacle distance D (obstacle distance in a predetermined divided area) and the approach degree A (access degree in a predetermined divided area). As shown in FIG. 4, the approach degree calculation function calculates the approach degree A as the approach degree maximum value A _max when the obstacle distance D is equal to or less than the predetermined distance D ₁ . Further, the approach degree calculation function calculates the approach degree A with a smaller value as the obstacle distance D is larger when the obstacle distance D is larger than the predetermined distance D _{1 and} smaller than the predetermined distance D _2. object distance D is in the case of a predetermined distance D ₂ or calculates the approach degree a as zero.

The control amount calculation function is a control amount Xa to Xh for vibrating vibrators 31a to 31h, which will be described later, based on the degree of approach Aa to Ah, which is the degree of approach between the vehicle 1 and the obstacle for each divided region 50a to 50h. Is calculated. Here, FIG. 5 is a diagram illustrating an example of the relationship between the degree of approach A and the control amount X (control amount corresponding to a predetermined divided region). As shown in FIG. 5, when the approach degree A is 0, the approach degree calculation function calculates the control amount X as a control amount minute value X _tiny indicated by a black circle in FIG. 5, and the approach degree A is greater than 0. If the controlled variable X, a large control amount maximum value X _max less than the controlled variable minimum value X _min indicated by white circles in FIG. 5, is calculated as a value which increases in proportion to the approach degree a.

  Next, the sheet 30 shown in FIG. 1 will be described. The seat 30 on which the user is seated includes a plurality of vibrators 31a to 31h that apply tactile stimulation to the user by vibration. Here, FIG. 6 is a diagram illustrating an arrangement example of the vibrating bodies 31a to 31h. As shown in FIG. 6, in the present embodiment, the vibrating bodies 31 a to 31 h are arranged symmetrically four by four at regular intervals from the front edge portion on the seating surface of the seat 30 to the seat bone portion. The vibrating bodies 31a to 31h are fixed to a seat frame (not shown) and are provided inside the seat cover. In addition, what is necessary is just to use a well-known vibrator as the vibrating bodies 31a-31h.

  Further, the vibrating bodies 31 a to 31 h are arranged in association with the divided areas 50 a to 50 h around the vehicle 1. That is, the vibrating body 31a is disposed at the right front end on the seat 30 seat surface corresponding to the divided region 50a centered on the right front end of the vehicle 1, and has a frequency based on the control amount Xa corresponding to the divided region 50a. The position information of the obstacle existing in the divided area 50a centering on the right front end of the vehicle 1 is transmitted to the user by vibrating with the amplitude. Similarly, the vibrating body 31b is disposed in front of the right side of the seat 30 corresponding to the divided area 50b centered on the vicinity of the right door mirror of the vehicle 1, and the vibrating body 31c is centered on the vicinity of the right rear wheel of the vehicle 1. The vibrating body 31d is disposed on the right rear end on the seat 30 seating surface corresponding to the divided region 50c to be performed, and the vibrating body 31d The vibrating body 31e is disposed at the left front end on the seat 30 seat surface corresponding to the divided area 50e centered on the left front end of the vehicle 1, and the vibrating body 31f is centered around the left door mirror of the vehicle 1. The vibrating body 31g is disposed on the left side of the seat 30 corresponding to the divided region 50f, and the vibrating body 31g is located on the left side of the seat 30 corresponding to the divided region 50g around the left rear wheel of the vehicle 1. Placed and vibrated 31h is disposed on the left side rear end of the seat 30 seating surface in response to the divided area 50h around the left rear end of the vehicle 1.

  Thus, by associating the vibrating bodies 31a to 31h and the divided regions 50a to 50h on a one-to-one basis, the user has an obstacle in any direction around the vehicle due to the vibration of the vibrating bodies 31a to 31h. Can be grasped intuitively.

  The arrangement of the vibrating bodies 31a to 31h is not limited to the arrangement shown in FIG. 6. For example, as shown in FIG. 7, the handle 40, the seat 30 on the seat 30, and the seat 30 on the seat back. You may arrange | position and distribute. FIG. 7 is a diagram illustrating another arrangement example of the vibrating bodies 31a to 31h. In addition to these components, the seat 30 is attached with a headrest attachment portion and a spring for cushion support in order to perform the original function of the seat.

  Next, driving support processing by the driving support system according to the first embodiment will be described with reference to the flowchart shown in FIG. FIG. 8 is a flowchart showing the driving support process according to the first embodiment. The driving support process is continuously performed in the controller 10 at regular intervals, for example, every 200 msec.

  First, in step S110, the controller 10 acquires sensor distance information from each of the sensors 20a to 20h.

  In step S120, the obstacle distance calculation function of the controller 10 calculates the obstacle distances Da to Dh based on the sensor distance information acquired from the sensors 20a to 20h. Here, FIG. 9 is a flowchart showing the contents of the obstacle distance calculation processing in step S120. The contents of the obstacle distance calculation process in step S120 will be described below along the flowchart of FIG.

  First, in step S121, the obstacle distance calculation function converts sensor distance information acquired from each of the sensors 20a to 20h into vehicle distance information. Here, the sensor distance information is expressed by a polar coordinate system centered on each of the sensors 20a to 20h. Therefore, the obstacle distance calculation function first converts sensor distance information in the polar coordinate system centered on each sensor 20a-20h into sensor distance information in an orthogonal coordinate system centered on each sensor 20a-20h. The obstacle distance calculation function refers to the position information of each sensor 20a to 20h in the orthogonal coordinate system centered on the vehicle 1, and the sensor distance expressed in the orthogonal coordinate system centered on each sensor 20a to 20h. The information is converted into vehicle distance information expressed in an orthogonal coordinate system centered on the vehicle 1.

  In the process of converting the sensor distance information from the polar coordinate system to the orthogonal coordinate system by the obstacle distance calculation function, the position information of the obstacle obtained every 0.25 ° is linearly interpolated around each sensor 20a to 20h. Therefore, as shown in FIG. 10, an occlusion area in which it is not possible to determine whether or not there is an obstacle (an area where an obstacle cannot be detected because there is an obstacle in the foreground) Occurs. In this case, the obstacle distance calculation function recognizes that an obstacle exists in the occlusion area. As a result, the obstacle detection range detected by the obstacle distance calculation function when there is an obstacle may be larger than the range where the obstacle actually exists. In order to reduce such an expansion of the occlusion area, for example, laser radars having a detection range of 270 ° may be arranged at the four corners of the vehicle 1 so that the periphery of the vehicle 1 can be viewed in stereo. FIG. 10 is a diagram for explaining the occlusion area.

  In step S122, the obstacle distance calculation function calculates the integrated distance information by integrating the eight vehicle distance information corresponding to the sensors 20a to 20h converted into the orthogonal coordinate system centered on the vehicle 1 in step S121. . In addition, when calculating the integrated distance information by the obstacle distance calculation function, in the range where the detection range of two or more sensors overlaps, the obstacle exists only in the range where both sensors detect the obstacle. Then, by recognizing, the expansion of the occlusion area described above can be reduced.

