WO2020194686A1 - Driving assistance system for saddle-ride type vehicles - Google Patents

Abstract

A driving assistance system for saddle-ride type vehicles that comprises: a line-of-sight direction recognition unit (150) that recognizes the line-of-sight direction (De) of a driver (J); an object direction recognition unit (400) that recognizes the direction (Do) of an object (O) in the vicinity of the host vehicle with respect to the driver (J); and a light source (540) that emits light when the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) are different from each other.

Description

Driving support system for saddle-riding vehicles

The present invention relates to a saddle-riding vehicle driving support system.

In a saddle-riding vehicle, the driver drives with a helmet on. Therefore, the field of view is narrow, and obstacles existing in front of the vehicle may not enter the field of view depending on the direction of the driver's line of sight. Therefore, there is a technique for making the wearer of the helmet perceive the direction to be recognized (see, for example, Patent Document 1).

Patent Document 1 is a direction information notification device that gives at least direction information to a helmet wearer by localizing a sound image, and is arranged at a plurality of places on the helmet and each of them responds to an external signal to the helmet wearer. A plurality of stimulus applying means for applying a local mechanical stimulus to the head, and a driving means for applying an external signal to at least one of the stimulus applying means arranged at a position corresponding to a predetermined sound image localization position. A direction information notification device including, is disclosed.

Japanese Patent Application Laid-Open No. 2007-31875

However, in saddle-riding vehicles, the driver is not in an environment surrounded by doors and roofs like a four-wheeled vehicle, so it is easily affected by noise. The driver is also subject to vibrations from the road surface when the vehicle is traveling. Therefore, it may not be possible to sufficiently inform the driver of the direction to be recognized by the driver by sound and vibration as in the prior art.

The present invention provides a saddle-riding vehicle driving support system that can notify the driver of the direction in which he / she wants to be recognized.

(1) The driving support system for a saddle-riding vehicle according to the present invention has a line-of-sight direction recognition unit (150) that recognizes the line-of-sight direction (De) of the driver (J) and the driver (J). An object direction recognition unit (400) that recognizes the direction (Do) of an object (O) around the own vehicle, the line-of-sight direction (De), and the direction (Do) of the object (O) with respect to the driver (J). It is characterized by including a light source (540) that emits light when the two are different.

According to this aspect, since light is not affected by noise or road surface vibration, the driver's line of sight is obtained by emitting a light source as compared with a configuration in which the driver perceives sound and vibration as in the prior art. It is possible to make the driver effectively recognize that the object is in a direction different from the direction. Therefore, it is possible to inform the driver of the desired direction.

(2) In the driving support system for a saddle-riding vehicle according to the aspect (1) above, the above-mentioned with respect to the line-of-sight direction (De) and the driver (J) when viewed from a direction orthogonal to the vehicle front-rear direction and the vehicle width direction. When the direction (Do) of the object (O) is different, the light source (540) may be made to emit light.

With the above configuration, the light source emits light when the driver's line of sight is directed to a direction other than an object around the own vehicle. Therefore, it is possible to make the driver recognize that the object is in a direction different from the driver's line-of-sight direction.

(3) In the driver assistance system for a saddle-riding vehicle according to the aspect (1) or (2), the object (O) with respect to the line-of-sight direction (De) and the driver (J) when viewed from the vehicle width direction. The light source (540) may be made to emit light when the direction (Do) is different from that of.

For example, since the meter device is in front of the objects around the own vehicle when viewed from the driver, the line of sight is directed downward compared to the case where the line of sight is directed to the objects around the own vehicle. Therefore, with the above configuration, the light source emits light, for example, when the driver's line of sight is directed to the meter device. Therefore, it is possible to make the driver recognize that the object is in a direction different from the driver's line-of-sight direction.

(4) In the driving support system for a saddle-riding vehicle according to any one of (1) to (3) above, the line-of-sight direction (De) and the direction of the object (O) with respect to the driver (J) ( When the angle (θ1, θ2) formed with Do) is equal to or greater than a predetermined angle, the light source (540) may emit light.

With the above configuration, it is possible to prevent the light source from frequently emitting light when the driver's line of sight is slightly deviated from the object and the driver is recognizing the object.

(5) In the driving support system for a saddle-riding vehicle according to any one of (1) to (4) above, the light source (540) emits light according to the distance between the vehicle and the object (O). At least one of intensity, emission color, and emission period may be changed.

By configuring as described above, it is possible to change the light emitting form of the light source according to the degree to which the driver's line of sight needs to be guided. Therefore, it is possible to more reliably inform the driver of the desired direction.

(6) In the driving support system for a saddle-riding vehicle according to any one of (1) to (5) above, the light source (540) is provided on the helmet (40) and has a line-of-sight direction (De). When the direction (Do) of the object (O) with respect to the driver (J) is different, light may be emitted on the same side as the object (O) with respect to the line of sight of the driver (J).

By configuring as described above, the driver can shift his / her line of sight to the object side by directing his / her line of sight to the light source that emits light. This makes it possible to guide the driver's line of sight and make the driver recognize the position of the object.

(7) In the driving support system for a saddle-riding vehicle according to any one of (1) to (5) above, the light source (540) is provided in the meter device (30), and the driver (J) When the line of sight is directed to the meter device (30) and the direction of the line of sight (De) and the direction (Do) of the object (O) with respect to the driver (J) are different, the driver (J) May emit light on the same side as the object (O) with respect to the line of sight of.

With the above configuration, when the driver's line of sight is directed to the meter device, the driver can shift the line of sight to the object side by directing the line of sight to the light source emitting light. Therefore, the line of sight of the driver can be guided so that the driver can more reliably recognize the position of the object.

(8) In the driving support system for a saddle-riding vehicle according to any one of (1) to (7) above, the vehicle vibrates in conjunction with the light emission of the light source (540) and vibrates to the driver (J). A vibrating unit (560) may be further provided.

By configuring as described above, it is possible to make the driver more surely recognize that the object is in a direction different from the driver's line-of-sight direction.

(9) In the driving support system for the saddle-riding vehicle according to the aspect (8), the vibrating unit (560) vibrates at a position corresponding to the direction of the object (O) with respect to the driver (J). May be good.

With the above configuration, the driver can direct the line of sight to the vibrating part side, so that the line of sight can be moved to the object side. This makes it possible to guide the driver's line of sight and make the driver recognize the position of the object.

(10) In the driver assistance system for a saddle-riding vehicle according to the aspect (8) or (9), the vibrating portion (560) includes a helmet (40), a steering handle (16), a fuel tank (24), and a fuel tank (24). It may be provided in at least one of steps (23).

With the above configuration, the vibrating part is arranged in the portion that comes into contact with the driver, so that the vibration of the vibrating part can be effectively transmitted to the driver.

