Driving assistance device

Abstract

The present application provides a driving assistance device capable of notifying a driver in driving of information related to evaluation of the driver's driving operation in real time and capable of suppressing a decrease in concentration. The driving assistance device includes a control unit that acquires data indicating behavior of a vehicle body during travel of the vehicle and continuously outputs a sound that varies in accordance with the behavior, and sets a predetermined threshold value to a value indicating a magnitude of the behavior based on a driving condition of the vehicle, causes the sound to vary in accordance with the value indicating the magnitude of the behavior when the value indicating the magnitude of the behavior is less than the predetermined threshold value, and executes a predetermined control when the value indicating the magnitude of the behavior is equal to or greater than the predetermined threshold value.

Description

Technical Field

[0001] This invention relates to a driving assistance device that aims to improve the driving operation of a vehicle. Background Technology

[0002] The skill level of a driver varies from driver to driver. This skill level affects passenger comfort and / or traffic safety. Therefore, various devices have been developed to assess driving performance and inform the driver of the assessment results or provide suggestions.

[0003] For example, Patent Document 1 discloses a driving assistance device that accurately determines the driving operation state and enables the driver to know a comprehensive evaluation of the driving operation state during the current drive, aiming to improve driving operation in the next drive. Specifically, Patent Document 1 discloses a driving assistance device comprising: a change calculation unit that calculates a first correlation value related to the change in acceleration; a jump calculation unit that calculates a second correlation value related to jump; a state determination unit that determines whether the driving state is compliant or swaying based on the first and second correlation values ​​according to a predetermined determination criterion using a vibration model; and a comprehensive determination unit that calculates a score based on the determination result of the state determination unit during the current drive, and calculates a first evaluation index by dividing the score by the number of determinations made by the state determination unit during the current drive, and calculates a comprehensive score of the driving operation state during the current drive based on the first evaluation index.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2012-198344 Summary of the Invention

[0007] Technical issues

[0008] However, the driving assistance device described in Patent Document 1 is a device that evaluates a series of driving operations performed during the current driving process. Therefore, it is difficult for the driver to understand specifically at which point in time the driving operation was evaluated. Consequently, when suggestions regarding the evaluation results and / or driving operations are presented to the driver via voice, text, and / or image display, it is possible that the driver's attention to the surroundings of the vehicle may decrease while confirming the evaluation results and / or suggestions.

[0009] The present invention was made in view of the above-mentioned problems, and the object of the present invention is to provide a driving assistance device that can notify the driver of information related to the evaluation of the driver's driving operation in real time and with the ability to suppress the decline of attention.

[0010] Technical solution

[0011] To address the aforementioned problems, according to one aspect of the present invention, a driving assistance device is provided, comprising: acquiring data representing the behavior of the vehicle body during vehicle operation and continuously outputting a sound that changes according to the behavior; the control unit setting a predetermined threshold value representing the magnitude of the behavior based on the vehicle's driving conditions; causing the sound to change according to the magnitude of the behavior when the magnitude of the behavior is less than the predetermined threshold value; and performing predetermined control when the magnitude of the behavior is greater than or equal to the predetermined threshold value.

[0012] In the aforementioned driving assistance device, the control unit can output a sound that changes continuously with the change in the value indicating the magnitude of the action when the value indicating the magnitude of the action is less than a predetermined threshold.

[0013] In the aforementioned driver assistance device, the control unit can set a predetermined threshold based on the attributes of the vehicle's driver.

[0014] In the aforementioned driving assistance devices, the higher the driver's driving skill, the lower the predetermined threshold can be set by the control unit.

[0015] In the aforementioned driver assistance device, the control unit can set a predetermined threshold based on the driving environment that affects the stability of the vehicle's behavior.

[0016] Invention Effects

[0017] As explained above, according to the present invention, information related to the evaluation of the driver's driving operation can be communicated to the driver in real time and in a way that can suppress the decline in attention. Attached Figure Description

[0018] Figure 1 This is a block diagram illustrating an example configuration of a driving assistance device according to one embodiment of the present invention.

[0019] Figure 2 This is an explanatory diagram showing an example of condition setting performed by the driving assistance device of this embodiment.

[0020] Figure 3 This is an explanatory diagram illustrating the data processing performed by the driving assistance device according to this embodiment.

[0021] Figure 4This is an explanatory diagram illustrating the sound transformation processing performed by the driving assistance device of this embodiment.

[0022] Figure 5 This is an explanatory diagram showing the change in output sound caused by a change in the threshold.

[0023] Figure 6 This is a flowchart of the control processing performed by the driving assistance device in this embodiment.

[0024] Figure 7 This is a flowchart of the condition setting process performed by the driving assistance device in this embodiment.

[0025] Symbol Explanation

[0026] 1: Driving assistance device; 11: Vehicle behavior measurement device; 13: Vehicle surrounding condition detection device; 15: Weather information detection device; 17: Vehicle position information detection device; 19: Input unit; 31: Sound output device; 50: Information processing device; 53: Control unit; 61: Acquisition unit; 63: Data processing unit; 65: Sound conversion processing unit; 67: Output control unit; 69: Condition setting unit Detailed Implementation

[0027] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that in this specification and the drawings, constituent elements having substantially the same functional configuration are omitted from repeated description by using the same symbols.

[0028] <1. Overview of Driver Assistance Devices>

[0029] First, a brief overview of the driving assistance device of this embodiment will be given. During vehicle operation, the driving assistance device acquires data representing the vehicle's behavior and continuously outputs sounds that change according to the behavior. The vehicle's behavior primarily reflects the driver's steering, acceleration, and braking states; therefore, the driver can intuitively and in real-time understand their own driving operation status through auditory stimulation.

[0030] When the value representing the magnitude of vehicle behavior is less than a predetermined threshold (upper limit), the sound continuously output from the driver assistance device changes in tandem with the change in the value representing the magnitude of the behavior. Thus, the driver assistance device allows the driver to perceive changes in vehicle behavior in real time and intuitively through auditory stimulation. Furthermore, when the value representing the magnitude of the behavior is above the predetermined threshold (upper limit), the driver assistance device continuously outputs a constant sound. Thus, the driver assistance device makes the driver aware of a driving operation state where the stability of vehicle behavior has decreased and guides the driving operation state towards a better state.

[0031] In this embodiment, the driving assistance device sets the aforementioned predetermined threshold (upper limit) based on the vehicle's driving conditions. The information regarding the vehicle's driving conditions used to set the threshold (upper limit) is information about driving conditions that can affect the vehicle's behavioral stability. In the embodiment described below, information about the driver's attributes associated with the driver's driving skills and information associated with conditions affecting the stability of the vehicle's behavior are used as the information about the vehicle's driving conditions. Therefore, the range in which the output sound continuously changes with changes in the value representing the magnitude of the vehicle's behavior, or the degree of change of the sound relative to changes in the value representing the magnitude of the vehicle's behavior, and further, the upper limit of the value representing the magnitude of the output sound becoming constant, are adjusted according to the vehicle's driving conditions. Thus, the driver's driving operation state is guided towards an appropriate driving operation state corresponding to the driver's driving skills and / or the conditions affecting the stability of the vehicle's behavior.

[0032] Hereinafter, a driving assistance device according to one embodiment of the present invention will be specifically described.

[0033] <2. Composition of Driving Assistance Devices>

[0034] First, the configuration of the driving assistance device in this embodiment will be explained. Figure 1 This is a block diagram illustrating an example of the configuration of the driving assistance device 1 according to this embodiment.