  Next, in step S123, the obstacle distance calculation function divides the vehicle periphery into a plurality of regions 50a to 50h. As shown in FIG. 3, the divided regions 50a to 50h correspond to the right front end, the right door mirror vicinity, the right rear wheel vicinity, the right rear end, the left front end, the left door mirror vicinity, the left rear wheel vicinity, and the left rear end, respectively. It is an area to do. As shown in FIG. 3, the obstacle distance calculation function includes a boundary line extending perpendicularly to the side surface of the vehicle 1 from the center between the left front end and the right front end of the vehicle 1, and the right front end and right side of the vehicle 1. The periphery of the vehicle is divided into divided areas 50a by a boundary line extending perpendicularly to the side surface of the vehicle 1 from the center between the vicinity of the door mirror. Similarly, as shown in FIG. 3, the obstacle distance calculation function is performed from the center between adjacent portions of the left and right front ends, the left and right door mirrors, the left and right rear wheels, and the left and right rear ends of the vehicle 1. The periphery of the vehicle is divided into regions 50b to 50h by a boundary line extending perpendicularly to one side surface.

  Note that the method of dividing the periphery of the vehicle 1 into a plurality of regions by the obstacle distance calculation function is not limited to the method described above, and may be changed as appropriate according to the content that supports the user's driving. Moreover, the process of step S123 may be performed before step S121 or step S122, or may be performed simultaneously with steps S121 and S122.

  In step S124, the obstacle distance calculation function calculates obstacle distances Da to Dh, which are distances from the vehicle 1 to the obstacle, for each of the divided areas 50a to 50h divided in step S123. Specifically, the obstacle distance calculation function calculates the distance that is perpendicular to the obstacle from the side surface of the vehicle 1 in the divided region 50a using the integrated distance information calculated in step 122, and is the shortest. The distance is calculated as the obstacle distance Da. Similarly, obstacle distances Db to Dh corresponding to the divided areas 50b to 50h are calculated in the divided areas 50b to 50h. Note that after the obstacle distances Da to Dh are calculated in all the divided regions 50a to 50h by the obstacle distance calculation function, the obstacle distance calculation process in step S120 is ended.

Next, returning to FIG. 8, the processing after step S130 will be described. In step S130, the approach degree calculation function of the controller 10 uses the obstacle distances Da to Dh calculated for each of the divided areas 50a to 50h in the obstacle distance calculation process of step S120, and approaches the vehicle 1 and the obstacle. The degree of approach Aa to Ah is calculated for each of the divided areas 50a to 50h. Here, as shown in FIG. 4, the degree of approach A is calculated by a different formula depending on the value of the obstacle distance D. As shown in FIG. 4, when the obstacle distance D is equal to or less than a predetermined distance D ₁ (D ≦ D ₁ ), the approach degree calculation function calculates the approach degree A based on the following formula (1).
A = A _max (1)
Here, A _max is the maximum value of the approach degree, and the distance D ₁ is a distance serving as a threshold for calculating the approach degree A as the maximum value. Thus, when obstacle distance D (distance between the vehicle 1 and the obstacle) the distance D ₁ or less, the proximity calculating function, to set the approach degree A to approach degree maximum value A _max.

Further, as shown in FIG. 4, when obstacle distance D is smaller than the larger the distance _{D 2} than the distance _{D 1 (D} 1 <D _<D 2), the access degree calculation function, based on the following formula (2) The degree of approach A is calculated.
_{A = A max × {(D} 2 -D) / (D 2 -D 1)} ··· (2)
Here, the distance D ₂ is the distance the threshold for starting the calculation of approach degree A. As shown in FIG. 4, in the range of D ₁ <D <D ₂ , the closer the obstacle distance D is (the farther the distance between the vehicle 1 and the obstacle is), the smaller the approach degree A is.

Further, as shown in FIG. 4, when the obstacle distance D is equal to or greater than the distance D ₂ (D ₂ ≦ D), the approach degree calculation function calculates the approach degree A based on the following formula (3).
A = 0 (3)
Thus, when obstacle distance D (distance between the vehicle 1 and the obstacle) is a predetermined distance D ₂ or more, the proximity calculating function, not close to the vehicle 1 and the obstacle, failure to the user It is determined that it is not necessary to transmit the position information of the object, and the approach degree A is set to zero. The distances D ₁ and D ₂ and the maximum approach value A _max are predetermined values and may be set as appropriate. For example, the maximum approach value A _max may be set to 100.

  Next, in step S140, the control amount calculation function of the controller 10 determines whether it is necessary to vibrate the vibrating bodies 31a to 31h. Specifically, the control amount calculation function determines whether or not the approach degrees Aa to Ah in any of the divided regions 50a to 50h are greater than zero. If the degree of approach Aa to Ah in any of the divided areas 50a to 50h is greater than 0, the control amount calculation function determines that the vibrating body corresponding to the divided area needs to be vibrated, and step S150. Proceed to On the other hand, when the approach degrees Aa to Ah in all the divided areas 50a to 50h are 0, the control amount calculation function determines that it is not necessary to vibrate the vibrating bodies 31a to 31h, and ends this driving support process.

  In step S150, the control amount calculation function of the controller 10 calculates a control amount X for vibrating the vibrating bodies 31a to 31h corresponding to the divided regions 50a to 50h, respectively. Specifically, the control amount calculation function vibrates the vibrating body 31a corresponding to the divided area 50a based on the approach degree Aa that is the degree of approach between the vehicle 1 and the obstacle in the divided area 50a calculated in step S130. The control amount Xa for this is calculated. Similarly, the control amount calculation function is based on the control amounts Xb˜ for vibrating the vibrating bodies 31b˜31h corresponding to the respective divided regions 50b˜50h based on the approach degrees Ab˜Ah in the respective divided regions 50b˜50h. Xh is calculated.

Here, as shown in FIG. 5, the control amount X is calculated by a different formula depending on the value of the approach degree A. Specifically, when the degree of approach A is 0, the control amount calculation function calculates the control amount X based on the following equation (4).
X = X _tiny (4)
Here, X _tiny is a control amount minute value for driving the vibrating body so as to give the user a minute vibration that can be sensed by the user. As described above, the control amount calculation function sets the control amount X to the control amount minute value X _tiny even when the approach degree A is 0, that is, when there is no obstacle around the vehicle 1. Note that the control amount minute value X _tiny is a control amount described later so that the user can distinguish between a vibrating body corresponding to a region where an obstacle exists around and a vibrating body corresponding to a region where no obstacle exists around. A value smaller than the minimum value _Xmin is set.

On the other hand, when the approach degree A is larger than 0, the approach degree calculation function calculates the control amount X based on the following formula (5).
_{X = (X max -X min)} × A / A max + X min ··· (5)
Here, X _max is the maximum control amount that vibrates the vibrating body most strongly, and X _min is the minimum control amount that vibrates the vibrating body having a degree of proximity greater than 0 most weakly. As described above, when the approach degree A is larger than 0, the control amount calculation function determines that the control amount X is a value from the control amount minimum value X _min to the control amount maximum value X _max and is proportional to the approach degree A. And calculate as an increasing value. That is, the approach degree calculation function calculates the control amount X with a larger value so that the greater the degree of approach A, which is the degree of approach between the vehicle 1 and the obstacle, the greater the vibration of the vibrating body. The minimum control amount value X _min and the maximum control amount value X _max are predetermined values and are set as appropriate.