(11) In the driving support system for a saddle-riding vehicle according to any one of (1) to (10) above, a warning is given when the distance between the own vehicle and the object (O) is smaller than a predetermined distance. A warning sound generating unit (550) that emits a sound may be further provided.

With the above configuration, a warning sound is emitted when the degree to which the driver's line of sight needs to be guided is higher than the predetermined standard. Therefore, it is possible to make the driver more surely recognize that the object is in a direction different from the driver's line-of-sight direction.

(12) In the driving support system for a saddle-riding vehicle according to the embodiment (11), the warning sound generating unit (550) corresponds to the direction (Do) of the object (O) with respect to the driver (J). A warning sound may be emitted from the position.

By configuring as described above, the driver can shift the line of sight to the object side by directing the line of sight to the sound source side of the warning sound. This makes it possible to guide the driver's line of sight and make the driver recognize the position of the object.

(13) In the driving support system for a saddle-riding vehicle according to the aspect (11) or (12), the warning sound generating unit (550) may be a retrofit device to the helmet (40).

With the above configuration, a warning sound generator can be provided on the existing helmet. Therefore, it is possible to easily introduce a driving support system for a saddle-riding vehicle that exhibits the above-mentioned effects.

(14) In the driving support system for a saddle-riding vehicle according to the aspect (11) or (12), the warning sound generating unit (550) may be provided on the helmet (40).

By configuring as described above, the driver can effectively perceive the warning sound.

According to the above-mentioned saddle-riding vehicle driving support system, it is possible to inform the driver of the direction to be recognized.

It is a block diagram of the driving support system which concerns on 1st Embodiment. It is a figure which shows the state which the relative position and posture of the own vehicle with respect to the traveling lane are recognized by the own vehicle position recognition part. It is a figure which shows how the target trajectory is generated based on a recommended lane. It is a left side view of the motorcycle of 1st Embodiment. It is a perspective view of the helmet of 1st Embodiment. It is a flowchart which shows the flow of processing by a line-of-sight guidance control unit. It is a figure which shows the scene where the line-of-sight direction and the object direction are different. It is a figure which shows the scene where the line-of-sight direction and the object direction are different. It is a figure explaining the light emitting state of a light emitting part. It is a front view of the meter device of 2nd Embodiment.

Hereinafter, an example of the driving support system for the saddle-riding vehicle of the present embodiment will be described with reference to the drawings. In the embodiment, it is assumed that the driving support system is applied to the autonomous driving vehicle. Autonomous driving is a type of driving assistance in which a vehicle runs in a state that does not require operation by the driver in principle. Here, there is a degree of driving support. For example, the degree of driving support includes the first degree of driving assistance by operating a driving support device such as ACC (Adaptive Cruise Control System) or LKAS (Lane Keeping Assistance System), and the first degree of driving assistance. The degree of control is also high, and the driver automatically controls at least one of acceleration / deceleration or steering of the vehicle without operating the driver of the vehicle to perform automatic driving, but the driver has some degree of control. A second degree that imposes a peripheral monitoring obligation, and a third degree that has a higher degree of control than the second degree and does not impose a peripheral monitoring obligation on the driver (or imposes a lower peripheral monitoring obligation than the second degree). And there is. In the present embodiment, the second degree and the third degree of driving support correspond to automatic driving.

(First Embodiment)
<Overall configuration>
FIG. 1 is a configuration diagram of a driving support system according to the first embodiment.
The vehicle equipped with the driving support system 1 shown in FIG. 1 is a saddle-riding vehicle such as a two-wheeled vehicle or a three-wheeled vehicle. The prime mover of a vehicle is an internal combustion engine such as a gasoline engine, an electric motor, or a combination of an internal combustion engine and an electric motor. The electric motor operates by using the electric power generated by the generator connected to the internal combustion engine or the electric power generated by the secondary battery or the fuel cell.

For example, the driving support system 1 includes a camera 51, a radar device 52, a finder 53, an object recognition device 54 (object direction recognition unit), a communication device 55, an HMI (Human Machine Interface) 56, and a vehicle sensor 57. A navigation device 60, an MPU (Map Positioning Unit) 70, a driving operator 80, a driver monitoring camera 90, a control device 100, a traveling driving force output device 500, a braking device 510, and a steering device 520. And a line-of-sight guidance unit 530. These devices and devices are connected to each other by multiple communication lines such as CAN (Controller Area Network) communication lines, serial communication lines, wireless communication networks, and the like. The configuration shown in FIG. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.

The camera 51 is a digital camera that uses a solid-state image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 51 is attached to an arbitrary position of the vehicle (hereinafter, own vehicle M) on which the driving support system 1 is mounted. The camera 51 periodically and repeatedly images the periphery of the own vehicle M, for example. The camera 51 may be a stereo camera.

The radar device 52 radiates radio waves such as millimeter waves around the own vehicle M, and also detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. The radar device 52 is attached to an arbitrary position of the own vehicle M. The radar device 52 may detect the position and speed of the object by the FM-CW (Frequency Modulated Continuous Wave) method.

The finder 53 is a LIDAR (Light Detection and Ringing). The finder 53 irradiates the periphery of the own vehicle M with light and measures the scattered light. The finder 53 detects the distance to the target based on the time from light emission to light reception. The light to be irradiated is, for example, a pulsed laser beam. The finder 53 is attached to an arbitrary position of the own vehicle M.

The object recognition device 54 performs sensor fusion processing on the detection results of a part or all of the camera 51, the radar device 52, and the finder 53 to determine the position, type, speed, and the like of the objects around the own vehicle M. recognize. The object recognition device 54 outputs the recognition result to the control device 100. The object recognition device 54 may output the detection results of the camera 51, the radar device 52, and the finder 53 to the control device 100 as they are.

The communication device 55 communicates with another vehicle existing in the vicinity of the own vehicle M by using, for example, a cellular network, a Wi-Fi network, Bluetooth (registered trademark), DSRC (Dedicated Short Range Communication), or wirelessly. Communicates with various server devices via the base station.

The HMI 56 presents various information to the driver of the own vehicle M and accepts input operations by the driver. The HMI 56 includes various display devices, speakers, buzzers, touch panels, switches, keys and the like.

The vehicle sensor 57 includes a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects the acceleration, a yaw rate sensor that detects the angular velocity around the vertical axis, an orientation sensor that detects the direction of the own vehicle M, and the like.