[0035] The driver assistance device 1 includes an information processing unit 50. The information processing unit 50 is configured to include, for example, a processor (CPU) and / or electrical circuitry, and storage elements such as RAM (Random Access Memory) and ROM (Read Only Memory). Part or all of the information processing unit 50 may be composed of updatable devices such as firmware, or it may be a program module that executes according to instructions from the CPU, etc.

[0036] In addition, the driver assistance device 1 includes: a vehicle behavior measurement device 11, a vehicle surrounding condition detection device 13, a weather information detection device 15, a vehicle position information detection device 17, an input unit 19, and a voice output device 31. These vehicle behavior measurement devices 11, vehicle surrounding condition detection devices 13, weather information detection devices 15, vehicle position information detection devices 17, input units 19, and voice output devices 31 are directly or through a communication bus such as CAN (Controller Area Network) to the information processing device 50 in a communicable manner.

[0037] (2-1. Vehicle body behavior measurement device)

[0038] The vehicle behavior measurement device 11 is a device for measuring data representing the behavior of a vehicle. The vehicle behavior measurement device 11 includes at least one of, for example, a vehicle speed sensor, an acceleration sensor, and an angular velocity sensor. The vehicle speed sensor, for example, detects the rotational speed of the vehicle's drive shaft. The acceleration sensor detects at least longitudinal acceleration as acceleration in the fore-and-aft direction and lateral acceleration as acceleration in the width direction. The acceleration sensor may also detect vertical acceleration as acceleration in the height direction. The angular velocity sensor detects the rate of change of each of the rotation angles (roll angle), rotation angles (pitch angle), and rotation angles (yaw angle) about axes in the fore-and-aft direction, and about axes in the width direction. The angular velocity sensor may be a yaw rate sensor that detects the rate of change of the yaw angle.

[0039] The data measured by the vehicle behavior measuring device 11 is data that changes according to the driver's steering, acceleration, and braking operations, and is input to the information processing device 50 as data representing the vehicle's behavior. The information processing device 50 is configured to acquire information representing the data measured by the vehicle behavior measuring device 11. In addition to the vehicle speed sensor, acceleration sensor, and angular velocity sensor, the vehicle behavior measuring device 11 may also include sensors capable of measuring data reflecting the vehicle's behavior.

[0040] (2-2. Vehicle Surroundings Detection Device)

[0041] The vehicle surroundings detection device 13 is a device for detecting information about the conditions surrounding a vehicle. The vehicle surroundings detection device 13 is configured to include at least one of, for example, a stereo camera, a monocular camera, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), and a radar sensor. Based on acquired data, the vehicle surroundings detection device 13 detects objects around the vehicle, such as other vehicles, bicycles, pedestrians, road signs, and other obstacles, and detects the distance and / or relative speed to these objects. Furthermore, the vehicle surroundings detection device 13 detects information about the surrounding conditions, such as road width, based on the acquired data.

[0042] Information detected by the vehicle surroundings detection device 13 is input to the information processing device 50. The information processing device 50 is configured to acquire information detected by the vehicle surroundings detection device 13. In addition to stereo cameras, monocular cameras, LiDAR, and radar sensors, the vehicle surroundings detection device 13 may also include devices capable of detecting information about the surroundings of the vehicle.

[0043] (2-3. Weather information detection device)

[0044] The weather information detection device 15 is a device for detecting weather-related information in the area where the vehicle is traveling. The weather information detection device 15 is configured to include at least one of, for example, a stereo camera, a monocular camera, a rain sensor, a barometer, and an accelerometer. The weather information detection device 15 can detect rainfall, snowfall, snow accumulation, and road icing based on data captured by the stereo camera or monocular camera. Furthermore, the weather information detection device 15 can estimate rainfall based on data detected by the rain sensor. Additionally, the weather information detection device 15 can detect wind speed and direction based on data detected by the barometer. Furthermore, the weather information detection device 15 can estimate wind speed and direction based on sensor signals from the accelerometer.

[0045] Information detected by the weather information detection device 15 is input to the information processing device 50. The information processing device 50 is configured to acquire the information detected by the weather information detection device 15. In addition to a stereo camera, monocular camera, rain sensor, wind barometer, and accelerometer, the weather information detection device 15 may also include equipment capable of detecting weather-related information in the vehicle's driving area. Furthermore, the weather information detection device 15 can receive information from external systems, such as telematics systems, to acquire weather-related information in the driving area. The information processing device 50 is configured to acquire the information detected by the weather information detection device 15.

[0046] (2-4. Vehicle location information detection device)

[0047] The vehicle position information detection device 17 receives positioning signals transmitted from GNSS (Global Navigation Satellite System), such as GPS (Global Positioning System), and measures the vehicle's position. The vehicle position information detection device 17 can also replace or work with GNSS to receive positioning signals transmitted from other systems such as the Quasi-Zenith Satellite System and measure the vehicle's position. The vehicle position information detected by the vehicle position information detection device 17 is input to the information processing device 50. The information processing device 50 is configured to acquire the position information detected by the vehicle position information detection device 17.

[0048] (2-5. Input Section)

[0049] The input unit 19 accepts user input and sends it to the information processing device 50. The input unit 19 can be, for example, a touch panel display or a dial-up operating device. Alternatively, the input unit 19 can be a voice recognition device that accepts input via the passenger's voice, or an image recognition device that accepts input via gestures.

[0050] In this embodiment, the input unit 19 accepts input of information related to the driver's attributes. This information is associated with the driver's driving skills and includes at least one of the following: the driver's age, the number of years since obtaining their driver's license, driving frequency, and the number of years since their most recent driving experience. Furthermore, it may also include other information that can be used to estimate the driver's driving skills. This information can be input in the form of a questionnaire in which the driver or others answer inquiries prompted by the information processing device 50, or it can be input as pre-determined or stored data.

[0051] Furthermore, the input unit 19 can accept input information about the desired sound as the output sound. For example, it can be configured so that the driver or others can select the desired sound from the types of timbre or sound suggested by the information processing device 50. Specifically, it can be made possible to select the type of musical instrument sound and / or sound effect to be output. Although the data of the selected sound is pre-stored in the storage unit 55 of the information processing device 50, the sound data can also be updated or added by communicating with an external server or the like.

[0052] (2-6. Sound output device)

[0053] The sound output device 31 is a device that outputs sounds that the driver can recognize. The sound output device 31 can be a speaker provided with the vehicle or a speaker dedicated to the driver assistance device 1. The output control of the sound output device 31 is performed by the information processing device 50, and the driver is made aware of the evaluation of the driving operation status through auditory stimulation.

[0054] (2-7. Information processing device)

[0055] The information processing device 50 includes a communication unit 51, a control unit 53, and a storage unit 55. The control unit 53 includes an acquisition unit 61, a data processing unit 63, a voice conversion processing unit 65, an output control unit 67, and a condition setting unit 69. The control unit 53 is a processor such as a CPU, and each of the acquisition unit 61, data processing unit 63, voice conversion processing unit 65, output control unit 67, and condition setting unit 69 can be functions implemented by executing a program through the processor.

[0056] (2-7-1. Storage Department)

[0057] The storage unit 55 is configured as one or more storage elements, including RAM or ROM. In addition to storing the program executed by the control unit 53 and / or various parameters used for program execution, the storage unit 55 also stores acquired data, calculation results, and the like.

