Driving assistance device

Abstract

The present application provides a kind of driving assistance device, which can notify the driver in driving with the information related to the evaluation of the driving operation of the driver in real time and in a method capable of inhibiting attention reduction.The driving assistance device has a control unit that acquires data representing the behavior of the vehicle body during vehicle travel, and outputs a predetermined sound based on information representing the stability of the behavior obtained from the data representing the behavior, and the control unit outputs a feedback sound corresponding to the stability of the behavior in a predetermined section for each travel in the predetermined section.

Description

Technical Field

[0001] This invention relates to a driving assistance device that enables technologies 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 can affect passenger experience and / or traffic safety. Therefore, various devices have been proposed to assess driving skills and inform the driver of the assessment results or provide suggestions.

[0003] For example, Patent Document 1 discloses a driving assistance device that is configured to accurately determine the driving operation state and enable the driver to obtain information related to the comprehensive evaluation of the driving operation state in the current driving, thereby improving the driving operation in the next driving. Specifically, Patent Document 1 discloses a driving assistance device that includes: a change in a first correlation value related to the change in acceleration; a jerkness calculation unit that calculates a second correlation value related to jerkness; a state judgment unit that determines whether the driving state is smooth or bumpy based on the first and second correlation values ​​and a judgment criterion preset using a vibration model; and a comprehensive judgment unit that calculates a first evaluation index by dividing the score obtained by the state judgment unit in the current driving by the number of judgments made by the state judgment unit in the current driving, and calculates a comprehensive score of the driving operation state in the current driving 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, since the driving assistance device described in Patent Document 1 evaluates a series of driving operations performed during the current driving, it is difficult for the driver to understand which specific moment of the driving operation was evaluated. Therefore, if the evaluation results and / or suggestions for driving operations are displayed to the driver via voice, text, and / or images, the driver's attention to the surroundings 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 while driving in real time of information related to the evaluation of the driver's driving operation in a manner that can suppress the loss of attention.

[0010] Technical solution

[0011] To address the aforementioned issues, according to one aspect of the present invention, a driving assistance device is provided, comprising a control unit that acquires data representing the behavior of the vehicle body during vehicle operation, and outputs a predetermined sound based on information representing the stability of the behavior obtained from the data representing the behavior. The control unit outputs a feedback sound corresponding to the stability of the behavior in a predetermined interval for each time the vehicle travels within that interval.

[0012] When constructing the above-mentioned driving assistance device, the control unit can control at least one of the following based on information indicating the stability of behavior in a predetermined range: the number of times feedback sounds are output, the interval of the feedback sound, the volume of the feedback sound, the type of feedback sound, the number of sounds constituting the feedback sound, and the pitch of the feedback sound.

[0013] When constructing the above-mentioned driving assistance device, the control unit can obtain information indicating the stability of the behavior by comparing the value representing the magnitude of the behavior in a predetermined range with a predetermined threshold.

[0014] When constructing the aforementioned driving assistance device, the control unit can set a predetermined threshold based on information associated with the driver's driving skills.

[0015] When constructing the aforementioned driving assistance device, the control unit can set the type or number of types of data used in calculating the stability of the behavior based on information associated with the driver's driving skills.

[0016] Technical effect

[0017] According to the present invention described above, information related to the evaluation of the driver's driving operation can be communicated to the driver in real time and in a manner that can suppress decreased 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 illustrating an example of condition setting performed by the driving assistance device of this embodiment.

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

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

[0022] Figure 5 This is an explanatory diagram showing an example of a feedback tone setting.

[0023] Figure 6 This is an illustrative diagram showing an example of changing the threshold.

[0024] Figure 7 This is a flowchart of the control processing performed by the driving assistance device of this embodiment.

[0025] Figure 8 This is a flowchart of the condition setting process performed by the driving assistance device of this embodiment.

[0026] Figure 9 This is a flowchart of the sound output control processing performed by the driving assistance device of this embodiment.

[0027] Symbol Explanation

[0028] 1…Driver assistance device, 11…Vehicle behavior measurement 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

[0029] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that in this specification and the accompanying drawings, repeated descriptions are omitted by using the same symbols to denote constituent elements having substantially the same functional structure.

[0030] <1. Overview of Driver Assistance Devices>

[0031] First, a brief overview of the driving assistance device of this embodiment will be provided. During vehicle operation, the driving assistance device acquires data representing the vehicle's behavior and outputs predetermined sounds based on information about the stability of the behavior obtained from the acquired data. The vehicle's behavior primarily reflects the driver's steering, acceleration, and braking states; therefore, the driver can intuitively and in real-time recognize the evaluation of their own driving operation state through auditory stimulation.

[0032] The driving assistance device of this embodiment outputs a feedback sound corresponding to the stability of the behavior within a predetermined range each time the vehicle travels. Thus, the driving assistance device allows the driver to recognize the evaluation of the driving operation status in real time and intuitively through auditory stimulation while traveling within the predetermined range. Therefore, when the vehicle's behavior stabilizes while traveling within that range, the driving assistance device provides the driver with a feedback sound indicating the evaluation of the driving operation status, thereby increasing the motivation to maintain a good driving operation status.