The navigation device 60 includes, for example, a GNSS (Global Navigation Satellite System) receiver 61, a navigation HMI 62, and a route determination unit 63. The navigation device 60 holds the first map information 64 in a storage device such as an HDD (Hard Disk Drive) or a flash memory. The GNSS receiver 61 identifies the position of the own vehicle M based on the signal received from the GNSS satellite. The position of the own vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 57. The navigation HMI 62 includes a display device, a speaker, a touch panel, keys, and the like. The navigation HMI 62 may be partially or wholly shared with the above-mentioned HMI 56. The route determination unit 63, for example, has a route from the position of the own vehicle M (or an arbitrary position input) specified by the GNSS receiver 61 to the destination input by the occupant using the navigation HMI 62 (hereinafter,). The route on the map) is determined with reference to the first map information 64. The first map information 64 is information in which the road shape is expressed by, for example, a link indicating a road and a node connected by the link. The first map information 64 may include road curvature, POI (Point Of Interest) information, and the like. The route on the map is output to the MPU 70. The navigation device 60 may provide route guidance using the navigation HMI 62 based on the route on the map. The navigation device 60 may be realized by, for example, the function of a terminal device such as a smartphone or a tablet terminal owned by an occupant. The navigation device 60 may transmit the current position and the destination to the navigation server via the communication device 55, and may acquire a route equivalent to the route on the map from the navigation server.

The MPU 70 includes, for example, a recommended lane determination unit 71. The MPU 70 holds the second map information 72 in a storage device such as an HDD or a flash memory. The recommended lane determination unit 71 divides the route on the map provided by the navigation device 60 into a plurality of blocks (for example, divides the route every 100 [m] with respect to the vehicle traveling direction), and refers to the second map information 72. Determine the recommended lane for each block. The recommended lane determination unit 71 determines which lane to drive from the left. When the recommended lane determination unit 71 has a branch point on the route on the map, the recommended lane determination unit 71 determines the recommended lane so that the own vehicle M can travel on a reasonable route to proceed to the branch destination.

The second map information 72 is more accurate map information than the first map information 64. The second map information 72 includes, for example, information on the center of the lane, information on the boundary of the lane, and the like. Further, the second map information 72 may include road information, traffic regulation information, address information (address / zip code), facility information, telephone number information, and the like. The second map information 72 may be updated at any time by the communication device 55 communicating with another device.

The driving operator 80 includes, for example, an accelerator grip, an operator such as a brake pedal, a brake lever, a shift pedal, and a steering handle. A sensor for detecting the amount of operation or the presence or absence of operation is attached to the operation operator 80. The detection result of the sensor is output to a part or all of the control device 100, the traveling driving force output device 500, the brake device 510, and the steering device 520.

The driver monitoring camera 90 is arranged at a position where the driver sitting on the seat can be imaged. For example, the driver surveillance camera 90 is attached to the front portion of the own vehicle M. The driver monitoring camera 90, for example, takes an image of the face of the driver sitting on the seat. The driver surveillance camera 90 is a digital camera that uses a solid-state image sensor such as a CCD or CMOS. The driver monitoring camera 90 periodically images the driver, for example. The captured image of the driver monitoring camera 90 is output to the control device 100.

The control device 100 includes a master control unit 110, a driving support control unit 200, an automatic driving control unit 300, and a line-of-sight guidance control unit 400. The master control unit 110 may be integrated into either the operation support control unit 200 or the automatic operation control unit 300.

The master control unit 110 switches the degree of driving support and controls the HMI 56. For example, the master control unit 110 includes a switching control unit 120, an HMI control unit 130, an operator state determination unit 140, and an occupant condition monitoring unit 150 (line-of-sight direction recognition unit). The switching control unit 120, the HMI control unit 130, the operator state determination unit 140, and the occupant condition monitoring unit 150 are each realized by executing a program by a processor such as a CPU (Central Processing Unit). In addition, some or all of these functional parts may be realized by hardware such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), or software. And may be realized by the cooperation of hardware.

The switching control unit 120 switches the degree of driving support based on, for example, an operation signal input from a predetermined switch included in the HMI 56. Further, the switching control unit 120 cancels the driving support and manually operates the vehicle based on, for example, an operation of instructing the driving controller 80 such as the accelerator grip, the brake pedal, the brake lever, and the steering handle to accelerate, decelerate, or steer. You may switch to.

The switching control unit 120 may switch the degree of driving support based on the action plan generated by the action plan generation unit 330 described later. For example, the switching control unit 120 may end the driving support at the scheduled end point of the automatic driving defined by the action plan.

The HMI control unit 130 causes the HMI 56 to output a notification or the like related to switching the degree of driving support. Further, the HMI control unit 130 switches the content to be output to the HMI 56 when a predetermined event for the own vehicle M occurs. Further, the HMI control unit 130 may output the information regarding the determination result by one or both of the operator state determination unit 140 and the occupant condition monitoring unit 150 to the HMI 56. Further, the HMI control unit 130 may output the information received by the HMI 56 to one or both of the operation support control unit 200 and the automatic operation control unit 300.

The operator state determination unit 140 is, for example, in a state in which the steering handle included in the operation operator 80 is being operated (specifically, when an intentional operation is actually performed, a state in which the steering wheel can be immediately operated, or (It shall indicate the gripping state).

The occupant condition monitoring unit 150 monitors the driver's condition based on the image captured by the driver monitoring camera 90. The occupant condition monitoring unit 150 monitors that the driver is continuously monitoring the traffic conditions in the surrounding area. The occupant condition monitoring unit 150 acquires the driver's face image from the image captured by the driver monitoring camera 90, and recognizes the driver's line-of-sight direction from the acquired face image. For example, the occupant condition monitoring unit 150 may recognize the line-of-sight direction of the occupant from the image captured by the driver monitoring camera 90 by deep learning using a neural network or the like.

The driving support control unit 200 executes the first degree of driving support. The driving support control unit 200 executes, for example, ACC, LKAS, or other driving support control. For example, when the driving support control unit 200 executes the ACC, the driving support control unit 200 moves forward with the own vehicle M based on the information input from the camera 51, the radar device 52, and the finder 53 via the object recognition device 54. The traveling driving force output device 500 and the braking device 510 are controlled so that the vehicle travels while keeping the distance between the vehicle and the vehicle constant. That is, the driving support control unit 200 performs acceleration / deceleration control (speed control) based on the inter-vehicle distance from the vehicle in front. Further, when executing the LKAS, the driving support control unit 200 controls the steering device 520 so that the own vehicle M travels while maintaining (lane keeping) the traveling lane in which the vehicle is currently traveling. That is, the driving support control unit 200 performs steering control for maintaining the lane. The type of driving support of the first degree may include various controls other than automatic driving (second degree and third degree) that do not require an operation on the driving operator 80.

The automatic driving control unit 300 executes the driving support of the second degree and the third degree. The automatic operation control unit 300 includes, for example, a first control unit 310 and a second control unit 350. Each of the first control unit 310 and the second control unit 350 is realized by, for example, a hardware processor such as a CPU executing a program (software). In addition, some or all of these components may be realized by hardware such as LSI, ASIC, FPGA, GPU, or may be realized by collaboration between software and hardware.