[0058] (2-7-2. Communications Department)

[0059] The communication unit 51 is an interface for transmitting and receiving data and / or signals with the vehicle behavior measurement device 11, the vehicle surrounding condition detection device 13, the weather information detection device 15, the vehicle position information detection device 17, the input unit 19, and the sound output device 31.

[0060] (2-7-3. Acquisition Department)

[0061] The acquisition unit 61 of the control unit 53 acquires information output from the vehicle behavior measuring device 11, the vehicle surrounding condition detection device 13, the weather information detection device 15, the vehicle position information detection device 17, and the input unit 19 via the communication unit 51. The information acquired by the acquisition unit 61 includes data representing the behavior of the vehicle body output from the vehicle behavior measuring device 11. The acquisition unit 61 acquires information at a predetermined calculation cycle and stores the acquired information in the storage unit 55.

[0062] (2-7-4. Data Processing Department)

[0063] The data processing unit 63 of the control unit 53 performs predetermined data processing on the data representing the behavior of the vehicle body acquired by the acquisition unit 61. Specifically, the data processing unit 63 performs at least one of the following processing on the acquired measurement data of vehicle speed, acceleration (longitudinal acceleration, lateral acceleration, vertical acceleration) or angular velocity (angular velocity of yaw angle, roll angle, pitch angle), and calculates an evaluation value as a value representing the magnitude of the vehicle body behavior.

[0064] For example, the data processing unit 63 performs smoothing, absolute value transformation, and differentiation processing on the measurement data of vehicle speed, acceleration, or angular velocity to calculate the absolute value of acceleration, the abruptness of the absolute value of acceleration (jerk), or the abruptness of the absolute value of angular velocity (angular acceleration). The data processing unit 63 can directly use the calculated absolute values ​​of acceleration, angular velocity, jerk, or angular acceleration as evaluation values. By using the absolute values ​​of jerk or angular acceleration as evaluation values, the influence of changes in vehicle speed, acceleration, or angular velocity caused by the road surface and / or the acceleration and deceleration of other vehicles is reduced, and changes in vehicle behavior caused by the driver's driving operation state can be evaluated more accurately and effectively.

[0065] Furthermore, the data processing unit 63 can also use multiple data points, including the absolute values ​​of acceleration, angular velocity, jerk, and angular acceleration, to calculate an evaluation value. In this case, the data processing unit 63 can replace the values ​​of each data point with the same index (e.g., an index value of 0 to 100), and use the average of the index values ​​of all the data points as the evaluation value. In this embodiment, the data processing unit 63 uses a quantity (type) of data set by the condition setting unit 69 (described later) based on the vehicle's driving conditions to calculate the evaluation value.

[0066] It should be noted that the calculated acceleration and jerk are calculated separately for at least one of longitudinal acceleration, lateral acceleration, and vertical acceleration. Furthermore, the calculated angular velocity and angular acceleration are calculated separately for at least one of yaw angle, roll angle, and pitch angle. Additionally, the evaluation value calculated by the data processing unit 63 increases with the greater the vehicle's behavior, and decreases with the smaller the vehicle's behavior.

[0067] (2-7-5. Sound Transformation Processing Department)

[0068] The sound conversion processing unit 65 of the control unit 53 converts the evaluation value calculated by the data processing unit 63 into information of the output sound. The sound conversion processing unit 65 converts the evaluation value into information of the output sound based on an upper limit value set by the condition setting unit 69, which determines a region where the output sound continuously changes. Specifically, the region where the output sound continuously changes with the change of the evaluation value (hereinafter also referred to as the "output sound change zone") changes according to the upper limit value set by the condition setting unit 69. The lower limit value of the output sound change zone can be zero or a positive value exceeding zero. Based on the output sound change zone determined by the set upper limit value, the sound conversion processing unit 65 assigns evaluation values ​​to elements of the output sound that continuously change with the change of the evaluation value (hereinafter also referred to as "change elements"), and sets the output sound corresponding to the evaluation values. The change elements of the output sound can be, for example, at least one of intervals, frequencies, volumes, pitches, or the number of timbres produced, but are not limited to this example.

[0069] It should be noted that the state in which the output sound continuously changes along with the evaluation value refers to the state in which, based on the evaluation value, the elements of the output sound, such as intervals, frequencies, volumes, pitches, or the number of timbres produced, are allocated in a stepped or stepless manner, and the sound corresponding to the calculated evaluation value is output. Furthermore, the state in which the output sound is continuously output refers to the state in which the sound is continuously output regardless of whether the sound is continuously changing or constant.

[0070] In this embodiment, when the evaluation value is within the output sound variation range, the sound continuously output from the sound output device 31 changes continuously along with the evaluation value. For example, when the output sound is the sound of a musical instrument with scales, it is set so that as the evaluation value increases, the interval of the output sound increases progressively and continuously. Furthermore, when the output sound is not a musical instrument sound or is the sound of a musical instrument without scales, it can be set so that as the evaluation value increases, the frequency of the output sound increases progressively and continuously. Alternatively, it can be set so that as the evaluation value increases, the volume of the output sound increases progressively, and it can also be set so that as the evaluation value increases, the pitch of the output sound increases progressively and rapidly. Furthermore, it can be set so that as the evaluation value increases, the number of timbres produced as the output sound decreases progressively and continuously. As a result, the driver can intuitively perceive changes in the stability of the vehicle's behavior. In particular, when the evaluation value is set to increase, resulting in higher pitch or frequency of the output sound, higher volume, faster pitch, or fewer timbres, the driver can intuitively perceive that the stability of the vehicle's behavior is decreasing.

[0071] Furthermore, when the evaluation value exceeds the upper limit, a pre-set predetermined control is executed. In this embodiment, when the evaluation value exceeds the upper limit, the sound continuously output from the sound output device 31 is set to a constant sound. For example, if the interval or frequency of the output sound increases as the evaluation value increases within the output sound variation range, the interval or frequency of the output sound can be fixed to the highest interval or frequency among the continuously varying intervals or frequencies when the evaluation value exceeds the upper limit. Similarly, if the volume of the output sound increases as the evaluation value increases within the output sound variation range, the volume of the output sound can be fixed to the largest volume among the continuously varying volumes when the evaluation value exceeds the upper limit. Furthermore, if the pitch of the output sound increases as the evaluation value increases within the output sound variation range, the pitch of the output sound can be fixed to the fastest pitch among the continuously varying pitches when the evaluation value exceeds the upper limit. Furthermore, when the evaluation value increases within the output sound variation range, resulting in a decrease in the number of output sound timbres, the number of output sound timbres can be fixed at the minimum among continuously varying timbres when the evaluation value exceeds the upper limit. This allows the driver to intuitively perceive a decrease in the stability of the vehicle's behavior.

[0072] Furthermore, in this embodiment, when the lower limit of the output sound variation zone is set to a value exceeding zero, the sound continuously output from the sound output device 31 is set to a constant sound when the evaluation value is below the lower limit. For example, if the interval or frequency of the output sound increases as the evaluation value increases within the output sound variation zone, the interval or frequency of the output sound can be fixed to the lowest interval or frequency among the continuously varying intervals or frequencies when the evaluation value is below the lower limit. Similarly, if the volume of the output sound increases as the evaluation value increases within the output sound variation zone, the volume of the output sound can be fixed to the lowest volume among the continuously varying volumes when the evaluation value is below the lower limit. Furthermore, if the pitch of the output sound increases as the evaluation value increases within the output sound variation zone, the pitch of the output sound can be fixed to the slowest pitch among the continuously varying pitches when the evaluation value is below the lower limit. Furthermore, when the number of output sound timbres decreases as the evaluation value increases within the output sound variation range, the number of output sound timbres can be fixed at the maximum among continuously varying timbres when the evaluation value is below the lower limit. This allows the driver to intuitively perceive a high degree of stability in the vehicle's behavior.