[0033] The following describes a driving assistance device according to one embodiment of the present invention.

[0034] <2. Composition of Driving Assistance Devices>

[0035] 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 in this embodiment.

[0036] 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 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.

[0037] In addition, the driver assistance device 1 includes a vehicle behavior measurement device 11, a vehicle position information detection device 17, an input unit 19, and a voice output device 31. These vehicle behavior measurement devices 11, vehicle position information detection devices 17, input units 19, and voice output devices 31 are connected to the information processing device 50 in a communicable manner, either directly or via a communication bus such as CAN (Controller Area Network).

[0038] (2-1. Vehicle behavior measurement device)

[0039] 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 detects, for example, the rotational speed of the vehicle's drive shaft. The acceleration sensor detects at least the acceleration in the vehicle's longitudinal direction (forward-backward acceleration) and the acceleration in the vehicle's width direction (lateral acceleration). Furthermore, the acceleration sensor may also detect the acceleration in the vehicle's height direction (vertical acceleration). The angular velocity sensor detects the rate of change of the rotation angle (roll angle) about the axis in the longitudinal direction, the rotation angle (pitch angle) about the axis in the width direction, and the rotation angle (yaw angle) about the axis in the height direction. The angular velocity sensor may be a yaw rate sensor that detects the rate of change of the yaw angle.

[0040] The data measured by the vehicle behavior measuring device 11 is data that can change due to steering, acceleration, and braking operations performed by the driver, and is input into 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 vehicle speed sensors, acceleration sensors, and angular velocity sensors, the vehicle behavior measuring device 11 may also include sensors capable of measuring data reflecting the vehicle's behavior.

[0041] (2-2. Vehicle location information detection device)

[0042] 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 receive positioning signals transmitted from other systems, such as the Quasi-Zenith Satellite System, either in place of GNSS or along with GNSS, 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.

[0043] (2-4. Input Section)

[0044] The input unit 19 accepts user input and sends it to the information processing device 50. The input unit 19 may be, for example, a touch panel display or a dial-type operating device. Alternatively, the input unit 19 may be a voice recognition device that accepts input via the voice of the passenger or an image recognition device that accepts input via gestures.

[0045] 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 may include, for example, 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 infer the driver's driving skills. 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 data that has been pre-judged or accumulated.

[0046] Additionally, the input unit 19 can also accept input information of desired sound as output sound. For example, it can be configured so that the driver or others can select the desired sound from the timbre or sound type prompted by the information processing device 50. Specifically, it is also possible to select the type of instrument sound and / or effect sound 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.

[0047] (2-4. Sound output device)

[0048] The sound output device 31 is a device that outputs recognizable sounds to the driver. 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 of the sound output device 31 is controlled by the information processing device 50, and the driver recognizes the evaluation of the driving operation status through auditory stimulation.

[0049] (2-5. Information processing device)

[0050] 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 the functions of each part, such as the acquisition unit 61, the data processing unit 63, the voice conversion processing unit 65, the output control unit 67, and the condition setting unit 69, can also be implemented by executing a processor-based program.

[0051] (2-5-1. Storage Department)

[0052] The storage unit 55 is configured to include one or more storage elements such as RAM or ROM. In addition to storing the program executed by the control unit 53 and / or various parameters used to execute the program, the storage unit 55 also stores acquired data, calculation results, and the like.

[0053] (2-5-2. Communications Department)

[0054] The communication unit 51 is an interface for transmitting and receiving data and / or signals with the vehicle behavior measurement device 11, the vehicle position information detection device 17, the input unit 19, and the sound output device 31.

[0055] (2-5-3. Acquisition Department)

[0056] The acquisition unit 61 of the control unit 53 acquires information output from the vehicle behavior measuring device 11, 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 data in the storage unit 55.

[0057] (2-5-4. Data Processing Department)

[0058] 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 (rear acceleration, lateral acceleration, vertical acceleration) or angular velocity (angular velocity of yaw angle, roll angle, pitch angle), and calculates an index value as a value representing the magnitude of the vehicle body's behavior.

[0059] For example, the data processing unit 63 performs smoothing, absolute value conversion, and differential processing on the measurement data of vehicle speed, acceleration, or angular velocity, and calculates the absolute value of acceleration, the jerk of the absolute value of acceleration (jerk: variable acceleration), or the jerk of the absolute value of angular velocity (angular acceleration). The calculated absolute values ​​of acceleration, angular velocity, jerk, or angular acceleration are used as index values ​​to represent the magnitude of the vehicle's behavior. By setting the absolute value of jerk or angular acceleration as the index value, the influence of changes in vehicle speed, acceleration, or angular velocity caused by the track of the road and / or the acceleration and deceleration of other vehicles can be reduced, and the changes in vehicle behavior caused by the driver's driving operation state can be evaluated with higher accuracy.