The first control unit 310 includes, for example, a recognition unit 320 and an action plan generation unit 330. The first control unit 310, for example, realizes a function by AI (Artificial Intelligence) and a function by a model given in advance in parallel. For example, in the "intersection recognition" function, recognition of an intersection by deep learning or the like and recognition based on predetermined conditions (pattern matching signals, road markings, etc.) are executed in parallel, and both are executed in parallel. On the other hand, it may be realized by scoring and comprehensively evaluating. This ensures the reliability of autonomous driving.

The recognition unit 320 recognizes states such as the position, speed, and acceleration of surrounding vehicles based on the information input from the camera 51, the radar device 52, and the finder 53 via the object recognition device 54. The positions of peripheral vehicles are recognized as, for example, positions on absolute coordinates with the representative point (center of gravity, center of drive shaft, etc.) of the own vehicle M as the origin, and are used for control. The position of the peripheral vehicle may be represented by a representative point such as the center of gravity or a corner of the peripheral vehicle, or may be represented by the represented area. The "state" of the surrounding vehicle may include the acceleration or jerk of the object, or the "behavioral state" (eg, whether or not the vehicle is changing lanes or is about to change lanes).

Further, the recognition unit 320 recognizes, for example, the lane (traveling lane) in which the own vehicle M is traveling. For example, the recognition unit 320 has a road marking line pattern (for example, an arrangement of a solid line and a broken line) obtained from the second map information 72 and a road marking line around the own vehicle M recognized from the image captured by the camera 51. By comparing with the pattern of, the traveling lane is recognized. The recognition unit 320 may recognize the traveling lane by recognizing not only the road marking line but also the running road boundary (road boundary) including the road marking line, the shoulder, the curb, the median strip, the guardrail, and the like. .. In this recognition, the position of the own vehicle M acquired from the navigation device 60 or the processing result by the INS may be added. In addition, the recognition unit 320 recognizes a stop line, an obstacle, a red light, a tollgate, other road events, and the like.

When recognizing the traveling lane, the recognition unit 320 recognizes the position and orientation of the own vehicle M with respect to the traveling lane.
FIG. 2 is a diagram showing an example of how the recognition unit recognizes the relative position and posture of the own vehicle with respect to the traveling lane.
As shown in FIG. 2, the recognition unit 320 is, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the central CL of the traveling lane and the central CL of the traveling lane in the traveling direction of the own vehicle M. The angle θ formed with respect to the traveling lane L1 may be recognized as the relative position and orientation of the own vehicle M with respect to the traveling lane L1. Alternatively, the recognition unit 320 sets the position of the reference point of the own vehicle M with respect to any side end (road marking line or road boundary) of the traveling lane L1 relative to the traveling lane. It may be recognized as a position.

As shown in FIG. 1, the action plan generation unit 330 generates an action plan for driving the own vehicle M by automatic driving. In principle, the action plan generation unit 330 travels in the recommended lane determined by the recommended lane determination unit 71, and the own vehicle M automatically (driver) so as to be able to respond to the surrounding conditions of the own vehicle M. Generate a target track to run in the future (regardless of the operation of). The target trajectory includes, for example, a position element that determines the position of the own vehicle M in the future and a speed element that determines the speed and acceleration of the own vehicle M in the future. For example, the action plan generation unit 330 determines a plurality of points (track points) that the own vehicle M should reach in order as position elements of the target track. The track point is a point to be reached by the own vehicle M for each predetermined mileage (for example, about several [m]). The predetermined mileage may be calculated, for example, by the road distance when traveling along the route. Further, the action plan generation unit 330 determines the target speed and the target acceleration for each predetermined sampling time (for example, about 0 comma several seconds) as the speed elements of the target trajectory. Further, the track point may be a position to be reached by the own vehicle M at the sampling time for each predetermined sampling time. In this case, the target velocity and target acceleration are determined by the sampling time and the interval between the orbital points.

The action plan generation unit 330 may set an event for automatic driving when generating a target trajectory. Examples of the automatic driving event include a constant speed driving event in which the vehicle travels in the same lane at a constant speed, a following driving event in which the vehicle follows the vehicle in front, and a lane change event in which the vehicle M changes the traveling lane. There are a branching event in which the own vehicle M travels in a desired direction at a branch point on the road, a merging event in which the own vehicle M merges at the merging point, an overtaking event in which the preceding vehicle overtakes, and the like. The action plan generation unit 330 generates a target trajectory according to the activated event.

FIG. 3 is a diagram showing how a target trajectory is generated based on the recommended lane.
As shown in FIG. 3, the recommended lane is set so as to be convenient for traveling along the route to the destination. When the action plan generation unit 330 approaches a predetermined distance before the recommended lane switching point (may be determined according to the type of event), the action plan generation unit 330 activates a lane change event, a branch event, a merging event, and the like. If it becomes necessary to avoid an obstacle during the execution of each event, an avoidance trajectory is generated as shown in the figure.

Returning to FIG. 1, the second control unit 350 has a traveling driving force output device 500, a brake device 510, so that the own vehicle M passes the target trajectory generated by the action plan generation unit 330 at the scheduled time. And controls the steering device 520.

The second control unit 350 includes, for example, an acquisition unit 352, a speed control unit 354, and a steering control unit 356. The acquisition unit 352 acquires the information of the target trajectory (orbit point) generated by the action plan generation unit 330 and stores it in a memory (not shown). The speed control unit 354 controls the traveling driving force output device 500 or the brake device 510 based on the speed element associated with the target trajectory stored in the memory. The steering control unit 356 controls the steering device 520 according to the degree of bending of the target trajectory stored in the memory. The processing of the speed control unit 354 and the steering control unit 356 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 356 executes a combination of feedforward control according to the curvature of the road in front of the own vehicle M and feedback control based on the deviation from the target trajectory.

The line-of-sight guidance control unit 400 recognizes the direction of an object around the own vehicle M with respect to the position of the driver based on the information recognized by the object recognition device 54. Hereinafter, the direction of an object around the own vehicle M with respect to the position of the driver is simply referred to as "object direction". The position of the driver is recognized by, for example, an image captured by the driver monitoring camera 90. The position of the driver is represented by, for example, the center of gravity of the driver's head. The position of the driver may be fixedly set with respect to the vehicle in advance. Further, the line-of-sight guidance control unit 400 recognizes the distance between the own vehicle M and an object around the own vehicle M. The line-of-sight guidance control unit 400 compares the direction of the object with the direction of the driver's line of sight recognized by the occupant condition monitoring unit 150. The line-of-sight guidance control unit 400 determines the operation of the line-of-sight guidance unit 530, which will be described later, based on the result of comparison between the object direction and the line-of-sight direction of the driver and the distance between the own vehicle M and the object. The line-of-sight guidance control unit 400 outputs the determined operation command of the line-of-sight guidance unit 530 to the helmet control unit 42 of the helmet 40, which will be described later. A part of the line-of-sight guidance control unit 400 may be integrated with the recognition unit 320 of the automatic driving control unit 300. The details of the function of the line-of-sight guidance control unit 400 will be described later.