[0073] It should be noted that the output sound can be a single timbre or type of sound, but it can also be set to produce multiple different intervals, timbres, or types of sounds simultaneously as a chord. For example, the number of timbres or types of output sounds can be increased or decreased in conjunction with the increase or decrease of the types of data used to evaluate the size of the vehicle's behavior. Furthermore, when using multiple data to evaluate the size of the vehicle's behavior, an evaluation value can be calculated for each data point, and a sound corresponding to each evaluation value can be output. In this case, the sound corresponding to each evaluation value can be set to the same timbre or type of sound, or it can be set to different timbres or types of sound. When the output sound is set to a chord, the number of intervals, timbres, or sounds used can be either a comfortable sound for the driver to hear, or a sound that creates a negative impression.

[0074] Here, the sound transformation processing unit 65 sets the output sound transformation zone according to the upper limit value set by the condition setting unit 69, and assigns the transformation elements of the output sound for each evaluation value. For example, when the sound of an instrument with a scale is selected as the timbre of the output sound, the sound transformation processing unit 65 assigns an evaluation value for each scale of the instrument sound used. Specifically, when using the sound of a piano as the output sound, in the region where the evaluation value is below the lower limit value of the output sound transformation zone, the sound transformation processing unit 65 sets the interval of the output sound to the lowest scale. On the other hand, in the region where the evaluation value is above the upper limit value of the output sound transformation zone, the sound transformation processing unit 65 sets the interval of the output sound to the highest scale. Furthermore, when the evaluation value is within the output sound transformation zone, the sound transformation processing unit 65 assigns an evaluation value for each scale corresponding to each keyboard, from the lowest scale to the highest scale.

[0075] Furthermore, when a sound effect without a scale is selected as the type of output sound, the sound conversion processing unit 65 sets the frequency band of the frequency as the variation element of the output sound within the frequency range of the human audible frequency band (e.g., 20 to 20000 Hz) and assigns evaluation values ​​to the frequencies. Similarly, in the region where the evaluation value is below the lower limit of the output sound variation range, the sound conversion processing unit 65 sets the frequency of the output sound to the minimum value of the frequency band. On the other hand, in the region where the evaluation value is above the upper limit of the output sound variation range, the sound conversion processing unit 65 sets the frequency of the output sound to the maximum value of the frequency band. Furthermore, when the evaluation value is within the output sound variation range, the sound conversion processing unit 65 assigns evaluation values ​​steplessly between the minimum and maximum values ​​of the frequency band.

[0076] Similarly, in cases where the output sound's volume, pitch, and / or timbre are changed in addition to the change in the interval or frequency of the output sound, the sound transformation processing unit 65 assigns evaluation values ​​to the change elements in a stepped or stepless manner.

[0077] Here, the range of variation of the continuously changing elements within the output sound variation zone—that is, the variation in the number of intervals or frequencies, volume, pitch, or timbre—is preferably the same as the upper limit value. In other words, the range of variation of the output sound variation elements is preferably the same as the width of the output sound variation zone. Thus, the driver can intuitively perceive, regardless of the width of the output sound variation zone, how close the vehicle's behavior is to the current upper limit value. Furthermore, when the range of variation of the output sound variation elements is the same as the width of the output sound variation zone, the narrower the output sound variation zone, the more easily the output sound can be changed according to subtle changes in the vehicle's behavior, and the more subtle the changes in behavior can be perceived by the driver.

[0078] Thus, the sound conversion processing unit 65 sets the timbre or type of the output sound to the timbre or type selected by the user, such as the driver, and assigns evaluation values ​​to the change elements of the output sound according to the setting of the output sound change zone, setting the change elements corresponding to the evaluation values ​​calculated by the data processing unit 63. Therefore, the evaluation values ​​calculated by the data processing unit 63 are converted into information about the output sound.

[0079] (2-7-6. Output Control Unit)

[0080] The output control unit 67 of the control unit 53 controls the drive of the sound output device 31 based on the output sound information calculated by the sound conversion processing unit 65, and causes it to generate output sound. In this embodiment, the output control unit 67 outputs the sound with the timbre or type set by the sound conversion processing unit 65 according to the set variation elements such as interval, frequency, volume, pitch or timbre.

[0081] (2-7-7. Condition Setting Section)

[0082] The condition setting unit 69 of the control unit 53 sets the conditions for the sound transformation processing performed by the sound transformation processing unit 65. The condition setting unit 69 sets and determines the upper limit value of the output sound transformation range based on the vehicle's driving conditions. In this embodiment, the condition setting unit 69 sets the upper limit value based on the driver's attribute information input from the input unit 19 and the driving environment that affects the stability of the vehicle's behavior, as the vehicle's driving conditions.

[0083] Specifically, the condition setting unit 69 obtains information related to the driver's driving skill based on information about the driver's attributes. If the estimated driving skill is higher, the upper limit value is set to a smaller value; if the estimated driving skill is lower, the upper limit value is set to a larger value. Thus, for example, in the case of a driver with high driving skill and stable vehicle behavior, the upper limit value is lowered, allowing the driver to perceive more subtle changes in vehicle behavior compared to a driver with low driving skill. Therefore, for drivers with high driving skill, guidance can be provided to further stabilize vehicle behavior. On the other hand, for drivers with low driving skill, guidance can be provided towards a level of behavioral stability appropriate to the driver's driving skill.

[0084] Information regarding driver attributes related to driving skills is obtained through input unit 19, including at least one of the following: driver's age, number of years since obtaining a driver's license, driving frequency, and number of years since the last drive. Specifically, if the driver is older, the upper limit is increased because the likelihood of a decline in driving skills is higher. Furthermore, the longer the number of years since obtaining a driver's license, the higher the presumption of driving skill, thus decreasing the upper limit. Similarly, a higher driving frequency is presumptively considered to indicate higher driving skill, thus decreasing the upper limit. Finally, the longer the number of years since the last drive (blank years), the higher the likelihood of a decline in driving skill, thus increasing the upper limit.

[0085] Furthermore, the condition setting unit 69 can adjust the upper limit value based on the evaluation values ​​of the same driver's past driving experiences, along with information obtained through the input unit 19. For example, the condition setting unit 69 can use information about the number of times or frequency with which the evaluation values ​​calculated by the data processing unit 63 exceeded the upper limit value during the same driver's past driving experiences. In this case, the fewer times or frequencies with which the evaluation values ​​exceeded the upper limit value, the higher the driving skill is presumed, so the upper limit value is reduced.

[0086] Furthermore, the condition setting unit 69 can also set an upper limit value based on the driving environment that affects the stability of the vehicle's behavior. For example, the condition setting unit 69 sets a small upper limit value in driving environments where the level of danger caused by the traffic environment is high and it is desirable to improve the stability of the vehicle's behavior, and sets a large upper limit value in driving environments where the level of danger caused by the traffic environment is low. As a result, when driving in driving environments where the level of danger caused by the traffic environment is high, the driver's driving operation can be guided towards a driving operation state that can stabilize the vehicle's behavior, and the vehicle can be guided towards safe driving.