[0060] Alternatively, the data processing unit 63 may use multiple data points, including the absolute values ​​of acceleration, angular velocity, jerk, or angular acceleration, to calculate an index value. In this case, the data processing unit 63 may also replace the values ​​of each data point with the same index (e.g., a value from 0 to 100), and use the average value obtained by replacing all the data points with the same index as the index value.

[0061] In this embodiment, the data processing unit 63 uses data from the condition setting unit 69, described later, based on the number (types) of driving conditions set for the vehicle, to calculate individual index values ​​or a single index value.

[0062] It should be noted that the calculated acceleration and jerk are calculated separately for at least one of the following: forward / backward acceleration, lateral acceleration, and vertical acceleration. Additionally, the calculated angular velocity and angular acceleration are calculated separately for at least one of the following: yaw angle, roll angle, and pitch angle. Furthermore, regarding the index values ​​calculated by the data processing unit 63, the larger the vehicle's behavior, the larger the value; conversely, the smaller the vehicle's behavior, the smaller the value.

[0063] (2-5-5. Sound Conversion Processing Department)

[0064] For each time the vehicle travels within a predetermined range, the sound conversion processing unit 65 of the control unit 53 calculates information representing the stability of the vehicle's behavior based on the index value calculated by the data processing unit 63 from the measurement data measured in that range, and converts the calculated information representing the stability of the behavior into output sound information.

[0065] The predetermined interval that serves as the unit for calculating the evaluation value can be, for example, an interval divided by a predetermined driving distance, an interval divided by a predetermined driving time, or an interval divided by a crossroads with traffic lights. By evaluating the stability of the behavior for each relevant interval, and outputting feedback sounds corresponding to the stability of the behavior, it is possible to output feedback sounds at predetermined intervals that provide a greater sense of accomplishment to the driver as the stability of the behavior increases, thereby guiding the vehicle's driving operation towards a more stable driving operation state.

[0066] Alternatively, the predetermined interval can be a specific interval set in advance. For example, to evaluate the stability of the driver's steering operation, it is preferable to set a predetermined interval as a continuous straight-line interval or a continuous rotating interval of a curve with constant curvature. Similarly, to evaluate the driver's acceleration or braking operation, it is preferable to set a predetermined interval as a continuous straight-line interval. It is possible to determine whether the vehicle has entered these specific intervals based on the vehicle's position information detected by the vehicle position information detection device 17 and the map data from the navigation system.

[0067] For example, the sound conversion processing unit 65 evaluates the stability of the vehicle's behavior by comparing the maximum value of an indicator within a predetermined interval with a predetermined threshold set by the condition setting unit 69 for each trip within that interval, and sets an output sound corresponding to the stability of the behavior. Thus, during travel within that interval, the stability of the behavior is evaluated based on the indicator value at which the behavior is most unstable. In this case, the smaller the maximum value of the indicator, which is the absolute value of acceleration, angular velocity, jerk, or angular acceleration, the higher the stability of the behavior is evaluated.

[0068] The threshold used to evaluate the stability of vehicle behavior can also be a variable value set based on the driver's skill level. A smaller threshold requires the vehicle's behavior to be made smaller to improve stability, and the vehicle can be guided in a way that further stabilizes its behavior. Furthermore, there can be one or more thresholds. With one threshold, a maximum value below the threshold is considered high stability, while a maximum value exceeding the threshold is considered low stability. With two thresholds, a maximum value below the smaller first threshold is considered high stability, a maximum value exceeding the first threshold but below the larger second threshold is considered moderate stability, and a maximum value exceeding the second threshold is considered low stability.

[0069] Furthermore, the sound conversion processing unit 65 can also compare the index value within a predetermined range with a predetermined threshold set by the condition setting unit 69 each time the vehicle travels within that range, and set the output sound corresponding to the number of times the index value exceeds the threshold as an evaluation value representing the stability of the vehicle's behavior. By setting the number of times the index value exceeds the threshold as the evaluation value, it is possible to avoid evaluating the stability of the vehicle's behavior based on the index value when the index value exceeds the threshold only once during the journey within that range, and to evaluate the stability of the behavior throughout the entire range.

[0070] In this context, a smaller evaluation value, representing the number of times the absolute value of an indicator (acceleration, angular velocity, jerk, or angular acceleration) exceeds a threshold, indicates higher stability of the behavior. For example, a value exceeding the threshold 0 times is considered high stability, 1-3 times is considered moderate stability, and 4 or more times is considered low stability. The threshold can also be a variable value set based on the driver's skill level. A smaller threshold requires smaller vehicle behavior to improve stability and guides the vehicle in a more stable manner. Alternatively, the number of times used to evaluate behavior stability can be set based on the driver's skill level.

[0071] It should be noted that the method for setting a threshold for evaluating the stability of the vehicle's behavior based on the driver's driving skill level will be described in detail in section 69 of the Condition Setting Department.