In step 160, the controller 10 vibrates all the vibrators 31a to 31h with a frequency and amplitude corresponding to the control amount X _tiny . In step S170, the controller 10 vibrates the vibrating bodies 31a to 31h with frequencies and amplitudes corresponding to the control amounts Xa to Xh corresponding to the vibrating bodies 31a to 31h.

Here, FIG. 11 is a diagram for explaining a difference in vibration between a vibrating body corresponding to a region where no obstacle exists around and a vibrating body corresponding to a region where the obstacle exists around. As shown in FIG. 11, the controller 10 first vibrates all the vibrators 31a to 31h with a frequency and amplitude corresponding to the control amount minute value X _tiny for a time t1 (step S160). Therefore, in the upper diagram of FIG. 11 showing the vibration of the vibrating body corresponding to the region where no obstacle exists in the surroundings, and in the lower diagram of FIG. 11 showing the vibration of the vibrating body corresponding to the region where the obstacle exists in the surroundings. In addition, the vibrating body vibrates with a weak vibration corresponding to the control amount minute value X _tiny . The control amount minute value X _tiny is a control amount smaller than the control amount minimum value X _min , and the user receives weak vibrations from all the vibrators 31a to 31h. Thereafter, the controller 10 vibrates the vibrating bodies 31a to 31h for the time t2 with the control amounts Xa to Xh calculated from the degree of approach between the vehicle 1 and the obstacle in the divided regions 50a to 50h (step S170). Here, since the degree of approach A in the divided area where no obstacle is present is 0, the control amount X in this divided area is calculated as the control amount X _tiny . Therefore, as shown in the upper diagram of FIG. 11, the vibrating body corresponding to the divided region where no obstacle is present vibrates at the frequency and amplitude corresponding to the control amount X _tiny at time t2 as well as at time t1. On the other hand, the approach degree A in the divided area where the obstacle is present is greater than 0, and the control amount X in this divided area is a value larger than the control amount minimum value X _min and is proportional to the approach degree A. Is calculated as Therefore, as shown in the lower diagram of FIG. 11, the vibration body corresponding to the divided area where the obstacle is present around is the approach degree A that is the degree of approach between the vehicle 1 and the obstacle in the divided area at time t2. Vibrates at a frequency and an amplitude corresponding to the control amount X calculated from.

In this way, after all the vibrating bodies 31a to 31h are vibrated with a frequency and amplitude corresponding to the control amount minute value X _tiny for the time t1, the vibrating bodies corresponding to the area where the obstacle exists are regarded as obstacles. By vibrating with a control amount according to the degree of approach of the vehicle, and vibrating a vibrating body corresponding to a region where no obstacle exists in the surroundings with the control amount X _tiny , the user can connect each of the vibrating bodies 31a to 31h to the surroundings of the vehicle. The correspondence relationship with the divided areas 50a to 50h can be properly grasped, and the direction in which the obstacle around the vehicle exists and the degree of approach to the obstacle can be grasped appropriately. Note that the times t1 and t2 that are the driving time of the vibrator are not particularly limited, and may be set as appropriate.

Here, FIG. 12A to FIG. 12C are diagrams showing an example of a scene for explaining the driving support processing according to the first embodiment, and driving in a scene where the vehicle 1 turns right on a narrow road at a low vehicle speed. An example of support processing is shown. FIG. 12A shows the relationship between the vehicle 1 and obstacles around the vehicle 1 when the vehicle 1 turns right on a narrow road at a low vehicle speed. Moreover, FIG. 12B has shown the mode of vibration of the vibrating bodies 31a-31h in the example of a scene of FIG. 12A at the time t1 shown in FIG. Further, FIG. 12C shows a state of vibration of the vibrating bodies 31a to 31h at time t2 shown in FIG. 11 in the scene example of FIG. 12A. In FIG. 12A, the center part of the divided areas 50a to 50h is indicated by a circle, and in particular, the vicinity of the right rear wheel and the left front end where the distance from the obstacle is short are larger than the other parts. It is displayed with a circle. In the example of the scene of FIG. 12A, when the vehicle 1 turns right on a narrow road, the vicinity of the right rear wheel and the left front end of the vehicle 1 are close to each other, and the divided region 50c corresponding to the vicinity of the right rear wheel of the vehicle 1 The approach degrees Ac and Ae in the divided region 50e corresponding to the left front end of the vehicle 1 are larger than 0, and the control amounts Xc and Xe are calculated as values according to the approach degrees. On the other hand, the approach degrees Aa, Ab, Ad, Af to Ah in the divided areas 50a, 50b, 50d, and 50f to 50h other than the divided areas 50c and 50e are 0, and the control amounts Xa, Xb, Xd, and Xf in these divided areas are 0. ˜Xh is a minute control amount X _tiny calculated.

Therefore, as shown in FIG. 12B, the controller 10 vibrates all the vibrators 31a to 31h for a time t1 with a frequency and an amplitude corresponding to the control amount X _tiny (step S160). Thereafter, as shown in FIG. 12C, the controller 10 controls the vibrating bodies 31c and 31e corresponding to the divided areas 50c and 50e around which obstacles exist based on the control amounts Xc and Xe according to the approach degrees. The vibrating bodies 31a, 31b, 31d, 31f to 31h corresponding to the divided areas 50a, 50b, 50d, 50f to 50h where no obstacle exists around are vibrated for a time t2 based on the control amount X _tiny . Therefore, at time t1, as shown in FIG. 12B, all the vibrators 31a to 31h vibrate weakly, and at time t2, as shown in FIG. The vibrating bodies 31c, 31e corresponding to the area 50e vibrate strongly based on the control amounts Xc, Xe, and the vibrating bodies 31a, 31b corresponding to the divided areas 50a, 50b, 50d, 50f to 50h where no obstacle exists around. , 31d, 31f to 31h remain weakly vibrated.

The method of vibrating the vibrating bodies 31a to 31h is not limited to the method shown in FIG. For example, as shown in FIG. 13, the controller 10 first drives all the vibrators 31a to 31h based on the control amount X _tiny for a time t1, and then vibrates all the vibrators 31a to 31h for a time t2. Stop. Then, the controller 10 selects only the vibrating body corresponding to the area where the obstacle is approaching, and the frequency and amplitude corresponding to the control amount X calculated based on the approach degree A between the vehicle 1 and the obstacle for the time t3. Vibrate with. That is, at time t3, as shown in the upper diagram of FIG. 13, the vibrating body corresponding to the area where no obstacle exists is not driven, and there is an obstacle in the surrounding as shown in the lower diagram of FIG. Only the vibrating body corresponding to the area to be vibrated is vibrated at a frequency and amplitude based on the control amount X corresponding to the degree of approach to the obstacle. Even in this case, the user can appropriately grasp the correspondence between the vibrating body and the area around the vehicle indicated by the vibrating body, and can appropriately determine the direction and the degree of approach in which the obstacle approaching the vehicle 1 exists. I can grasp it. FIG. 13 is a diagram illustrating an example of another method for vibrating the vibrating body according to the present embodiment.