[0087] Examples of driving environments with a high degree of danger due to traffic conditions include scenarios with a large number of pedestrians and / or bicycles, scenarios with high vehicle traffic volume, scenarios where vehicles travel on school routes during rush hours, and scenarios where vehicles travel on narrow roads. These are driving scenarios where the risk of accidents increases due to traffic conditions. For example, the condition setting unit 69 can determine a driving environment with a high degree of danger due to traffic conditions based on information about the conditions around the vehicle input from the vehicle surrounding condition detection device 13, vehicle position information detected by the vehicle position information detection device 17, and map data.

[0088] Specifically, the condition setting unit 69 can determine a driving scenario with a large number of pedestrians and / or bicycles or a driving scenario with a large volume of vehicles based on the number of pedestrians, bicycles, and other vehicles identified according to the vehicle surrounding conditions input from the vehicle surrounding conditions detection device 13. Furthermore, the condition setting unit 69 can determine a scenario of driving on school roads during school hours based on road sign information identified according to the vehicle surrounding conditions input from the vehicle surrounding conditions detection device 13, vehicle position information detected by the vehicle position information detection device 17, map data, and time information. Additionally, the condition setting unit 69 can determine a scenario of driving on narrow roads based on the road width identified according to the vehicle surrounding conditions input from the vehicle surrounding conditions detection device 13.

[0089] Furthermore, regarding the driving environment that affects the stability of vehicle behavior, the condition setting unit 69 can set a small upper limit value in driving environments where the likelihood of a decrease in vehicle behavior stability is high, and a large upper limit value in driving environments where the likelihood of a decrease in vehicle behavior stability is low. Thus, when driving in driving environments where there is a possibility of a decrease in vehicle behavior stability, the driver's driving operation can be guided towards a driving operation state that stabilizes the vehicle's behavior. Examples of driving environments where the likelihood of a decrease in vehicle behavior stability is high include scenarios where the risk of accidents increases due to weather conditions, such as heavy rainfall, heavy snowfall, storms, snow accumulation, and frozen roads. The condition setting unit 69 can estimate driving environments where the likelihood of a decrease in vehicle behavior stability due to weather conditions is high based on weather-related information detected by the weather information detection device 15 regarding the area where the vehicle is driving.

[0090] Furthermore, in this embodiment, the condition setting unit 69 sets the conditions for data processing performed by the data processing unit 63 based on at least one of the aforementioned driver attribute information or vehicle driving environment information. Specifically, in this embodiment, the condition setting unit 69 sets the number of data types used in the data processing unit 63 when calculating the evaluation value representing the magnitude of vehicle body behavior based on at least one of the aforementioned driver attribute information or vehicle driving environment information.

[0091] For example, the condition setting unit 69 increases the types of data used in calculating the evaluation value when the driver's estimated driving skill is higher based on the driver's attribute information, and decreases the types of data used in calculating the evaluation value when the estimated driving skill is lower. Thus, for example, in the case of a driver with high driving skill and stable vehicle behavior, the driving operation state can be evaluated based on more types of data, and guidance can be provided to further stabilize the vehicle's behavior. On the other hand, for drivers with low driving skill, the driving operation state is evaluated based on a relatively small amount of data, so guidance can be provided towards a level of stability in behavior appropriate to the driver's driving skill.

[0092] Furthermore, the condition setting unit 69 increases the variety of data used in calculating the evaluation value when the driving environment is one where the vehicle's stability is expected to improve, or when the vehicle's stability is likely to decrease. Therefore, when driving in environments with high traffic hazards and where improved vehicle stability is desired, the driving operation state can be evaluated based on a wider range of data, guiding the driver's actions towards a state that stabilizes the vehicle's behavior and promoting safe driving. Additionally, when driving in environments with high rainfall or snowfall and / or storms, where the vehicle's stability is likely to decrease, the driving operation state can be evaluated based on a wider range of data, guiding the driver's actions towards a state that stabilizes the vehicle's behavior.

[0093] It should be noted that even when the types of data used in the calculation of the evaluation values ​​are increased or decreased, the number of types of data used is irrelevant. By prioritizing the use of data on lateral acceleration or angular acceleration of yaw angle, it becomes easier to evaluate the driver's steering operation status. Furthermore, by prioritizing the use of data on longitudinal acceleration or angular acceleration of roll angle, it becomes easier to evaluate the driver's acceleration and braking operation status.

[0094] Figure 2 This is an explanatory diagram illustrating an example of how to set upper limits for information based on driver attributes and information related to the driving environment that affects the stability of vehicle behavior, and how to increase or decrease the types of data used in calculating evaluation values.

[0095] like Figure 2As shown, regarding driver attribute information, if the driver's age exceeds a preset age, the upper limit of the evaluation score is increased by a predetermined amount, and the types of data used in the evaluation score calculation are reduced. Furthermore, the longer the number of years since obtaining a driver's license, the lower the upper limit of the evaluation score is decreased by a predetermined amount, and the types of data used in the evaluation score calculation are increased. Conversely, the shorter the number of years since obtaining a driver's license, the higher the upper limit of the evaluation score is increased by a predetermined amount, and the types of data used in the evaluation score calculation are reduced.

[0096] Furthermore, the more frequently a vehicle is driven, the lower the upper limit of the evaluation value is by a predetermined amount, and the more types of data are used in the calculation of the evaluation value. Conversely, the less frequently a vehicle is driven, the higher the upper limit of the evaluation value is by a predetermined amount, and the fewer types of data are used in the calculation of the evaluation value. Additionally, the longer the number of years elapsed since the last drive (the number of blank years), the higher the upper limit of the evaluation value is by a predetermined amount, and the fewer types of data are used in the calculation of the evaluation value.

[0097] Furthermore, regarding information about the vehicle's driving environment, in scenarios with many pedestrians and / or bicycles, high traffic volume, driving on school routes during rush hour, and driving on narrow roads, the upper limit of the evaluation value is reduced by a predetermined amount to improve the stability of the vehicle's behavior, and the types of data used in calculating the evaluation value are increased. Additionally, in conditions of heavy rainfall and / or snowfall, high wind speeds, snow accumulation, and frozen roads, the upper limit of the evaluation value is reduced by a predetermined amount because the stability of the vehicle's behavior is more likely to decrease, and the types of data used in calculating the evaluation value are increased.

[0098] The condition setting unit 69 adjusts the upper limit value and the types of data based on driver attribute information and vehicle driving environment information, using a preset upper limit value as a reference value. For example, when calculating an evaluation value with an index value of 0 to 100, the reference value for the upper limit can be set to 50, and the upper limit value can be calculated by adding or subtracting 10 based on each piece of information. Alternatively, when the data available for calculating the evaluation value is set to 12, including longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, pitch rate, roll rate, longitudinal jerk, lateral jerk, vertical jerk, yaw rate, pitch rate, and roll rate, the number of reference data can be set to 5, and the number of data used can be set by increasing or decreasing the number of data one by one based on each piece of information. The upper limit value and the number of data types are adjusted within preset maximum and minimum ranges, respectively. Thus, the conditions for data processing performed by the data processing unit 63 and sound transformation processing performed by the sound transformation processing unit 65 are set.