[0072] The output feedback sound is the sound that gives the driver a greater sense of accomplishment as the vehicle's behavior becomes more stable, and it varies according to the calculated stability or evaluation value of the behavior. The feedback sound can be set to, for example, a medal-winning sound, an applause sound, a fireworks sound, or a harmony of multiple sounds with different pitches or timbres, to create a pleasant feeling for the driver.

[0073] For example, when the feedback sound is a medal-winning sound, the higher the stability of the vehicle's behavior, the more medals are won. It should be noted that the medal-winning sound can be, for example, the sound of a metal coin falling onto a hard floor. Similarly, when the feedback sound is an applause sound, the higher the stability of the vehicle's behavior, the more people applaud. Likewise, when the feedback sound is a fireworks sound, the higher the stability of the vehicle's behavior, the more fireworks are produced. Finally, when the feedback sound is a harmony, the higher the stability of the vehicle's behavior, the more sounds are produced.

[0074] However, the feedback sounds set are not limited to these examples. For instance, the volume or interval can be changed instead of changing the number of medals won, the number of clapping participants, the number of fireworks, or the number of sounds that constitute a chord, or the volume or interval can be changed along with these quantities. In this case, the higher the stability of the vehicle's behavior, the higher the volume or the lower the interval can be set, thus giving the driver a greater sense of accomplishment. Furthermore, when the feedback sound is a medal-winning sound, clapping sound, or fireworks sound, the pitch of the output sound can also be changed. In this case, the pitch can be set to change faster as the stability of the vehicle's behavior increases, thus giving the driver a greater sense of accomplishment. Additionally, when the feedback sound is a chord, it can be set to a chord when the stability of the vehicle's behavior is high, and on the other hand, when the stability of the vehicle's behavior is low, at least one of the sounds constituting the chord can be changed to a semitone, setting it as a dissonant tone.

[0075] Furthermore, when using multiple data points such as acceleration, angular velocity, jerk, or angular acceleration to evaluate the stability of a behavior, the sound conversion processing unit 65 can also evaluate the stability of the behavior separately based on the individual index values ​​of each of the multiple data points. In this case, the sound conversion processing unit 65 can also compare each index value with a threshold, and based on the evaluation results for each index value, set the aforementioned number of medals won, number of clapping participants, number of fireworks, or number of sounds. Alternatively, thresholds and types of feedback sounds can be set separately for multiple data points, and the sound conversion processing unit 65 can set the output sound for each data point based on the relationship between the index value of each data point and the threshold, and output this output sound as a feedback sound.

[0076] Alternatively, the evaluation of the vehicle's forward and backward movement and the evaluation of its left and right movement can be set as independent feedback sounds. This allows the driver to distinguish the stability of the behavior generated by their own driving operations in the forward and backward or left and right directions of the vehicle.

[0077] In this way, the sound conversion processing unit 65 sets the timbre or type of the feedback sound to the timbre or type selected by the user such as the driver, and calculates information representing the stability of the vehicle's behavior based on the index value calculated by the data processing unit 63, and sets the feedback sound corresponding to the calculated stability of the behavior. Thus, the index value calculated by the data processing unit 63 is converted into information for the output sound.

[0078] Furthermore, the sound conversion processing unit 65 can also generate an effect sound different from the usual feedback sound when the vehicle's behavior remains stable for multiple predetermined intervals. This can motivate the driver to maintain a stable driving operation. For example, when the number of times the index value calculated by the data processing unit 63 does not exceed a threshold reaches a preset number, the sound conversion processing unit 65 generates an effect sound to replace the feedback sound, or generates an effect sound together with the feedback sound. The effect sound is a sound that gives the driver a sense of accomplishment, preferably a sound that gives the driver a greater sense of accomplishment than the feedback sound, such as a horn sound.

[0079] For example, when using a single threshold to calculate the stability or evaluation value of a behavior, a predetermined sound effect is generated when the duration of intervals in which the calculated index value based on the measurement data of each interval does not exceed the threshold reaches a preset number of times. Alternatively, when using multiple thresholds to calculate the stability or evaluation value of a behavior, a predetermined sound effect is generated when the duration of intervals in which the calculated index value based on the measurement data of each interval does not exceed the largest of the multiple thresholds reaches a preset number of times. Or, different sound effects can be preset for each of the multiple thresholds, and a predetermined sound effect is generated when the duration of intervals in which the index value does not exceed each threshold reaches a preset number of times.

[0080] (2-5-6. Output Control Unit)

[0081] The output control unit 67 of the control unit 53 controls the drive of the sound output device 31 based on the output tone information calculated by the sound conversion processing unit 65, thereby generating a feedback tone. In this embodiment, the output control unit 67 outputs a feedback tone of timbre or type set by the sound conversion processing unit 65 in a manner corresponding to the stability of the behavior, for each time the vehicle travels within a predetermined range.