The traveling driving force output device 500 outputs a traveling driving force (torque) for the own vehicle M to travel to the drive wheels. The traveling driving force output device 500 includes, for example, a combination of an internal combustion engine, an electric motor, a transmission, and the like, and an ECU (Electronic Control Unit) that controls them. The ECU controls the above configuration according to the information input from the second control unit 350 or the information input from the operation operator 80.

The brake device 510 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor according to the information input from the second control unit 350 or the information input from the operation operator 80 so that the brake torque corresponding to the braking operation is output to each wheel. The brake device 510 may include, as a backup, a mechanism for transmitting the hydraulic pressure generated by the operation of the brake lever or the brake pedal included in the operation operator 80 to the cylinder via the master cylinder. The brake device 510 is not limited to the configuration described above, and is an electronically controlled hydraulic brake device that controls the actuator according to the information input from the second control unit 350 to transmit the hydraulic pressure of the master cylinder to the cylinder. May be good.

The steering device 520 includes, for example, a steering ECU and an electric motor. The electric motor changes the direction of the steering wheels (front wheels), for example. The steering ECU drives the electric motor according to the information input from the second control unit 350 or the information input from the driving operator 80 to change the direction of the steering wheels.

The line-of-sight guidance unit 530 guides the driver's line of sight in a predetermined direction determined by the line-of-sight guidance control unit 400. The line-of-sight guidance unit 530 includes a light emitting unit 540 (light source), a warning sound generating unit 550, and a vibrating unit 560. The light emitting unit 540 and the warning sound generating unit 550 are provided on a helmet worn by the driver. The vibrating unit 560 is provided at a position in the vehicle that comes into contact with the driver. Details of the light emitting unit 540, the warning sound generating unit 550, and the vibrating unit 560 will be described later.

<Whole vehicle>
Next, a part of the arrangement of the configuration included in the driving support system 1 of the present embodiment will be described together with the structure of the saddle-riding vehicle and the helmet worn by the driver of the saddle-riding vehicle. The orientations of the front, rear, left, right, etc. in the following description shall be the same as the orientations in the vehicle described below unless otherwise specified. Further, in the appropriate place in the figure used in the following description, an arrow FR indicating the front of the vehicle, an arrow LH indicating the left side of the vehicle, and an arrow UP indicating the upper part of the vehicle are shown.

FIG. 4 is a left side view showing the motorcycle of the first embodiment.
As shown in FIG. 4, the motorcycle 10 is a saddle-riding vehicle equipped with the driving support system 1 of the embodiment. The motorcycle 10 mainly includes a front wheel 11 which is a steering wheel, a rear wheel 12 which is a driving wheel, and a vehicle body frame 20 which supports a prime mover 13 (an engine in the illustrated example).

The front wheel 11 is steerably supported by the vehicle body frame 20 via a steering mechanism. The steering mechanism includes a front fork 14 that supports the front wheels 11 and a steering stem 15 that supports the front fork 14. A steering handle 16 held by the driver J is attached to the upper part of the steering stem 15. The front wheels 11 are braked by the braking device 510.

The rear wheel 12 is supported by the rear end of the swing arm 17 extending in the front-rear direction at the rear of the vehicle. The front end portion of the swing arm 17 is supported by the vehicle body frame 20 so as to be able to swing up and down. The rear wheel 12 is braked by the braking device 510.

The vehicle body frame 20 rotatably supports the steering stem 15 by a head pipe 21 provided at the front end portion. In addition to the prime mover 13 described above, the vehicle body frame 20 supports the seat 22 on which the driver J sits, the left and right steps 23 on which the driver J rests his / her feet, the fuel tank 24 arranged in front of the seat 22, and the like. There is. The fuel tank 24 is provided so that the driver J can knee grip it. A front cowl 25 supported by the vehicle body frame 20 is mounted on the front portion of the vehicle. A meter device 30 is arranged inside the front cowl 25.

A vibrating portion 560 (see FIG. 1) is provided on at least one of the steering handle 16, the fuel tank 24, and the left and right steps 23. The vibrating unit 560 is controlled by the line-of-sight guidance control unit 400. The vibrating unit 560 transmits the vibration to the driver J to make the driver J perceive the vibration.

<Helmet>
FIG. 5 is a perspective view of the helmet of the first embodiment.
As shown in FIG. 5, the helmet 40 is a full-face type helmet equipped with the driving support system 1 of the embodiment. The helmet 40 includes a helmet body 41 that covers the head of the driver J, a light emitting unit 540 and a warning sound generating unit 550 provided on the helmet body 41, and a helmet control unit that controls the light emitting unit 540 and the warning sound generating unit 550. A power supply (not shown) for supplying power to the helmet control unit 42 is provided with the 42. The light emitting unit 540 and the warning sound generating unit 550 may be preliminarily incorporated in the helmet 40, or may be a retrofit device to the helmet 40. For example, the power source is a secondary battery, which is embedded in the helmet body 41.

The helmet body 41 includes a cap body 43 as an outer shell member, an interior material (not shown) arranged inside the cap body 43, and a shield 44 that covers the front opening portion 45 of the cap body 43. The front opening portion 45 is provided at the front portion of the cap body 43 in order to secure the field of view of the wearer (driver J).

The light emitting unit 540 is a light emitting element such as an LED (Light Emitting Diode). The light emitting unit 540 is arranged at a position where the wearer of the helmet 40 can visually check whether or not the light is emitted. In the present embodiment, the light emitting portion 540 is arranged at the opening edge of the front opening portion 45 of the cap body 43. The light emitting unit 540 is arranged so as to surround the line of sight of the wearer of the helmet 40 in a state of facing directly in front of the wearer. The light emitting portion 540 includes an upper light emitting portion 541 arranged above the front opening portion 45, a right light emitting portion 542 arranged at the right portion of the front opening portion 45, and a left side arranged at the left portion of the front opening portion 45. A light emitting unit 543 and a light emitting unit 543 are provided. The upper light emitting unit 541, the right light emitting unit 542, and the left light emitting unit 543 may be provided as separate members from each other, or may be integrally provided and formed so as to emit light independently of each other.

The warning sound generator 550 is a directional speaker. The warning sound generation unit 550 emits a warning sound. The warning sound generation unit 550 is provided so that the wearer of the helmet 40 can perceive at least two directions of left and right as a source of the warning sound. In the present embodiment, the warning sound generating unit 550 can make the wearer of the helmet 40 perceive the warning sound as a source of the warning sound by distinguishing the three directions of the right side, the left side, and the front side.