[0099] It should be noted that the amount of increase or decrease when raising or lowering the upper limit, as well as the amount of increase or decrease when increasing or decreasing the number of data types, can be constant regardless of the information, or it can be weighted according to the information.

[0100] The following is for reference Figures 3-5 The data transformation processing, sound transformation processing, and condition setting processing performed by the control unit 53 will be explained using specific examples.

[0101] Figures 3-4 This is an explanatory diagram showing an example of data conversion processing performed by the data processing unit 63 and sound conversion processing performed by the sound conversion processing unit 65. Figure 3 and Figure 4 This example illustrates how the intervals of the output piano sound are set using the value of lateral acceleration (lateral jerkiness), calculated from measurement data of lateral acceleration detected by an acceleration sensor (one of the vehicle body behavior detection devices 11), as an evaluation value. It should be noted that in... Figure 4 In the example shown, the lower limit of the output sound variation range, which causes the output sound to change continuously according to the evaluation value, is set to zero.

[0102] like Figure 3 As shown, the data processing unit 63 performs smoothing and absolute value transformation processing on the lateral acceleration measurement data to transform it into data of the absolute value of lateral acceleration, and further performs time derivative processing to transform the lateral acceleration measurement data into data of the absolute value of lateral jerk (lateral jerk).

[0103] like Figure 4As shown, the sound transformation processing unit 65 sets the interval of the output sound based on the absolute value (evaluation value) of the lateral acceleration. Specifically, when the evaluation value is less than the upper limit value lim set by the condition setting unit 69, the sound transformation processing unit 65 assigns evaluation values ​​to each scale within a preset range, in a manner where the interval increases as the evaluation value increases. That is, the sound transformation processing unit 65 sets the state with an evaluation value of zero as the lowest scale, sets the state with an evaluation value of the upper limit value lim as the highest scale, and assigns evaluation values ​​from zero to the upper limit value lim to each scale. Furthermore, the sound transformation processing unit 65 assigns all evaluation values ​​above the upper limit value lim to the highest scale.

[0104] Based on this, the sound conversion processing unit 65 sets the timbre of the output sound to a piano sound, and sets the interval of the output sound to a scale corresponding to the value of the lateral acceleration calculated by the data processing unit 63. Thus, a piano sound with an interval corresponding to an evaluation value reflecting the vehicle's behavior is output. Therefore, changes in the vehicle's behavior are output as changes in sound, allowing the driver to recognize the evaluation of their driving operation status in real time and in a way that suppresses a decline in attention while the vehicle is in motion.

[0105] Next, refer to Figure 4 and Figure 5 The changes in the pitch of the output sound caused by different upper limits are explained. Figure 5 This is an explanatory diagram illustrating an example of reducing the upper limit based on the driver's driving skill. Figure 4 This shows the absolute value of lateral acceleration obtained based on the driving operations of a driver with low driving skill. Figure 5 This shows the absolute value of the lateral acceleration obtained from driving operations performed by a driver with high driving skills. Figure 5 The upper limit value lim_a in is equivalent to Figure 4 The upper limit value shown is lim.

[0106] like Figure 4 As shown, in driving operations by drivers with low driving skills, the absolute value (evaluation value) of lateral acceleration is relatively large, so the upper limit value lim_a is set to a relatively large value. In this case, the sound conversion processing unit 65 sets the state with an evaluation value of zero to the lowest pitch within a preset range of pitches, sets the state with an evaluation value of the upper limit value lim_a to the highest pitch, and assigns the evaluation values ​​from zero to the upper limit value lim_a to each pitch.

[0107] In addition, such as Figure 5As shown, in driving operations performed by drivers with high driving skills, the absolute value (evaluation value) of lateral acceleration is relatively small, so the upper limit value lim_b is set to a relatively small value. In this case, the sound conversion processing unit 65 also sets the state with an evaluation value of zero to the lowest pitch and the state with an evaluation value of the upper limit value lim_b to the highest pitch within a preset range of pitches, and assigns the evaluation value from zero to the upper limit value lim_b to each pitch.

[0108] At this point, regardless of the set upper limits lim_a and lim_b, the range and number of musical scales, which are the elements of variation, are set to constant. Therefore, the narrower the output sound variation range, the more accurately the output sound can correspond to subtle changes in lateral acceleration within that range. Consequently, the higher the stability of the vehicle's behavior, the more readily the driver can perceive subtle changes in behavior and guide the driver towards a driving operation state that further enhances stability.

[0109] Furthermore, within the output sound variation zone, the evaluation value can be divided at equal intervals from the lower limit (zero) to the upper limits lim_a and lim_b, based on the number of musical notes. The intervals for the evaluation values ​​assigned to each note can be set to equal intervals, or the intervals for the evaluation values ​​assigned according to the musical notes can be different. For example, the intervals for the evaluation values ​​assigned to each note can be increased in the region where the evaluation value is close to the lower limit, and decreased in the region where the evaluation value is close to the upper limit. This allows for the suppression of output sound variations in the region where the evaluation value is close to the lower limit.

[0110] Alternatively, the interval between the evaluation values ​​assigned to each pitch can be reduced in the region where the evaluation value is close to the lower limit. This allows the driver to perceive subtle changes in the vehicle's behavior within the region of low evaluation values. That is, when the upper limit value lim_b is set to a small value, compared to when the upper limit value lim_a is set to a large value, the interval of the output sound changes more even when the change in evaluation value is small. Furthermore, when the upper limit value lim_b is set to a small value, compared to when the upper limit value lim_a is set to a large value, the interval of the output sound is fixed at the highest pitch with an upper limit value lim_b that is smaller than the upper limit value lim_a. Therefore, for drivers with high driving skills, this can guide them towards a driving operation state that further improves the stability of the vehicle's behavior.

[0111] Furthermore, by considering the degree of danger of the vehicle's driving environment when setting the upper limits lim_a and lim_b, a smaller upper limit lim_b is set for higher levels of danger. This guides the driver's actions towards a state that further enhances the stability of the vehicle's behavior. As a result, the driver will be more cautious in their driving, reducing the likelihood of accidents and / or causing danger and / or fear to other road users.

[0112] It should be noted that when setting the output sound variation range, the condition setting unit 69 can set both an upper and lower limit value. That is, the lower limit of the range in which the sound continuously changes with the change of the evaluation value does not have to be zero. For example, a slight swaying of the vehicle body may occur regardless of the driver's driving skill. Therefore, the lower limit of the evaluation value can be set to a value above zero, and the output sound can continuously change within a predetermined range above the lower limit. In this case, the sound output can be stopped when the evaluation value falls below the lower limit. Thus, the driver can recognize the degree of instability in the behavior, exceeding the normal swaying of the vehicle body.

[0113] Furthermore, the condition setting unit 69 can change the timbre or type of the output sound to one that gives the driver a negative impression when the vehicle is traveling on school routes during school hours. The sound with a negative impression could be, for example, a pre-set sound that does not suit the driver's preferences. Alternatively, the normal output sound could be a chord composed of multiple sounds with different intervals, but changed to a single sound when traveling on school routes during school hours. This allows the driver to be guided to avoid traveling on those school routes.

[0114] It should be noted that the driving environment in which the timbre or type of the output sound is changed to one that gives the driver a negative impression is not limited to school routes. In situations such as driving in mixed commercial streets, where the driving environment is pre-defined as having a high level of danger due to traffic conditions, the timbre or type of the output sound can be changed to one that gives the driver a negative impression. Driving environments presumed to have a high level of danger due to traffic conditions can be determined, for example, based on location information input from the vehicle location information detection device 17, map data from the navigation system, and time information. Furthermore, driving environments presumed to have a high level of danger due to traffic conditions can be determined based on the number of pedestrians or bicycles estimated from the detection data of the vehicle surroundings detection device 13.