In addition to the example shown in FIG. 13, for example, the control amount of a vibrating body corresponding to a region where no obstacle exists around is set as a control amount X _tiny, and the vibration body corresponding to the region where the obstacle exists around The control amount may be the control amount X corresponding to the degree of approach, and after all the vibrators 31a to 31h are driven for the time t1, only the vibration of the vibrator corresponding to the region where no obstacle exists around may be stopped. Furthermore, after all the vibrators 31a to 31h are vibrated by the control amount X _tiny for the time t1, the vibration of the vibrator corresponding to the area where the obstacle is not present is stopped, while the obstacle is present around. The vibrating body corresponding to the area to be operated may be vibrated for a time t2 with a control amount X corresponding to the degree of approach with the obstacle.

  In addition, in step S160, the controller 10 does not vibrate all the vibrating bodies 31a to 31h for the time t1, and the vibrating body corresponding to the area where the obstacle exists and the area around the vehicle indicated by the vibrating body The predetermined vibrating body may be vibrated so that the user can grasp the correspondence relationship. For example, when there is an obstacle around the vehicle 1 in the divided area 50c, in step S160, the controller 10 vibrates corresponding to the divided areas 50a to 50d on the right side of the vehicle 1 that is the same as the divided area 50c where the obstacle exists. After the bodies 31a to 31d are vibrated, in step S170, only the vibrating body 31c may be vibrated with the control amount Xc corresponding to the degree of proximity to the obstacle, or in other divided areas where the obstacle exists. After vibrating the vibrating bodies 31b to 31d corresponding to the divided areas 50b and 50d adjacent to 50c and the divided area 50c, in step S170, the vibrating body 31c is controlled based on the control amount Xc corresponding to the degree of proximity to the obstacle. It may be vibrated.

  Note that the controller 10 may continuously vibrate the vibrating bodies 31a to 31h until it is determined that no obstacle exists around the vehicle in all the divided areas 50a to 50h, or the vibrating bodies 31a to 31h. May be intermittently vibrated. The controller 10 may change only one of the amplitude and the frequency, for example, instead of changing the amplitude and the frequency according to the control amount X.

  In step S170, after the vibrating bodies 31a to 31h corresponding to the divided areas 50a to 50h are vibrated by the control amount X calculated in the divided areas 50a to 50h, the current driving support process is terminated.

As described above, according to the first embodiment, when there is an obstacle around the vehicle 1 such as when traveling on a city road or when traveling on a narrow road, all the vibrators 31a to 31h are controlled. Vibrating bodies 31a to 31h corresponding to the divided areas 50a to 50h according to the control amounts Xa to Xh calculated based on the position information of the obstacles in the divided areas 50a to 50h after being vibrated according to the amount X _tiny Vibrate. Thereby, the user can appropriately grasp the correspondence relationship between the vibrating body and the surroundings of the vehicle, and can appropriately grasp the direction in which the obstacle exists and the degree of approach between the vehicle 1 and the obstacle. In particular, in the first embodiment, the divided areas 50a to 50h and the vibrating bodies 31a to 31h correspond one-to-one, so that the user intuitively grasps the correspondence between the vibrating body and the surroundings of the vehicle. Can do. In addition, the tactile stimulation due to the vibrations of the vibrating bodies 31a to 31h has a stimulation characteristic that is difficult for the user to adapt as compared with the tactile stimulation due to the pressing force, and thus can reduce the sensitivity of the user to the tactile stimulation.

Furthermore, in the first embodiment, the controller 10 vibrates the vibrating bodies 31a to 31h only when the vehicle 1 and the obstacle approach each other at a certain distance or less (the obstacle distance D is equal to or less than the predetermined distance _Dmax ). Thus, the frequency of tactile stimulation presented to the user can be reduced, and discomfort and annoyance felt by the user receiving the tactile stimulation can be minimized.

  In addition, in the present embodiment, when the vehicle 1 travels on a narrow road or parks, the right front end of the vehicle 1 that the user particularly pays attention to, the right door mirror vicinity, the right rear wheel vicinity, the right rear end, The areas corresponding to the left front end, the left door mirror vicinity, the left rear wheel vicinity, and the left rear end are divided as divided areas. Thus, for example, when the vehicle 1 makes a right or left turn on a narrow road, the position information of the obstacles in these divided areas is appropriately obtained in a situation where an obstacle approaches the vehicle body side surface of the vehicle 1 due to an inner wheel difference of the vehicle 1. As a result, it is possible to support the user's driving so that the user avoids the obstacle.

  In the present embodiment, the detection ranges of the sensors 20a to 20h and the vibrating bodies 31a to 31h may be associated with each other without obtaining the divided regions 50a to 50h. That is, the obstacle distances Da to Dh in the detection ranges of the sensors 20a to 20h are calculated based on the sensor distance information obtained in the detection ranges of the sensors 20a to 20h, and each sensor 20a is calculated from the calculated obstacle distances Da to Dh. Control amounts Xa to Xh corresponding to the detection range of ˜20h may be calculated, and the vibrators 31a to 31h may be vibrated based on the calculated control amounts Xa to Xh. In this way, by associating the detection ranges of the sensors 20a to 20h with the vibrating bodies 31a to 31h on a one-to-one basis, the user can intuitively grasp the correspondence between the vibrating body and the vehicle periphery, This driving support process can be simplified.

Further, in the present embodiment, the vibrating bodies 31a to 31h are used to transmit tactile stimulation to the user, but a tactile pin may be used instead of the vibrating bodies 31a to 31h. The tactile pin is a device that can be driven up and down by a motor, and a tactile stimulus can be transmitted to the user by locally projecting the seat cover by driving the motor. Here, FIG. 14 is a diagram illustrating an example of a method of driving the tactile pin according to the present embodiment. For example, in the example shown in FIG. 14, the controller 10 causes all the tactile pins to protrude by a driving amount based on the control amount X _tiny for a time t1. Thereafter, the controller 10 returns all the tactile pins to the initial position (the state where they do not protrude) only for the time t2. Further, the controller 10 causes only the tactile pins corresponding to the area where the obstacle exists around to protrude for a time t3 with a drive amount proportional to the control amount X corresponding to the degree of approach between the vehicle 1 and the obstacle. Thus, by using tactile pins in place of the vibrating bodies 31a to 31h, it is possible to give the user a tactile stimulus with a pressing force different from that of the vibrating body. The degree of approach to the obstacle can be transmitted. In addition, when the number of divided areas is increased in order to transmit the direction in which the obstacle exists to the user with higher accuracy, it is preferable to use a tactile pin whose exclusive area in the seat 30 is smaller than that of the vibrating body. There are cases.

<< Second Embodiment >>
Next, the driving support system according to the second embodiment will be described with reference to FIG. FIG. 15 is a block diagram of a vehicle 1a having a driving support system in the second embodiment. The vehicle 1a having the driving support system according to the second embodiment has the same configuration as that of the first embodiment except that the configuration described below is different from the configuration according to the first embodiment.