The helmet control unit 42 operates by the electric power of a power source (not shown). The helmet control unit 42 is provided so as to be able to communicate with the line-of-sight guidance control unit 400. The helmet control unit 42 acquires an operation command of the line-of-sight guidance unit 530 from the line-of-sight guidance control unit 400. The helmet control unit 42 applies a voltage to the light emitting unit 540 based on the acquired operation command of the light emitting unit 540 to cause the light emitting unit 540 to emit light. Further, the helmet control unit 42 emits a warning sound from the warning sound generating unit 550 based on the acquired operation command of the warning sound generating unit 550.

<Function of line-of-sight guidance control unit>
Hereinafter, the function of the line-of-sight guidance control unit 400 according to the present embodiment will be described with reference to FIGS. 6 to 10. This processing flow is repeatedly carried out in a state where the driver is obliged to monitor the surroundings. That is, the driving support is not executed (manual driving state), or the driving support of the first degree or the second degree is executed.

FIG. 6 is a flowchart showing a processing flow by the line-of-sight guidance control unit. 7 and 8 are views showing a scene in which the line-of-sight direction and the object direction are different. FIG. 9 is a diagram illustrating a light emitting state of the light emitting unit, and is a front view of the helmet of the first embodiment. In FIG. 9, the shield 44 is not shown.
As shown in FIG. 6, in step S10, the line-of-sight guidance control unit 400 determines whether or not the line-of-sight direction De and the object direction Do are different when viewed from the vertical direction. The line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do are different when the angle θ1 formed by the line-of-sight direction De and the object direction Do is larger than a predetermined first angle when viewed from the vertical direction ( (See FIG. 7). When the line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do are different when viewed from the vertical direction (S10: YES), the process proceeds to step S20. When the line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do do not differ when viewed from the vertical direction (S10: NO), the helmet control unit 400 turns off the right light emitting unit 542 and the left light emitting unit 543. A command is output to 42 (step S50), and the process proceeds to step S60.

In step S20, the line-of-sight guidance control unit 400 determines whether or not the line-of-sight direction De is facing to the right with respect to the object direction Do. When the line-of-sight direction De faces the right side with respect to the object direction Do (S20: YES), the line-of-sight guidance control unit 400 proceeds to the process of step S30. When the line-of-sight direction De is not facing the right side with respect to the object direction Do (S20: NO), that is, when the line-of-sight direction De is facing the left side with respect to the object direction Do, the line-of-sight guidance control unit 400 processes in step S40. Proceed to.

In step S30, the line-of-sight guidance control unit 400 outputs a command to the helmet control unit 42 so that the left light emitting unit 543 emits light, and causes the left light emitting unit 543 to emit light (see FIG. 9). As a result, the light emitting unit 540 emits light on the same side as the object O with respect to the line of sight of the driver J. At this time, the line-of-sight guidance control unit 400 lights, blinks, or blinks the left light emitting unit 543. "Blinking" means repeating a lighting state and an extinguishing state of a constant emission intensity (luminance). "Blinking" means repeating the lighting state and the extinguishing state while changing the light emission intensity. As a result, the driver J shifts his consciousness to the left side and turns his gaze toward the object O side. Subsequently, the line-of-sight guidance control unit 400 proceeds to the process of step S60.

In step S40, the line-of-sight guidance control unit 400 outputs a command to the helmet control unit 42 so that the right light emitting unit 542 emits light, and causes the right light emitting unit 542 to emit light. As a result, the light emitting unit 540 emits light on the same side as the object O with respect to the line of sight of the driver J. At this time, the line-of-sight guidance control unit 400 lights, blinks, or blinks the right light emitting unit 542. As a result, the driver J shifts his consciousness to the right side and turns his gaze toward the object O side. Subsequently, the line-of-sight guidance control unit 400 proceeds to the process of step S60.

In step S60, the line-of-sight guidance control unit 400 determines whether or not the line-of-sight direction De and the object direction Do are different when viewed from the vehicle width direction. The line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do are different when the angle θ2 formed by the line-of-sight direction De and the object direction Do when viewed from the vehicle width direction is larger than a predetermined second angle. (See FIG. 8). In particular, when the line-of-sight direction De is facing downward with respect to the object direction Do when viewed from the vehicle width direction, the driver J may be looking at the meter device 30. When the line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do are different when viewed from the vehicle width direction (S60: YES), the process proceeds to step S70. When the line-of-sight guidance control unit 400 determines that the line-of-sight direction De and the object direction Do do not differ from each other when viewed from the vehicle width direction (S60: NO), the line-of-sight guidance control unit 400 outputs a command to the helmet control unit to turn off the upper light emitting unit. (Step S80), a series of processes is completed.

In step S70, the line-of-sight guidance control unit 400 outputs a command to the helmet control unit 42 so that the upper light emitting unit 541 emits light, and causes the upper light emitting unit 541 to emit light. As a result, the light emitting unit 540 emits light on the same side as the object O with respect to the line of sight of the driver J. At this time, the line-of-sight guidance control unit 400 lights, blinks, or blinks the upper light emitting unit 541. As a result, the driver J shifts his consciousness to the upper side and turns his / her line of sight toward the object O when he / she is looking at the meter device 30. Then, the line-of-sight guidance control unit 400 ends the process.

In the above series of processes, the line-of-sight guidance control unit 400 may change at least one of the emission intensity, emission color, and emission cycle of the light emitting unit 540 according to the distance between the own vehicle M and the object O. Good. For example, the line-of-sight guidance control unit 400 outputs a command to the helmet control unit 42 so that the light emission intensity increases as the distance between the own vehicle M and the object O decreases. For example, the line-of-sight guidance control unit 400 outputs a command to the helmet control unit 42 so that the light emitting cycle of the blinking or blinking light emitting unit 540 decreases as the distance between the own vehicle M and the object O decreases.

Further, the line-of-sight guidance control unit 400 outputs a signal to the helmet control unit 42 so as to emit a warning sound from the warning sound generation unit 550 in conjunction with the light emission of the light emitting unit 540. The line-of-sight guidance control unit 400 causes the helmet control unit 42 to control the warning sound generation unit 550 so as to emit a warning sound from a position corresponding to the object direction Do with respect to the driver J. In other words, the line-of-sight guidance control unit 400 causes the helmet control unit 42 to control the warning sound generation unit 550 so that the wearer of the helmet 40 emits a warning sound from the direction corresponding to the light emitting unit 540 that emits light. For example, the line-of-sight guidance control unit 400 emits a warning sound from the warning sound generating unit 550 so that the wearer of the helmet 40 perceives that the warning sound is sounding from the right side under the condition that the right light emitting unit 542 emits light. ..