[0115] Furthermore, the condition setting unit 69 can stop the sound output in driving environments where the stability of the vehicle's behavior decreases. For example, in scenarios such as driving on unpaved roads like gravel roads, or in mixed traffic situations where the vehicle is dodging other vehicles, the stability of the vehicle's behavior is prone to decrease regardless of the driver's driving skills. Therefore, the condition setting unit 69 stops the sound output. This avoids providing the driver with inaccurate feedback. Furthermore, it prevents the driver's driving operations from being guided into inappropriate states based on inaccurate feedback. Driving environments where the stability of the vehicle's behavior decreases can be determined, for example, based on the road surface conditions and / or the number of other vehicles estimated from the detection data of the vehicle surroundings detection device 13. Moreover, unpaved roads can be determined based on the changes in the vertical acceleration of the vehicle body included in the measurement data input from the vehicle behavior measurement device 11.

[0116] <3. Operation of Driver Assistance Devices>

[0117] Next, an example of the control processing performed by the information processing device 50 will be described as an operation of the driving assistance device in this embodiment. Figure 6 This is a flowchart showing the main routine of the control processing performed by the control unit 53 of the information processing device 50. Figure 7 This is a flowchart showing the routine of condition setting processing performed by the control unit 53.

[0118] First, the control unit 53 determines whether to begin executing the control that provides the driver with an evaluation of the driver's driving operation status through auditory stimulation (hereinafter also referred to as "auditory stimulation control") (step S11). The conditions for starting auditory stimulation control are not particularly limited. For example, if auditory stimulation control is always executed during vehicle driving system startup, the control unit 53 can determine to begin executing auditory stimulation control when the driving system is started. Alternatively, the control unit 53 can determine to begin executing auditory stimulation control when it detects that the driver is sitting in the driver's seat based on the output signal of the driver's camera and / or the load sensor installed in the driver's seat. Furthermore, if the driver or other occupants can switch the execution of auditory stimulation control on or off, the control unit 53 can determine to begin executing auditory stimulation control when the execution of auditory stimulation control is switched from off to on.

[0119] If the system does not determine that auditory stimulus control has begun (S11 / No), the control unit 53 repeatedly executes the determination process in step S11. If the system determines that auditory stimulus control has begun (S11 / Yes), the control unit 53 executes the condition setting process (step S13).

[0120] like Figure 7As shown, in the condition setting process, firstly, the acquisition unit 61 acquires information related to the driver's attributes sent from the input unit 19 (step S31). For example, the acquisition unit 61 acquires at least one of the following: the driver's age, the number of years since obtaining the driver's license, driving frequency, and the number of years since the last drive. This information may be input in the form of a questionnaire in which the driver or others answer questions prompted by the information processing device 50, or it may be input as data that has been pre-determined or stored. Furthermore, the acquisition unit 61 may also acquire data from the storage unit 55 evaluating past driving operation statuses related to the same driver.

[0121] Next, the acquisition unit 61 acquires information about the conditions around the vehicle input from the vehicle surroundings detection device 13 (step S33). For example, the acquisition unit 61 acquires information about other vehicles, bicycles, pedestrians, road signs, other obstacles, etc. around the vehicle, as well as information about the distance and / or relative speed to these objects. In addition, the acquisition unit 61 may also acquire information about the road width.

[0122] Next, the acquisition unit 61 acquires weather-related information about the vehicle's driving area output from the weather information detection device 15 (step S35). For example, the acquisition unit 61 acquires information on rainfall, snowfall, wind speed, wind direction, and road icing conditions.

[0123] Next, the condition setting unit 69 sets the quantity and type of data used to calculate the evaluation value reflecting the size of the vehicle's behavior based on the acquired information related to the driver's attributes, information about the conditions around the vehicle, and information about the weather in the vehicle's driving area (step S37). In this embodiment, according to Figure 2 The example setup shown specifies the number of data points used in calculating the evaluation value. For instance, the available data points are set to 12: longitudinal acceleration, lateral acceleration, vertical acceleration, angular velocity of yaw, angular velocity of pitch, angular velocity of roll, longitudinal jerk, lateral jerk, vertical jerk, angular acceleration of yaw, angular acceleration of pitch, and angular acceleration of roll. The number of data points used in calculating the evaluation value is then set from these data points.

[0124] according to Figure 2 The example setup shown presumes that the higher the driver's driving skill, the more data is used, based on information related to the driver's attributes; conversely, the lower the presumed driving skill, the less data is used. Furthermore, according to... Figure 2In the example shown, the more the driving environment, which is estimated based on information about the vehicle's surroundings and / or weather-related information, is a driving environment where the stability of the vehicle's behavior is more likely to improve or where the stability of the vehicle's behavior is more likely to decrease, the more data is used. For example, the condition setting unit 69 sets the minimum number to 1 and the maximum number to 12, and sets the number of data used by adding or subtracting 1 for each piece of information, using 5 as a base value. In this case, the condition setting unit 69 prioritizes the use of data that better reflects the influence of the driver's driving operation state, such as longitudinal acceleration, lateral acceleration, yaw angle angular acceleration, and pitch angle angular acceleration. Alternatively, the condition setting unit 69 may also set the data corresponding to the behavior of any evaluation object in either the longitudinal or lateral directions of the vehicle body as the data used.

[0125] Next, the condition setting unit 69 sets the upper limit value lim of the output sound variation zone based on the acquired information related to the driver's attributes, the conditions around the vehicle, and the weather information related to the vehicle's driving area (step S39). In this embodiment, according to Figure 2 The example shown illustrates setting the upper limit value lim for the output sound variation zone. In this embodiment, since one or more data points are used to evaluate the magnitude of the vehicle body's behavior, each data point is replaced with the same index (e.g., an index value of 0 to 100), and the average value of all used data is used as the evaluation value. Therefore, by setting the base value to 50 and adding or subtracting 10 for each piece of information, the upper limit value lim is set from, for example, five levels: 30, 40, 50, 60, and 70. However, the method for calculating the evaluation value and the setting value of the upper limit value lim when using multiple data points are not limited to this example.

[0126] according to Figure 2 The example settings shown presuppose that the higher the driver's driving skill, the smaller the upper limit value lim is set, based on information related to the driver's attributes. Conversely, presuppose that the lower the driver's driving skill, the larger the upper limit value lim is set. Furthermore, according to... Figure 2 In the example setting shown, the upper limit value lim is set to a smaller value if the driving environment is one that is expected to improve the stability of the vehicle's behavior or one that is more likely to decrease the stability of the vehicle's behavior, based on information about the conditions around the vehicle and / or information related to the weather.

[0127] return Figure 6After the condition setting process is performed in step S13, the acquisition unit 61 acquires data representing the behavior of the vehicle body sent from the vehicle body behavior measuring device 11 (step S15). In this embodiment, the acquisition unit 61 acquires data on vehicle speed, longitudinal acceleration, lateral acceleration, vertical acceleration, angular velocity of roll angle, angular velocity of pitch angle, and angular velocity of yaw angle.