  As shown in FIG. 15, the vehicle 1a is provided with a front sensor 21a at the center of the front end, a pair of left and right side sensors 21b and 21c near the left and right door mirrors, and a rear sensor 21d at the center of the rear end. The front sensor 21a uses the front area of the vehicle 1a as a detection range, and transmits distance information to another vehicle traveling in front of the vehicle 1a to the controller 10a. Further, the side sensors 21b and 21c and the rear sensor 21d transmit distance information to other vehicles existing around the vehicle 1a (side and rear) to the controller 10a. Furthermore, the front camera 21e is installed in the vehicle 1a at the upper part of the front window. The front camera 21e images the front area of the vehicle 1a in order to detect the lane edge of the lane in which the vehicle 1a travels. Video information captured by the front camera 21e is transmitted to the controller 10a. The front sensor 21a may be a laser radar or a millimeter wave radar, for example, and the pair of left and right side sensors 21b and 21c and the rear sensor 21d may be a millimeter wave radar or an ultrasonic radar, for example. The front camera 21e may be, for example, a CCD camera that has a plurality of pixels and can capture a luminance image.

  Similarly to the controller 10 of the first embodiment, the controller 10a includes a CPU, a ROM, a RAM, and the like. By executing a program stored in the ROM by the CPU, an inter-vehicle distance calculation function, a lane distance calculation function, A vehicle distance calculation function, an approach degree calculation function, and a control amount calculation function are realized. Below, each function which the controller 10a has is demonstrated.

  The inter-vehicle distance calculation function calculates an inter-vehicle distance Df from the front sensor 21a to another vehicle existing in front of the vehicle 1a based on the sensor distance information transmitted from the front sensor 21a. The inter-vehicle distance Df may be a distance calculated in consideration of the relative speed between the host vehicle and another vehicle.

  The surrounding vehicle distance calculation function is based on the sensor distance information transmitted from the pair of left and right side sensors 21b and 21c and the rear sensor 21d, and the surrounding vehicles to other vehicles existing around the vehicle 1a (side and rear). The distance Dr is calculated. The surrounding vehicle distance Dr may also be a distance calculated in consideration of the relative speed between the host vehicle and another vehicle.

  The lane distance calculation function detects a lane edge (for example, a lane marker) of a lane in which the vehicle 1a travels based on video information in front of the vehicle 1a captured by the front camera 21e, and a lane distance Dl between the vehicle 1a and the lane edge. Is calculated. Here, the lane distance calculation function calculates the distance between the vehicle 1a and the lane edge located on the right side of the vehicle 1a as the lane distance Dl_R, and the distance between the vehicle 1a and the lane edge located on the left side of the vehicle 1a as the lane distance Dl_L. To do. When the lane distances Dl_R and Dl_L are calculated by the lane distance calculation function, the distance may be based on the relative position between the vehicle 1a and the lane edge. That is, the deviation amount between the lane center position and the travel position of the vehicle 1a may be obtained as the lane distances Dl_R and Dl_L.

  The approach degree calculation function is based on the inter-vehicle distance Df calculated by the inter-vehicle distance calculation function, the surrounding vehicle distance Dr calculated by the surrounding vehicle distance calculation function, and the lane distance Dl calculated by the lane distance calculation function. And the degree of approach A, which is the degree of approach between these objects.

  The control amount calculation function calculates a control amount X for driving each of the sheet supports 32a to 32f provided on the seat 30a described later, based on the approach degree A calculated by the approach degree calculation function.

  Next, the sheet 30a shown in FIG. 15 will be described. The sheet 30a is provided with a plurality of sheet supports 32a to 32f as shown in FIG. Here, FIG. 16 is a diagram illustrating an example of the sheet supports 32a to 32f provided on the sheet 30a according to the second embodiment. As shown in FIG. 16, the seat 30a has side supports 32a and 32b on both sides of the center of the seat back, lumbar supports 32c on the lower center of the seat back, seat cushion side supports 32d and 32e on both sides of the seat surface, and the seat. A rhino support 32f is installed at the front end of the seating surface. These seat supports 32a to 32f are driven in the direction of the arrow shown in FIG. 16 according to a command from the controller 10a, thereby giving a pressing force to the user and transmitting the position information of the objects around the vehicle to the user. .

  Next, driving support processing by the driving support system according to the second embodiment will be described with reference to the flowchart shown in FIG. FIG. 17 is a flowchart showing a driving support process of the driving support system according to the second embodiment. In the following, when the vehicle 1a travels on an automobile-only road at a medium speed or a high vehicle speed, the position information of other vehicles existing around the vehicle and the distance information with respect to the lane end such as a lane marker, A description will be given assuming a scene presented to the user by driving the seat supports 31a to 31f of 30a. Similar to the first embodiment, the driving support process of the second embodiment is continuously performed in the controller 10a at regular intervals, for example, every 200 msec.

  First, in step S210, as in the first embodiment, the controller 10a acquires sensor distance information from each of the sensors 21a to 21d. In addition, the controller 10a acquires video information from the front camera 21e that images the front of the vehicle 1a.

  In step S220, the inter-vehicle distance calculation function of the controller 10a calculates an inter-vehicle distance Df from the vehicle 1a to another vehicle existing ahead of the vehicle 1a based on the sensor distance information transmitted from the front sensor 21a.

  In step S230, the lane distance calculation function of the controller 10a performs edge extraction processing on the video information transmitted from the front camera 21e, detects the lane edge of the lane in which the vehicle 1a travels, and is the distance from the vehicle 1 to the lane edge. Lane distances Dl_R and Dl_L are calculated.

  In step S240, the surrounding vehicle distance calculation function of the controller 10a is based on the sensor distance information transmitted from the pair of left and right side sensors 21b and 21c and the rear sensor 21d (the side of the vehicle 1). And an approach distance Dr with another vehicle existing in the rear). When calculating the approach distance Dr, the controller 10a divides the periphery of the vehicle into three divided areas of a left rear area, a rear area, and a right rear area, and the vehicle 1a and the object closest to each other in each divided area. Are calculated as a left rear approach distance Dr_L, a rear approach distance Dr_B, and a right rear approach distance Dr_R, respectively.

  The controller 10a may perform the processing from step S220 to step S240 at the same time, or may change the order.

  In step S250, the approach degree calculation function of the controller 10a calculates an approach degree Af that is the degree of approach between the vehicle 1a and another vehicle existing in the front area of the vehicle 1a based on the inter-vehicle distance Df calculated in step S220. To do. Further, the approach degree calculation function calculates approach degrees Al_R and Al_L, which are the degree of approach between the vehicle 1a and the lane edge, based on the lane distances Dl_R and Dl_L calculated in step S230. Further, the approach degree calculation function is present in the right rear area, the rear area, and the left rear area of the vehicle 1a based on the right rear approach distance Dr_R, the rear approach distance Dr_B, and the left rear approach distance Dr_L calculated in step S240. The degree of approach Ar_R, Ar_B, Ar_L, which is the degree of approach with the other vehicle, is calculated. Note that the approach degree calculation function may calculate each approach degree A based on the equation shown in FIG. 4 as in step S130 of the first embodiment.