[0082] (2-5-7. Condition Setting Section)

[0083] The condition setting unit 69 of the control unit 53 sets the conditions for the voice conversion processing performed by the voice conversion processing unit 65. In this embodiment, the condition setting unit 69 sets a threshold for evaluating the stability of the vehicle's behavior based on information about the driver's attributes received from the input unit 19.

[0084] Specifically, the condition setting unit 69 obtains information related to the driver's driving skill based on information about the driver's attributes. The higher the estimated driving skill, the lower the threshold is set; conversely, the lower the estimated driving skill, the higher the threshold is set. Thus, in the case of a driver with high driving skill and stable vehicle behavior, the threshold is lowered. To produce the same feedback, the vehicle's stability needs to be higher compared to a driver with low driving skill. Therefore, it is possible to guide drivers with high driving skill to further stabilize the vehicle's behavior. On the other hand, it is possible to guide drivers with low driving skill towards a level of stability appropriate to their driving skill.

[0085] 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 threshold is increased because the likelihood of decreased driving skills is higher. Conversely, the threshold is decreased because a longer period since obtaining a driver's license presumes higher driving skills. Similarly, the threshold is decreased because a higher driving frequency presumes higher driving skills. Finally, the threshold is increased because a longer period since the last drive (blank years) increases the likelihood of decreased driving skills.

[0086] Alternatively, the condition setting unit 69 can combine information acquired by the input unit 19 to adjust the threshold based on data on the stability of the same driver's past driving behavior. For example, the condition setting unit 69 can also use information on the number of times or frequency of indicator values ​​exceeding the threshold calculated by the data processing unit 63 during the same driver's past driving. In this case, since fewer times or lower frequencies of indicator values ​​exceeding the threshold are presumed to indicate higher driving skill, the threshold is reduced. Alternatively, the condition setting unit 69 can also use information on the evaluation of the stability of behavior obtained by the voice conversion processing unit 65 during the same driver's past driving. In this case, since a higher evaluation of the stability of behavior is presumed to indicate higher driving skill, the threshold is reduced.

[0087] Furthermore, the condition setting unit 69 can also change the number of thresholds based on information about the driver's attributes that can be used to estimate the driver's driving skill. In this case, the higher the estimated driving skill of the driver, the more thresholds are added. The more thresholds there are, the more detailed the feedback to the driver regarding the stability of the vehicle's behavior can be provided.

[0088] Furthermore, in this embodiment, the condition setting unit 69 may also set the conditions for data processing performed by the data processing unit 63 based on the aforementioned driver attribute information. Specifically, in this embodiment, the condition setting unit 69 sets the number of types of data used in the data processing unit 63 when calculating the index value representing the size of the vehicle's behavior based on the aforementioned driver attribute information.

[0089] For example, the higher the driver's estimated driving skill based on the driver's attribute information, the more types of data the condition setting unit 69 uses to calculate the indicator value; conversely, the lower the estimated driving skill, the fewer types of data used to calculate the indicator value. Thus, in the case of a driver with high driving skill and stable vehicle behavior, evaluating the driving operation state based on a wider variety of data allows for guidance in a way that further stabilizes the vehicle's behavior. On the other hand, for drivers with low driving skill, evaluating the driving operation state based on a relatively small amount of data allows for guidance towards a level of behavioral stability appropriate to the driver's skill level.

[0090] It should be noted that, regardless of the number of data types used to calculate the index values, data on lateral acceleration or angular acceleration of yaw angle are preferentially used, thus facilitating the evaluation of the driver's steering operation. Furthermore, by preferentially using data on abrupt acceleration or angular acceleration of roll angle, it becomes easier to evaluate the driver's acceleration and braking operations.

[0091] Figure 2 This is an explanatory diagram illustrating an example of a method for setting thresholds based on driver attributes and a method for increasing or decreasing the types of data used to calculate indicator values.

[0092] like Figure 2 As shown, when a driver's age exceeds a preset age limit, the threshold is increased by a predetermined value, and the types of data used to calculate the indicator value are reduced. Conversely, the longer the number of years since obtaining a driver's license, the lower the threshold is by a predetermined value, and the types of data used to calculate the indicator value increase. On the other hand, the shorter the number of years since obtaining a driver's license, the higher the threshold is by a predetermined value, and the types of data used to calculate the indicator value decrease.

[0093] Furthermore, the higher the driving frequency, the lower the predetermined threshold value becomes, and the more types of data are used to calculate the indicator value. On the other hand, the lower the driving frequency, the higher the predetermined threshold value becomes, and the fewer types of data are used to calculate the indicator value. Additionally, the longer the number of years since the last drive (blank years), the higher the predetermined threshold value becomes, and the fewer types of data are used to calculate the indicator value.