[0128] Next, the data processing unit 63 performs smoothing, absolute value transformation, and differentiation processing on each acquired data, and calculates an evaluation value representing the size of the vehicle body behavior (step S17). At this time, the data processing unit 63 can perform data processing only on the quantity and type of data set in the condition setting process of step S13, and calculate the evaluation value. Alternatively, the data processing unit 63 can perform data processing on all data representing the size of the vehicle body behavior, and calculate the evaluation value using only the quantity and type of data set in the condition setting process of step S13. Furthermore, in this embodiment, the data processing unit 63 replaces each piece of data used with the same index (e.g., an index value of 0 to 100), and uses the average value of all used data as the evaluation value.

[0129] Next, the sound transformation processing unit 65 transforms the calculated evaluation value into information of the output sound (step S19). Specifically, the sound transformation processing unit 65 sets the output sound variation zone according to the upper limit value lim set in the condition setting process of step S13, and assigns the setting of the output sound variation element for each evaluation value. In this embodiment, a piano sound is used as the timbre of the output sound, and the sound transformation processing unit 65 assigns an evaluation value for each preset scale. More specifically, in the region where the evaluation value is below the lower limit of the output sound variation zone, the sound transformation processing unit 65 sets the interval of the output sound to the lowest scale. On the other hand, in the region where the evaluation value is above the upper limit of the output sound variation zone, the sound transformation processing unit 65 sets the interval of the output sound to the highest scale. Furthermore, when the evaluation value is within the output sound variation zone, the sound transformation processing unit 65 assigns an evaluation value for each scale corresponding to each keyboard, from the lowest scale to the highest scale. Then, the sound transformation processing unit 65 sets the interval corresponding to the evaluation value calculated in step S17 as the interval of the output piano sound.

[0130] Next, the output control unit 67 controls the drive of the sound output device 31 based on the output sound information set in step S19, and outputs a piano sound of the set interval (step S21). Thus, the driver is provided with an audible feedback on the driving operation status in real time. Since the output sound does not include voice or displayed text information, the driver can intuitively understand the feedback on the driving operation status. Therefore, it is possible to suppress a decline in attention.

[0131] Next, the control unit 53 determines whether the driving of the vehicle has ended (step S23). If the driving of the vehicle has not ended (S23 / No), the control unit 53 returns to step S13 and repeats the above steps. During the continuous driving of the vehicle, the processing of steps S13 to S21 is repeatedly executed according to a predetermined calculation cycle, so the driver can always be aware of the evaluation of the driving operation status in real time. If the driving of the vehicle has ended (S23 / Yes), the control unit 53 terminates the auditory stimulation control (step S25).

[0132] <4. Effects of this implementation method>

[0133] As explained above, the driving assistance device 1 of this embodiment acquires data representing the vehicle's behavior during vehicle operation and continuously outputs sounds that change according to the behavior. At this time, the driving assistance device 1 sets an upper limit (threshold) for the evaluation value representing the magnitude of the behavior based on the vehicle's driving conditions. If the evaluation value is less than the upper limit, the sound continuously changes according to the evaluation value; if the evaluation value is greater than the upper limit, a constant sound is output. Therefore, the driver can be aware of the evaluation of the driving operation status in real time. Furthermore, the output sound does not include displayed or spoken text information; therefore, auditory stimulation allows the driver to intuitively understand the information about the driving operation status and suppresses a decline in attention.

[0134] Furthermore, in the driving assistance device 1 of this embodiment, in the output sound variation zone, the variation elements of the output sound change in conjunction with the change in the evaluation value, so that the driver can intuitively perceive the change in the stability of the vehicle's behavior. In particular, in the output sound variation zone, as the evaluation value increases, the interval or frequency of the output sound increases, the volume increases, the pitch increases, or the number of timbres constituting the chord decreases, so that the driver can intuitively perceive the decrease in the stability of the vehicle's behavior. In addition, in the driving assistance device 1 of this embodiment, when the evaluation value is above the upper limit value, a constant sound is output, so that the driver can intuitively perceive the state of decreased stability of the vehicle's behavior.

[0135] Furthermore, in the driving assistance device 1 of this embodiment, an upper limit value is set based on information about attributes associated with the driver's driving skills. Specifically, the higher the driver's driving skill, the lower the upper limit value, and the lower the driver's driving skill, the higher the upper limit value. Therefore, for drivers with high driving skills, the system can guide them towards a driving operation state that further improves the stability of the vehicle's behavior. Conversely, for drivers with low driving skills, the system can guide them towards a level of behavioral stability appropriate to their driving skill.

[0136] Furthermore, in the driving assistance device 1 of this embodiment, an upper limit value is set based on information about the driving environment that affects the stability of the vehicle's behavior. In particular, the upper limit value is smaller in driving environments where it is desirable to improve the stability of the vehicle's behavior or where the stability of the vehicle's behavior is more likely to decrease, so that the driver's driving operation state can be guided towards a driving operation state that further improves the stability of the vehicle's behavior.

[0137] Furthermore, in the driving assistance device 1 of this embodiment, auditory stimulation control is stopped in driving environments where the stability of vehicle behavior decreases. Therefore, inaccurate evaluations are avoided from being given to the driver. In addition, it is possible to prevent the driver's driving operations from being guided into inappropriate operating states based on inaccurate evaluations.

[0138] The preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, but the present invention is not limited to these examples. It is obvious to those skilled in the art that various modifications or alterations can be conceived within the scope of the technical concept described in the claims, and these modifications or alterations naturally fall within the technical scope of the present invention.

[0139] For example, in the above embodiment, as a predetermined control performed when the evaluation value exceeds the upper limit, control is executed to set the output sound to a constant value; however, this control is not limited to the above example. In the driving assistance device 1 of the above embodiment, the output sound changes in coordination with changes in the vehicle's behavior within the output sound variation range, allowing the driver to intuitively perceive a decrease in the stability of the vehicle's behavior. Therefore, when the evaluation value exceeds the output sound variation range, by executing certain controls other than setting the output sound to a constant value, the driver can easily perceive a state where the stability of the vehicle's behavior has decreased. For example, when the evaluation value exceeds the output sound variation range, the output sound can be replaced by a constant sound output, or displayed together with a constant sound output at a position within the driver's field of vision, or driving operations can be intervened to stabilize the vehicle's behavior.

Claims

1. A driving assistance device, characterized in that, The vehicle includes a control unit that, during vehicle operation, acquires data representing the vehicle's behavior, converts it into an evaluation value representing the magnitude of the behavior, and continuously outputs a sound that changes according to the behavior. The control unit sets a predetermined threshold for the evaluation value based on the vehicle's driving conditions. If the evaluation value is less than the predetermined threshold, the elements of the sound are changed according to the evaluation value, and if the evaluation value is above the predetermined threshold, predetermined control is performed. The elements include intervals, frequencies, volumes, pitches, or the number of timbres produced.

2. The driving assistance device according to claim 1, characterized in that, When the evaluation value is less than the predetermined threshold, the control unit outputs the sound in which the element changes continuously with the change of the evaluation value.

3. The driving assistance device according to claim 1 or 2, characterized in that, The control unit sets the predetermined threshold based on the attributes of the vehicle's driver.

4. The driving assistance device according to claim 3, characterized in that, The higher the driver's driving skill, the lower the predetermined threshold will be set by the control unit.

5. The driving assistance device according to claim 1 or 2, characterized in that, The control unit sets the predetermined threshold based on the driving environment that affects the stability of the vehicle's behavior.

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