  In step S260, the control amount calculation function of the controller 10a determines whether or not it is necessary to drive the sheet supports 32a to 32f provided in the sheet 30a. Specifically, the control amount calculation function determines whether any of the approach degrees Af, Al_R, Al_L, Ar_R, Ar_L, and Ar_B calculated in step S250 is greater than zero. When the control amount calculation function determines that any one of the approach degrees Af, Al_R, Al_L, Ar_R, Ar_L, and Ar_B is greater than 0, the vehicle 1a and another vehicle, or the vehicle 1a and the lane edge are Since it is approaching, it judges that it is necessary to drive a corresponding seat support and to support a user's driving, and progresses to Step S270. On the other hand, in the control amount calculation function, when all of the approach degrees Af, Al_R, Al_L, Ar_R, Ar_L, and Ar_B are 0, the vehicle 1a and another vehicle or the vehicle 1a and the lane edge are not close to each other. It is determined that it is not necessary to drive the support to assist the user's driving, and this driving support process is terminated.

  Next, in step S270, the control amount calculation function calculates the control amount X based on the approach degree A calculated in step S260. That is, the control amount calculation function calculates the control amount Xf for driving the rhino support 32f based on the approach degree Af between the vehicle 1a and another vehicle existing in the front area of the vehicle 1a. Similarly, the control amount calculation function drives the control amounts Xl_R and Xl_L for driving the seat cushion side supports 32d and 32e based on the approach degrees Al_R and Al_L, and drives the side supports 32a and 32b based on the approach degrees Ar_R and Ar_L. Control amounts Xr_R and Xr_L for calculating the control amounts Xr_B for driving the lumbar support 32c based on the approach degree Ar_B. Note that also in the second embodiment, the control amount calculation function calculates the control amount X based on the equation shown in FIG. 5 as in step S150 of the first embodiment.

In step S280, the controller 10a drives all the seat supports based on the control amount X _tiny for a time t1. In step S290, the controller 10a returns all the sheet supports to the initial positions for the time t2, and then drives each sheet support for the time t3 based on the control amount X corresponding to these sheet supports calculated in step S270. . Thereby, the user can appropriately grasp the correspondence between each seat support and the surroundings of the vehicle, and can appropriately grasp the direction in which the obstacle approaching the vehicle 1a exists and the degree of approach. For example, when the inter-vehicle distance between the vehicle 1a and another vehicle traveling in front of the vehicle 1a is shortened, and the approach degree Af between the vehicle 1a and another vehicle traveling in front of the vehicle 1a is greater than zero. The controller 10a drives all the seat supports for the time t1 according to the control amount X _tiny , then returns all the seat supports to the initial position only for the time t2, and only the die support 32f according to the control amount Xf for the time t3. Drive upward. Thereby, the user can appropriately grasp the correspondence between each seat support and the surroundings of the vehicle, and is approaching another vehicle traveling in front of the vehicle 1a by pressing from the rhino support 32f. And the degree of approach thereof. In step S290, after each seat support is driven by the controller 10a, the current driving support process is terminated.

  As described above, in the second embodiment, for example, in a situation where the vehicle 1a is traveling on an automobile exclusive road at a medium speed or a high vehicle speed, the distance between the vehicle 1a and another vehicle traveling in front of the vehicle 1a After driving all the seat supports, such as when the distance is short, when the vehicle 1a is likely to exceed the lane edge where the vehicle is traveling, or when another vehicle approaches from the rear of the vehicle 1a, By driving the seat support with the control amount X according to the position information, the user can appropriately grasp the correspondence relationship between the seat support and the vehicle periphery, as in the first embodiment, and the seat support indicates It is possible to appropriately grasp the direction of the object and the degree of approach to the object. In addition, in the second embodiment, by applying a pressing force by the seat support to the user, even when the vehicle 1 travels at a medium speed or a high vehicle speed, the tactile stimulus can be appropriately transmitted to the user. .

«Third embodiment»
Next, the driving support system according to the third embodiment will be described. The vehicle 1b having the driving support system according to the third embodiment has the same configuration as that of the first embodiment, except that it is different from the configuration according to the first embodiment in the points described below.

  The vehicle 1b according to the present embodiment includes a right side sensor 22a and a left side sensor 22b. The right side sensor 22a is installed at the right rear end of the vehicle 1b, and detects other vehicles or the like existing from the right side of the vehicle 1b to the right rear side with the detection range being the region from the right side of the vehicle 1b to the right rear side. . On the other hand, the left side sensor 22b is installed at the left rear end of the vehicle 1b, and detects other vehicles or the like existing from the left side of the vehicle 1b to the left rear side, with the area from the left side of the vehicle 1b to the left rear side as a detection range. Detect. The pair of left and right side sensors 22a and 22b may use, for example, a laser radar or a millimeter wave radar. Further, instead of the pair of left and right side sensors 22a and 22b, communication is performed with a communication device that performs inter-vehicle communication between the host vehicle and another vehicle using a wireless LAN, or a position detection device installed on a road. The positional relationship between the vehicle 1b and other vehicles existing around the vehicle may be acquired by using a communication device or the like.

  Similarly to the controller 10 of the first embodiment, the controller 10b includes a CPU, a ROM, a RAM, and the like, and a program stored in the ROM is executed by the CPU, so that a direction indicator detection function and a side vehicle position calculation are performed. Functions and control amount calculation functions are realized. Below, each function which controller 10b has is explained.

  The direction indicator detection function detects whether one of a pair of left and right direction indicators (not shown) is turned on by a user operation.

  The side vehicle position calculation function calculates position information of other vehicles traveling around the vehicle 1b based on the sensor distance information transmitted from the side sensors 33a and 33b and the detection result by the direction indicator detection function. .

  The control amount calculation function vibrates the vibrating bodies 31a to 31h arranged on the seat surface of the seat 30 based on the position information of other vehicles existing around the vehicle 1b calculated by the side vehicle position calculation function. Control amounts Xa to Xh are calculated.

  Next, driving support processing by the driving support system according to the third embodiment will be described with reference to the flowchart shown in FIG. FIG. 18 is a flowchart showing a driving support process of the driving support system according to the third embodiment. In the following, as shown in FIG. 19, in the situation where there is another vehicle on the right rear side of the vehicle 1b, the vehicle 1b turns on the right direction indicator and changes the lane to the lane on the right. An explanation will be given. Here, FIG. 19 is a diagram illustrating an example of a scene for explaining the driving support processing in the third embodiment. Similar to the first embodiment, the driving support process of the third embodiment is also continuously performed in the controller 10b at regular intervals, for example, every 200 msec.

  In step S310, the controller 10b acquires sensor distance information from the side sensors 33a and 33b.

  In step S320, the direction indicator detection function of the controller 10b detects whether one of the pair of left and right direction indicators is turned on by the user. If the direction indicator detection function detects lighting of one of the pair of left and right direction indicators, the process proceeds to step S330. On the other hand, when the direction indicator detection function cannot detect lighting of any direction indicator, this driving support process is terminated. As shown in FIG. 19, in the present embodiment, in the vehicle 1b, the right direction indicator is lit to change the lane to the right lane, and the direction indicator detection function is The lighting of the direction indicator is detected, and the process proceeds to step S330.