[0094] For example, when evaluating the stability of behavior using a first threshold and a second threshold (first threshold < second threshold), the condition setting unit 69 increases or decreases the thresholds and the types of data based on driver attribute information, relative to the preset reference values ​​of the first and second thresholds. For example, when calculating with index values ​​set to 0 to 100, the first and second thresholds can be increased or decreased by setting the reference value of the first threshold to 30 and the reference value of the second threshold to 60, multiplying by a coefficient less than 1 or greater than 1 based on each piece of information. Alternatively, when the data that can be used to evaluate the stability of behavior are set to 12, namely, longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, pitch rate, roll rate, longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, pitch rate, and roll rate, the number of reference data is set to five, and the number of data used is set by increasing or decreasing the number of data one by one based on each piece of information. However, the threshold and the number of data types increase or decrease within a preset range of maximum and minimum values, respectively. This sets the conditions for data processing performed by the data processing unit 63 and sound conversion processing performed by the sound conversion processing unit 65.

[0095] It should be noted that the coefficients for increasing or decreasing the threshold and the values ​​for increasing or decreasing the number of data types can be constant regardless of the information, or they can be weighted according to the information.

[0096] The following is for reference Figures 3-5 The data conversion processing, sound conversion processing, and condition setting processing performed by the control unit 53 will be explained using specific examples. In the following example, a predetermined interval for evaluating the stability of the vehicle's behavior is set as an interval divided by a predetermined driving time. For each trip in each interval, the absolute value of the lateral acceleration calculated from the measured lateral acceleration data is compared with a first threshold thre1 and a second threshold thre2 to generate a feedback sound.

[0097] Figures 3-4 This is an explanatory diagram illustrating 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 3and Figure 4 An example is shown where the stability of the behavior is evaluated by setting a feedback sound, based on the value of the lateral acceleration (lateral variable acceleration) obtained from the measurement data of the lateral acceleration detected by the acceleration sensor, which is one of the vehicle behavior measurement devices 11.

[0098] like Figure 3 As shown, the data processing unit 63 performs smoothing and absolute value conversion processing on the lateral acceleration measurement data to convert it into data of the absolute value of lateral acceleration, and further performs time derivative processing to convert the lateral acceleration measurement data into data of the absolute value of lateral jerk (lateral variable acceleration).

[0099] like Figure 4 As shown, the sound conversion processing unit 65 sets the feedback tone for each travel through each interval (seg1 to seg5) based on the result of comparing the maximum value of the absolute value (index value) of the lateral acceleration in each interval (seg1 to seg5) with a first threshold (thre1) and a second threshold (thre2). Specifically, in the first interval (seg1), since the maximum value of the index value is below the first threshold (thre1), the sound conversion processing unit 65 sets the feedback tone to the first feedback tone. Furthermore, in the second interval (seg2), fourth interval (seg4), and fifth interval (seg5), since the maximum value of the index value exceeds the first threshold (thre1) but is below the second threshold (thre2), the sound conversion processing unit 65 sets the feedback tone to the second feedback tone. On the other hand, in the third interval (seg3), since the maximum value of the index value exceeds the second threshold (thre2), the sound conversion processing unit 65 sets it to not output a feedback tone.

[0100] In this situation, the sound conversion processing unit 65 operates when the index value exceeds the maximum threshold during travel in each section (in Figure 4 In the example where the threshold is 2, the current interval can be ended and the next interval can begin. Specifically, when intervals are divided by travel time or travel distance, if the index value exceeds the maximum threshold during the current interval, the time or distance count can be reset, and the travel time or distance count for the next interval can begin. Thus, even if the vehicle's behavior only increases momentarily, feedback sounds are output because the stability of the vehicle's behavior increases afterward, making it easier for the driver to feel a sense of accomplishment.

[0101] Figure 5 This is an explanatory diagram showing an example of the setting for the first and second feedback tones. In the above... Figure 4In the examples shown, the first feedback sound is set for situations with high behavioral stability, and the second feedback sound is set for situations with moderate behavioral stability. When the feedback sound type is set to medal-winning sound, the first feedback sound indicates 2 medals won, and the second feedback sound indicates 1 medal won. When the feedback sound type is set to clapping sound, the first feedback sound indicates clapping by multiple people, and the second feedback sound indicates clapping by one person. When the feedback sound type is set to fireworks sound, the first feedback sound indicates the sound of multiple fireworks, and the second feedback sound indicates the sound of one firework. When the feedback sound type is set to harmony, the first feedback sound indicates harmony composed of 5 sounds, and the second feedback sound indicates harmony composed of 3 sounds.

[0102] In this way, feedback sounds corresponding to the stability of the vehicle's behavior are output. This makes the stability of the vehicle's behavior audible, allowing the driver to recognize an evaluation of their own driving operation in real time while the vehicle is in motion, in a way that can suppress a decrease in attention.

[0103] Next, refer to Figure 4 and Figure 6 This illustrates an example of how the threshold setting can be changed based on the driver's skill level. Figure 6 This is an illustrative diagram illustrating an example of how the first and second thresholds decrease based on the driver's driving skills. Figure 4 This represents the absolute value of the lateral acceleration resulting from driving maneuvers performed by a driver with low skill level. Figure 6 A graph representing the absolute value of lateral acceleration obtained by driving operations performed by a highly skilled driver. Figure 6 The first threshold thre1_a and the second threshold thre2_a in the equation are equivalent to Figure 4 The first threshold thre1 and the second threshold thre2 are shown.