Further, the line-of-sight guidance control unit 400 vibrates the vibrating unit 560 provided at the position where the driver J contacts in conjunction with the light emission of the light emitting unit 540. The line-of-sight guidance control unit 400 vibrates the vibrating unit 560 at a position corresponding to the object direction Do with respect to the driver J. In other words, the line-of-sight guidance control unit 400 causes the driver J to vibrate the vibrating unit 560 that contacts the half of the right and left half of the body in the direction corresponding to the light emitting unit 540, and the driver J. To perceive vibration. For example, the line-of-sight guidance control unit 400 vibrates the vibrating unit 560 (for example, step 23 on the right side) that comes into contact with the right half of the driver J under the condition that the right light emitting unit 542 emits light. The line-of-sight guidance control unit 400 may allow the driver J to perceive vibration regardless of the left and right while the light emitting unit 540 is emitting light. Further, the line-of-sight guidance control unit 400 may vibrate the vibrating unit 560 only when the distance between the own vehicle M and the object O is smaller than a predetermined distance.

As described above, in the driving support system 1 of the present embodiment, the occupant state monitoring unit 150 that recognizes the line-of-sight direction De of the driver J and the direction (object) of the object O around the own vehicle M with respect to the driver J. It includes a line-of-sight guidance control unit 400 that recognizes the direction Do), and a light emitting unit 540 that emits light when the line-of-sight direction De and the object direction Do are different.
According to this configuration, the light is not affected by noise or vibration of the road surface. Therefore, the driver is made to emit light by causing the light emitting unit 540 to emit light as compared with the configuration in which the driver perceives the sound and vibration as in the prior art. It is possible to make the driver J effectively recognize that the object O is in a direction different from the line-of-sight direction De of J. Therefore, it is possible to inform the driver J of the direction to be recognized.

Further, the driving support system 1 causes the light emitting unit 540 to emit light when the line-of-sight direction De and the object direction Do are different when viewed from the vertical direction.
According to this configuration, when the line of sight of the driver J is directed to a direction other than the object O around the own vehicle M, the light emitting unit 540 emits light. Therefore, it is possible to make the driver J recognize that the object O is in a direction different from the line-of-sight direction De of the driver J.

Further, the driving support system 1 causes the light emitting unit 540 to emit light when the line-of-sight direction De and the object direction Do are different from each other when viewed from the vehicle width direction.
For example, since the meter device 30 is in front of the object O around the own vehicle M when viewed from the driver J, the line of sight is directed downward as compared with the case where the line of sight is directed to the object O around the own vehicle M. .. Therefore, with the above configuration, for example, when the line of sight of the driver J is directed to the meter device 30, the light emitting unit 540 emits light. Therefore, it is possible to make the driver J recognize that the object O is in a direction different from the line-of-sight direction De of the driver J.

Further, the driving support system 1 causes the light emitting unit 540 to emit light when the angles θ1 and θ2 formed by the line-of-sight direction De and the object direction Do are equal to or greater than a predetermined angle.
According to this configuration, it is possible to prevent the light emitting unit 540 from frequently emitting light in a situation where the line of sight of the driver J is slightly deviated from the object O and the driver J recognizes the object O.

Further, the light emitting unit 540 changes at least one of the light emission intensity, the light emission color, and the light emission cycle according to the distance between the own vehicle M and the object O.
According to this configuration, the light emitting form of the light emitting unit 540 can be changed according to the degree to which the driver J's line of sight needs to be guided. Therefore, it is possible to more reliably inform the driver J of the direction to be recognized.

Further, the light emitting unit 540 is provided on the helmet 40. When the line-of-sight direction De and the object direction Do are different, the light emitting unit 540 emits light on the same side as the object with respect to the line of sight of the driver J.
According to this configuration, the driver J can shift the line of sight to the object O side by directing the line of sight to the light emitting portion of the light emitting unit 540. As a result, the line of sight of the driver J can be guided so that the driver J can recognize the position of the object O.

Further, the line-of-sight guidance unit 530 includes a vibration unit 560 that vibrates in conjunction with the light emission of the light emitting unit 540 and transmits the vibration to the driver J.
According to this configuration, it is possible to make the driver J more reliably recognize that the object O is in a direction different from the line-of-sight direction De of the driver J.

Further, the vibrating unit 560 vibrates at a position corresponding to the object direction Do with respect to the driver J.
According to this configuration, the driver J can shift the line of sight to the object O side by directing the line of sight to the vibrating unit 560 side. As a result, the line of sight of the driver J can be guided so that the driver J can recognize the position of the object O.

Further, the vibrating portion 560 is provided in at least one of the steering handle 16, the fuel tank 24, and the step 23.
According to this configuration, since the vibrating portion 560 is arranged at the portion in contact with the driver J, the vibration of the vibrating portion 560 can be effectively transmitted to the driver J.

Further, the line-of-sight guidance unit 530 includes a warning sound generating unit 550 that emits a warning sound when the distance between the own vehicle M and the object O is smaller than a predetermined distance.
According to this configuration, a warning sound is emitted when the degree to which the driver J needs to guide the line of sight is higher than a predetermined reference. Therefore, it is possible to make the driver J more reliably recognize that the object O is in a direction different from the line-of-sight direction De of the driver J.

Further, the warning sound generation unit 550 emits a warning sound from a position corresponding to the object direction Do with respect to the driver J.
According to this configuration, the driver J can shift the line of sight to the object O side by directing the line of sight to the sound source side of the warning sound. As a result, the line of sight of the driver J can be guided so that the driver J can recognize the position of the object O.

Further, the warning sound generation unit 550 is provided on the helmet 40.
According to this configuration, the driver J can effectively perceive the warning sound.

By using the warning sound generating unit 550 as a retrofit device to the helmet 40, the warning sound generating unit 550 can be provided on the existing helmet. The same applies to the light emitting unit 540. Therefore, it is possible to easily introduce the driving support system 1 that exhibits the above-mentioned effects.

(Second Embodiment)
In the above embodiment, the light emitting unit 540 of the line-of-sight guidance unit 530 is provided on the helmet 40, but the helmet 40 is not limited to this. The light emitting unit 540 of the line-of-sight guidance unit 530 may be provided in the meter device 30. Hereinafter, the configuration in which the light emitting unit 540 of the line-of-sight guidance unit 530 is provided in the meter device 30 will be described. The configuration other than that described below is the same as that of the above embodiment.

FIG. 10 is a front view of the meter device of the second embodiment.
As shown in FIG. 10, the meter device 30 of the second embodiment includes a display unit 31 on which a vehicle speed meter 32, a tachometer 33, and the like are arranged, and a frame portion 38 that surrounds the display unit 31 when viewed from the rear. To be equipped. In addition to the vehicle speed meter 32 and the tachometer 33, the display unit 31 includes a fuel gauge 34, a water temperature gauge 35, an indicator lamp 36, an information display unit 37, and the like. In the illustrated example, the vehicle speed meter 32, the tachometer 33, the fuel gauge 34, and the water temperature gauge 35 are analog type that point to the scale by rotating the pointer, but may be digital type.