  In step S330, the side vehicle position calculation function of the controller 10b is scheduled to enter the vehicle 1b based on the detection result by the direction indicator detection function and the sensor distance information transmitted from the pair of left and right side sensors 22a and 22b. The position information of other vehicles in the lane is calculated. Specifically, when the direction indicator detection function detects that the right direction indicator is turned on by the user, the side vehicle position calculation function uses the sensor distance information transmitted from the right side sensor 22a, Calculate vehicle distance information. On the other hand, when the direction indicator detection function detects that the left direction indicator is turned on, the side vehicle position calculation function calculates the vehicle distance information using the sensor distance information transmitted from the left side sensor 22b. To do. Then, integrated distance information is calculated by integrating the calculated vehicle distance information. Note that, when the integrated distance information is calculated based on the sensor distance information by the side vehicle position calculation function, a method similar to steps 121 and 122 of the first embodiment may be used.

  Next, the side vehicle position calculation function divides the side and rear regions of the vehicle 1b into eight regions 51a to 51h. As shown in FIG. 19, the lateral vehicle position calculation function divides the area around the vehicle 1b into areas 51a to 51d from the right side surface of the vehicle 1b to the right rear side, and from the left side surface of the vehicle 1b to the left rear side. To be divided into regions 51e to 51h. In addition, what is necessary is just to set suitably the width | variety of each area | region divided | segmented by a side vehicle position calculation function according to driving conditions, such as the vehicle speed of the vehicle 1b.

  And a side vehicle position calculation function acquires the other vehicle position information which is the position information of the other vehicle in division area 51a-51h with reference to integrated distance information. In the example illustrated in FIG. 19, the side vehicle position calculation function acquires other vehicle position information when other vehicles exist in the divided areas 51 b and 51 c on the right rear side of the vehicle 1 b. Here, the side vehicle position calculation function determines that another vehicle exists in a region close to the vehicle 1b when another vehicle exists across a plurality of regions. For this reason, in the example shown in FIG. 19, the side vehicle position calculation function is different because the position of the other vehicle detected in the divided area 51b is closer to the vehicle 1b than the position of the other vehicle detected in the divided area 51c. The other vehicle position information is obtained when the vehicle is present in the divided area 51b.

  In step S340, the control amount calculation function of the controller 10b determines whether another vehicle exists in any one of the divided regions 51a to 51h, based on the other vehicle position information calculated in step S330. When the control amount calculation function determines that another vehicle exists in any one of the divided areas 51a to 51h, the process proceeds to step S350. On the other hand, when the control amount calculation function refers to the other vehicle position information and determines that no other vehicle exists in any of the divided regions 51a to 51h, the driving support process is terminated. As shown in FIG. 19, in the present embodiment, the control amount calculation function is based on the other vehicle position information that another vehicle exists in the divided region 51b, and the other vehicle is one of the divided regions 51a to 51h. And the process proceeds to step S350.

  Next, in step S350, the control amount calculation function calculates control amounts Xa to Xh for vibrating the vibrating bodies 31a to 31h corresponding to the divided regions 51a to 51h. Here, FIG. 20 is a flowchart showing the contents of the control amount calculation processing in step S350. The contents of the control amount calculation process in step S350 will be described below along the flowchart of FIG. In step S350, the control amount calculation function sequentially performs control amount calculation processing for the control amounts Xa to Xh corresponding to the divided areas 51a to 51h.

  First, in step S351, the control amount calculation function determines whether the calculated control amount X is a control amount corresponding to a region in the direction in which the direction indicator detected by the direction indicator detection function is turned on. . When the control amount calculation function determines that the control amount X is a control amount corresponding to the area in the direction in which the direction indicator detected by the direction indicator detection function is turned on, the process proceeds to step S352. On the other hand, when the control amount calculation function determines that the control amount X is not the control amount corresponding to the area in the direction in which the direction indicator detected by the direction indicator detection function is turned on, the process proceeds to step S355.

  Here, in the example shown in FIG. 19, as described above, the lighting of the right direction indicator is detected by the direction indicator detection function, and the control amount calculation function indicates that the calculated control amount X is the direction. It is determined whether the indicator is the control amount X corresponding to the divided areas 51a to 51d on the right side of the vehicle 1b in the lighting direction. That is, when the control amount calculation function calculates the control amounts Xa to Xd corresponding to the divided areas 51a to 51d, the control amounts Xa to Xd correspond to the divided areas 51a to 51d on the right side of the vehicle 1b. The control amount is determined, and the process proceeds to step S352. On the other hand, when calculating the control amounts Xe to Xh corresponding to the divided areas 51e to 51h, the control amounts Xe to Xh corresponding to the divided areas 51e to 51h on the left side of the vehicle 1b are the divided areas on the right side of the vehicle 1b. It is determined that the control amount does not correspond to 51a to 51d, and the process proceeds to step S355.

  Next, in step S352, the control amount calculation function refers to the other vehicle position information acquired in step S330, and the calculated control amount X is a control amount corresponding to the divided area in which another vehicle is detected. Determine whether. If the control amount calculation function determines that the control amount X is a control amount corresponding to a region in which another vehicle is detected, the process proceeds to step S353. On the other hand, when the control amount calculation function determines that the calculated control amount X is not the control amount corresponding to the area in which another vehicle is detected, the process proceeds to step S354.

  Here, in this embodiment, the other vehicle position information that another vehicle exists in the divided region 51b is acquired in step S330. Therefore, when calculating the control amount Xb, the control amount calculation function determines that the control amount Xb is a control amount corresponding to the divided region 51b in which another vehicle is detected, and proceeds to step S353. On the other hand, when calculating the control amounts Xa, Xc, and Xd, it is determined that the control amounts Xa, Xc, and Xd are not control amounts corresponding to the divided areas in which other vehicles are detected, and the process proceeds to step S354.

In step S353, the control amount calculating function, the control amount X which is calculated is determined that the control amount corresponding to the area of detecting the another vehicle, setting the control amount X to a predetermined presence presentation control amount X _spe To do. Here, the presence presentation control amount X _spe is set to a value larger than the minute control amount X _tiny . Thereby, the user can distinguish the area | region where another vehicle exists, and the area | region where another vehicle does not exist. In the example illustrated in FIG. 19, when calculating the control amount Xb corresponding to the divided region 51b where it is determined that another vehicle exists, the process proceeds to step S353, and the control amount calculation function uses the control amount Xb as the presence presentation control amount. Set to _Xspe . After the control amount X is set to the presence presentation control amount X _spe in step S353, the control amount calculation process in step 350 is terminated.

If the control amount calculation function determines in step S352 that the control amount X corresponding to the area of the direction indicator lighting direction of the vehicle 1 is not the control amount corresponding to the divided area in which another vehicle is detected, step S354 Proceed to In step S354, the control amount calculation function sets the control amount X that corresponds to the area of the direction indicator lighting direction of the vehicle 1 but does not correspond to the divided area where the other vehicle is detected to X _tiny . In the example shown in FIG. 19, the control amount calculation function corresponds to the regions 51 a to 51 d in the direction indicator lighting direction of the vehicle 1, but does not correspond to the divided regions 51 b in which other vehicles are detected. Xd is set to the minute control amount X _tiny . After the control amount X is set to the minute control amount X _tiny in step S354, the control amount calculation process in step 350 is terminated.