[0104] like Figure 4 As shown, because the absolute value (index value) of lateral acceleration becomes relatively large in driving operations by drivers with low driving skills, the first threshold thre1_a and the second threshold thre2_a are set to relatively large values. Additionally, as... Figure 6 As shown, because the absolute value (index value) of lateral acceleration becomes relatively small in the driving operations of drivers with high driving skills, the first threshold thre1_b and the second threshold thre2_b are set to relatively small values. Figure 6 In the example shown, the values ​​obtained by multiplying the first threshold thre1_a and the second threshold thre2_a by 0.5 become the first threshold thre1_b and the second threshold thre2_b.

[0105] In the Figure 6 When the absolute values ​​of the lateral jerk shown are directly applied using the first threshold thre1_a and the second threshold thre2_a, the feedback tones of the first interval seg1, the second interval seg2, the fourth interval seg4, and the fifth interval seg5 are set as the first feedback tone, and the feedback tone of the third interval seg3 is set as the second feedback tone. Therefore, in relation to... Figure 6 When the absolute value of the lateral acceleration is shown, and a first threshold thre1_b and a second threshold thre2_b are applied, the feedback tone of the first interval seg1 is set as the first feedback tone, the feedback tones of the second interval seg2, the fourth interval seg4, and the fifth interval seg5 are set as the second feedback tones, and the feedback tone of the third interval seg3 is set to not be output. Therefore, as the driver's driving skill increases, the stability of the behavior required to output the first and second feedback tones becomes higher, thus guiding the driver towards a driving operation state that further improves the stability of the behavior.

[0106] Furthermore, the condition setting unit 69 can also stop the sound output in driving environments where the stability of the vehicle's behavior decreases. For example, in situations where driving on unpaved roads such as gravel roads and / or in congested traffic while avoiding other vehicles, the stability of the vehicle's behavior is easily reduced regardless of the driver's skill level, so the condition setting unit 69 stops the sound output. This avoids providing the driver with inaccurate feedback. Additionally, it prevents the driver from being guided into inappropriate driving states based on inaccurate feedback. Driving environments where the stability of the vehicle's behavior decreases can be determined based on the road surface conditions and / or the number of other vehicles estimated from detection data obtained by, for example, external cameras and / or LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), radar sensors, etc. Furthermore, unpaved roads can also be determined based on changes in the vertical acceleration of the vehicle body contained in the measurement data received from the vehicle behavior measuring device 11.

[0107] <3. Behavior of driver assistance devices>

[0108] Next, an example of the control processing performed by the information processing device 50 will be described as the operation of the driving assistance device in this embodiment. Figure 7 This is a flowchart showing the main program of the control processing performed by the control unit 53 of the information processing device 50. Figure 8 This is a flowchart illustrating the procedure for condition setting processing performed by the control unit 53. Figure 9This is a flowchart illustrating the sound output control processing performed by the control unit 53. In the following example, a feedback tone is generated by comparing an index value with a first threshold thre1 and a second threshold thre2 each time the vehicle travels within a predetermined time interval.

[0109] First, the control unit 53 determines whether to begin executing control that prompts 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 specifically limited. For example, if auditory stimulation control is frequently executed during vehicle driving system startup, the control unit 53 may determine that auditory stimulation control should begin when the driving system is started. Alternatively, the control unit 53 may determine that auditory stimulation control should begin when the driver sits 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 passengers can switch the execution of auditory stimulation control, the control unit 53 may determine that auditory stimulation control should begin when the execution of auditory stimulation control is switched from off to on.

[0110] If it is not determined that auditory stimulus control has begun (S11 / No), the control unit 53 repeatedly executes the determination process of step S11. If it is determined that auditory stimulus control has begun (S11 / Yes), the control unit 53 executes the condition setting process (step S13).

[0111] like Figure 8 As shown, in the condition setting process, firstly, the acquisition unit 61 acquires information related to the driver's attributes sent by 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 can 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 can be information obtained by pre-judging or accumulating this information. Furthermore, the acquisition unit 61 may also acquire data from the storage unit 55 evaluating past driving operation states related to the same driver.

[0112] Next, the condition setting unit 69 sets the quantity and type of data used to evaluate the stability of the vehicle's behavior based on the acquired information related to the driver's attributes (step S33). In this embodiment, according to Figure 2The example setup shown specifies the number of data points used to evaluate the stability of the behavior. For instance, the available data points are set to 12: forward / backward acceleration, lateral acceleration, vertical acceleration, angular velocity of yaw, angular velocity of pitch, angular velocity of roll, forward / backward jerk, lateral jerk, vertical jerk, angular acceleration of yaw, angular acceleration of pitch, and angular acceleration of roll. The number of these data points used to evaluate the stability of the behavior is then specified.