The frame portion 38 constitutes the edge of the meter device 30. The frame portion 38 is provided with a light emitting portion 540. The light emitting unit 540 is arranged so as to surround the display unit 31. The light emitting unit 540 includes an upper light emitting unit 541 provided on the upper side of the display unit 31, a right light emitting unit 542 arranged on the right side of the display unit 31, and a left light emitting unit 543 arranged on the left side of the display unit 31. To be equipped. The upper light emitting unit 541, the right light emitting unit 542, and the left light emitting unit 543 may be provided as separate members from each other, or may be integrally provided and formed so as to emit light independently of each other. The light emitting unit 540 is controlled by the line-of-sight guidance control unit 400.

In the present embodiment, the line-of-sight guidance control unit 400 determines whether or not the driver's line of sight is directed to the meter device 30 based on the information of the driver's line-of-sight direction recognized by the occupant condition monitoring unit 150. When the line-of-sight guidance control unit 400 determines that the driver's line of sight is directed to the meter device 30, the line-of-sight guidance control unit 400 performs the processes of steps S10 to S90 in the above-described first embodiment.

According to this configuration, when the line of sight of the driver J is directed to the meter device 30, the driver J can shift the line of sight to the object O side by directing the line of sight to the light emitting portion of the light emitting unit 540. Therefore, the line of sight of the driver J can be guided so that the driver J can more reliably recognize the position of the object O.

The present invention is not limited to the above-described embodiment described with reference to the drawings, and various modifications can be considered within the technical scope thereof.
For example, in the above embodiment, the application of the driving support system 1 to a motorcycle has been described as an example, but the present invention is not limited to this. The saddle-riding vehicle to which the driver assistance system 1 is applied includes all vehicles in which a driver wearing a helmet rides across the vehicle body, and is not limited to motorcycles, but also three wheels (in addition to one front wheel and two rear wheels). Vehicles with two front wheels and one rear wheel) are also included.

Further, the driving support system 1 of the above embodiment can execute so-called automatic driving, but is not limited to this. That is, the driving support system of the present invention may be applied to a vehicle that always requires operation by the driver when traveling.

Further, in the above embodiment, the full-face type helmet 40 has been described as an example of the helmet provided with the light emitting unit 540 of the line-of-sight guidance unit 530, but the present invention is not limited to this. The light emitting unit 540 of the line-of-sight guidance unit 530 can be provided on various types of helmets such as a jet type, a flip-up type, and an off-road type.

Further, in the above embodiment, the driver surveillance camera 90 is arranged at the front of the vehicle, but the present invention is not limited to this. The driver surveillance camera includes a camera placed at the front of the vehicle to detect the direction of the driver's head and a camera placed on the helmet to detect the direction of the driver's line of sight. You may.

Further, in the above embodiment, the warning sound generating unit 550 is provided on the helmet 40, but the present invention is not limited to this. The warning sound generating unit may be provided on the motorcycle 10. Further, the line-of-sight guidance unit 530 may include at least a light emitting unit 540, and may not include a warning sound generating unit 550 and a vibrating unit 560.

Further, in the above embodiment, the vibrating unit 560 is provided in the motorcycle 10, but the present invention is not limited to this. The vibrating portion 560 may be provided at a position where it comes into contact with the driver J, and may be provided at the helmet 40.

In addition, it is possible to replace the components in the above-described embodiment with well-known components as appropriate without departing from the spirit of the present invention.

16 Steering handle 24 Fuel tank 23 Step 30 Meter device 40 Helmet 150 Crew condition monitoring unit (line-of-sight direction recognition unit)
400 Line-of-sight guidance control unit (object direction recognition unit)
540 Light emitting part (light source)
550 Warning sound generator 560 Vibration part De Line-of-sight direction Do Object direction J Driver θ1, θ2 Angle

Claims (14)

1. The line-of-sight direction recognition unit (150) that recognizes the line-of-sight direction (De) of the driver (J),
   An object direction recognition unit (400) that recognizes the direction (Do) of an object (O) around the own vehicle with respect to the driver (J), and
   A light source (540) that emits light when the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) are different.
   A saddle-riding vehicle driving support system equipped with.
2. The light source (540) when the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) are different from each other when viewed from the direction orthogonal to the vehicle front-rear direction and the vehicle width direction. ) Is emitted.
   The driver assistance system for a saddle-riding vehicle according to claim 1.
3. When the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) are different from each other when viewed from the vehicle width direction, the light source (540) is made to emit light.
   The driver assistance system for a saddle-riding vehicle according to claim 1 or 2.
4. When the angle (θ1, θ2) formed by the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) is equal to or greater than a predetermined angle, the light source (540) is made to emit light. ,
   The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 3.
5. The light source (540) changes at least one of emission intensity, emission color, and emission cycle depending on the distance between the vehicle and the object (O).
   The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 4.
6. The light source (540) is provided on the helmet (40), and when the line-of-sight direction (De) and the direction (Do) of the object (O) with respect to the driver (J) are different, the driver (Do) It emits light on the same side as the object (O) with respect to the line of sight of J).
   The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 5.
7. The light source (540) is provided in the meter device (30), the line of sight of the driver (J) is directed to the meter device (30), and the line-of-sight direction (De) and the driver (J) are directed. When the direction (Do) of the object (O) is different, light is emitted on the same side as the object (O) with respect to the line of sight of the driver (J).
   The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 5.
8. A vibrating unit (560) that vibrates in conjunction with the light emission of the light source (540) and transmits the vibration to the driver (J) is further provided.
   The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 7.
9. The vibrating unit (560) vibrates at a position corresponding to the direction of the object (O) with respect to the driver (J).
   The driver assistance system for a saddle-riding vehicle according to claim 8.
10. The vibrating portion (560) is provided on at least one of a helmet (40), a steering handle (16), a fuel tank (24), and a step (23).
    The driver assistance system for a saddle-riding vehicle according to claim 8 or 9.
11. A warning sound generating unit (550) that emits a warning sound when the distance between the own vehicle and the object (O) is smaller than a predetermined distance is further provided.
    The driver assistance system for a saddle-riding vehicle according to any one of claims 1 to 10.
12. The warning sound generating unit (550) emits a warning sound from a position corresponding to the direction (Do) of the object (O) with respect to the driver (J).
    The driver assistance system for a saddle-riding vehicle according to claim 11.
13. The warning sound generator (550) is a retrofit device to the helmet (40).
    The driver assistance system for a saddle-riding vehicle according to claim 11 or 12.
14. The warning sound generating unit (550) is provided on the helmet (40).
    The driver assistance system for a saddle-riding vehicle according to claim 11 or 12.

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