  If the control amount calculation function determines in step S351 that the control amount X is not the control amount corresponding to the lighting direction area of the direction indicator detected by the direction indicator detection function, the process proceeds to step S355. In step S355, the control amount calculation function sets the control amount X that does not correspond to the lighting direction area of the direction indicator to 0. In the example shown in FIG. 19, it is detected that the right turn indicator is turned on by the turn indicator detection function, and the control amount corresponding to the left divided areas 51e to 51h of the vehicle 1b that is not in the turn direction of the turn indicator. When calculating Xe to Xh, the process proceeds to step S355, and in step S355, the control amount calculation function sets the control amounts Xe to Xh not corresponding to the lighting direction area of the direction indicator to 0. After the control amount calculation function sets the control amount X to 0 in step S355, the control amount calculation process in step 350 is terminated.

Next, returning to FIG. 18, the processing after step S360 will be described. In step S360, as in the first embodiment, as shown in FIG. 11, all the vibrators 31a to 31h are vibrated at a frequency and amplitude corresponding to the control amount X _tiny for a time t1, and in subsequent step 370, The vibrating bodies 31a to 31h corresponding to the divided areas 51a to 51h are vibrated based on the control amounts Xa to Xh corresponding to the divided areas 51a to 51h for the time t2.

In the example shown in FIG. 19, the controller 10b vibrates all the vibrators 31a to 31h with a frequency and amplitude corresponding to the control amount X _tiny for a time t1 (step S360). After that, the vibrating body 31b corresponding to the divided area 51b in which another vehicle is detected is divided into the right divided area according to the control amount Xb, that is, the presence presentation control amount X _spe , and the lighting of the direction indicator is detected. The vibrating bodies 31a, 31c, 31d corresponding to 50a, 50c, 50d are vibrated for a time t2 in accordance with the control amounts Xa, Xc, Xd, that is, the control amount X _tiny (step S370). Since the control amounts Xe to Xh corresponding to the left-side divided areas 51e to 51h in which the lighting of the direction indicator is not detected are set to 0, the controller 10b causes the vibrators 31e to 31e at time t2. Do not vibrate 31h.

  In step S370, after vibrating the vibrating bodies 31a to 31h based on the control amounts Xa to Xh, the driving support process is terminated.

As described above, according to the third embodiment, when the vehicle 1b changes lanes or when the vehicle 1b joins an expressway or the like, all the vibrators 31a to 31h vibrate according to the control amount X _tiny. In order to vibrate the vibrating body according to the control amounts Xa to Xh calculated based on the position information of the obstacles in the divided areas 51a to 51h, the user can The correspondence relationship with the surroundings of the vehicle can be properly grasped, and the direction in which the obstacle exists and the degree of approach between the vehicle 1b and the obstacle can be grasped appropriately. As a result, the user can appropriately change lanes and join the highway.

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

  That is, the present invention is not limited to the above-described embodiment, and the first to third embodiments described above may be combined.

  The sensors 20a to 20h, 21a to 21d, 22a and 22b and the front camera 21e of the above-described embodiment are the detection means of the present invention, and the vibrating bodies 31a to 31h and the seat supports 32a to 32f are the transmission means of the present invention. Equivalent to.

DESCRIPTION OF SYMBOLS 1, 1a, 1b ... Vehicle 10, 10a, 10b ... Controller 20a-20h, 21a-21d, 22a, 22b ... Sensor 21e ... Front camera 30, 30a ... Seat 31a-31h ... Vibrating body 32a-32f ... Seat support 40 ... Handles 50a to 50h, 51a to 51h ... divided areas

Claims (7)

Detecting means for detecting an object existing around the vehicle;
Tactile stimulation is provided to the user on the left front end, right front end, left door mirror vicinity, right door mirror vicinity, left rear wheel vicinity, right rear wheel vicinity, left rear end, and right rear end of the vehicle. A plurality of transmission means for transmitting
Position information of the object including a direction in which the object is located with respect to the vehicle and a distance between the vehicle and the object is calculated, and the plurality of transmissions are performed based on the calculated position information. A driving support device comprising control means for driving the means,
The control means performs the first control for driving all the transmission means among the plurality of transmission means with the first driving force, and then, in the plurality of transmission means, the region where the object exists. Second control for driving the corresponding transmission means with the second driving force larger than the first driving force and driving the transmission means corresponding to the region where the object does not exist with the first driving force is performed. ,
In the second control, when the distance between the vehicle and the object is smaller than a predetermined value, the control unit is configured to provide the user with a tactile stimulus corresponding to the distance between the vehicle and the object. So that the transmission means corresponding to the region is driven by the second driving force,
The control means, by driving all of the transfer means prior Symbol first control, in the second control, the user, the tactile stimulation that is transmitted, the relationship between the position information corresponding to該触perception stimulation The driving support device is characterized by selecting a transmission means to be driven by the second driving force so that the vehicle can be grasped. The driving support device according to claim 1 ,
The driving support device according to claim 1, wherein the object is at least one of an obstacle existing around, another vehicle traveling around, and a lane edge of a traveling lane. The driving support device according to claim 1 or 2 ,
The driving support device according to claim 1, wherein the plurality of transmission means are installed on a handle of the vehicle and / or a seat on which a user of the vehicle is seated. The driving support device according to any one of claims 1 to 3 ,
The transmission means includes a vibration unit that gives tactile stimulation to the user by vibration,
The control means performs the second control by vibrating the vibration unit according to the position information of the object at a frequency and / or amplitude according to the position information of the object. Driving assistance device. The driving support device according to any one of claims 1 to 3 ,
The transmission means includes a drive unit that gives a tactile stimulus to the user by driving up and down,
The control means performs the second control by driving the drive unit according to the position information of the object with a drive amount according to the position information of the object. . The driving support device according to claim 3 ,
The transmission means provided on the sheet includes one or more sheet movable parts that apply tactile stimulation to the user by pressing the user,
The driving means is characterized in that the second control is performed by driving the seat movable unit according to the position information of the object with a driving amount according to the position information of the object. apparatus. Detects objects existing around the vehicle, and each of the left front end, right front end, left door mirror vicinity, right door mirror vicinity, left rear wheel vicinity, right rear wheel vicinity, left rear end, and right rear end of the vehicle is detected. According to the position of the object including a direction in which the object is located with respect to the vehicle and a distance between the vehicle and the object. A driving support method for supporting a user's driving by transmitting a tactile stimulus to the user,
After driving all of the plurality of transmission means with the first driving force, the user can grasp the relationship between the tactile stimulus according to the position of the object and the position corresponding to the tactile stimulus. If the distance between the vehicle and the object is smaller than a predetermined value, the transmission corresponding to the region in which the object exists depends on the distance between the vehicle and the object. A driving support method characterized in that the means is driven with a second driving force larger than the first driving force, and the transmitting means corresponding to the region where the object does not exist is driven with the first driving force .

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