[0113] according to Figure 2 In the example shown, based on information related to the driver's attributes, the higher the estimated driving skill of the driver, the more data is used; conversely, the lower the estimated driving skill of the driver, the less data is used. For example, the condition setting unit 69 sets the minimum number to 1, the maximum number to 12, and 5 as the baseline value, and sets the number of data used by adding or subtracting 1 for each piece of information. 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 forward and backward acceleration, lateral acceleration, yaw angle angular acceleration, and pitch angle angular acceleration. Alternatively, the condition setting unit 69 may set the data corresponding to the behavior of any evaluation object in either the forward or backward or left and right directions of the vehicle body as the data used.

[0114] Next, the condition setting unit 69 sets a first threshold thre1 and a second threshold thre2 based on the acquired information related to the driver's attributes (step S35). In this embodiment, according to Figure 2 In the example shown, a first threshold thre1 and a second threshold thre2 are set. In this embodiment, since one or more data are used to calculate an index value, each data used is replaced with the same index (e.g., a value from 0 to 100), and the average value of all the data used is set as the index value. The condition setting unit 69 calculates the index value by setting the reference value of the first threshold thre1 to 30 and the reference value of the second threshold thre2 to 60, multiplying each piece of information by a coefficient greater than 1 or less than 1. However, the method for calculating the index value when using multiple data and the method for setting the first threshold thre1 and the second threshold thre2 are not limited to this example.

[0115] according to Figure 2 In the example shown, based on information related to the driver's attributes, it is assumed that the higher the driver's driving skill, the smaller the first threshold thre1 and the second threshold thre2 are set to. On the other hand, it is assumed that the lower the driver's driving skill, the larger the first threshold thre1 and the second threshold thre2 are set to.

[0116] return Figure 7 In step S13, after the condition setting process, the sound conversion processing unit 65 initializes counter B, which counts the number of times the stability of the vehicle's behavior remains within the same range (step S15). The number of times the stability of the vehicle's behavior remains within the same range refers to, for example, the number of consecutive intervals where the index value is below the first threshold thre1, or the number of intervals where the index value exceeds the first threshold thre1 but is below the second threshold thre2, or the number of intervals where the index value exceeds the second threshold thre2. It should be noted that when counter B reaches a preset counter value C2, the sound conversion processing unit 65 is set to output an effect sound (horn sound) that is different from the feedback sound.

[0117] Next, the voice conversion processing unit 65 sets the flag used to identify whether the index value in each interval exceeds the first threshold thre1 to be valid (step S17). When the flag is valid, it means that the index value has not exceeded the first threshold thre1; when the flag is invalid, it means that the index value has exceeded the first threshold thre1.

[0118] Next, the voice conversion processing unit 65 initializes the counter A, which measures the travel time of each section (step S19). It should be noted that when the counter A reaches the preset counter value C1, the voice conversion processing unit 65 determines that the vehicle has finished traveling in the predetermined section.

[0119] Next, the control unit 53 determines whether the driving of the vehicle has ended (step S21). If the driving of the vehicle has ended (S21 / Yes), the control unit 53 terminates the auditory stimulation control (step S23). On the other hand, if the driving of the vehicle has not ended (S21 / No), the acquisition unit 61 acquires data representing the behavior of the vehicle body received from the vehicle behavior measuring device 11 (step S25). 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.

[0120] Next, the data processing unit 63 performs smoothing, absolute value conversion, and differentiation processing on each acquired data point to calculate an index value representing the size of the vehicle's behavior (step S27). At this time, the data processing unit 63 may also perform data processing only on the quantity and type of data set in the condition setting process of step S13 to calculate the index value. Alternatively, the data processing unit 63 may perform data processing on all data representing the size of the vehicle's behavior, calculating the index value only using 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., a value from 0 to 100), and sets the average value of all used data as the index value.

[0121] Next, the sound conversion processing unit 65 performs control to convert the calculated index value into the output sound information and output it (step S29).

[0122] like Figure 9 As shown, firstly, the voice conversion processing unit 65 determines whether the index value obtained by the data processing unit 63 in step S27 is below the second threshold thre2 (step S41). If the index value exceeds the second threshold thre2 (S41 / No), the voice conversion processing unit 65 does not switch the flag between valid and invalid, and does not increment the counters A and B, but directly returns to step S15.

[0123] On the other hand, if the index value is below the second threshold thre2 (S41 / Yes), the voice conversion processing unit 65 determines whether the index value is below the first threshold thre1 and the flag is valid (step S43). If the index value is below the first threshold thre1 and the flag is valid (S43 / Yes), the voice conversion processing unit 65 increments the counter A (step S45). Next, the voice conversion processing unit 65 determines whether the counter A has reached a preset counter value C1 (step S47). In step S47, it is determined whether the vehicle has finished traveling within the predetermined interval based on whether the counter A has reached the counter value C1.

[0124] If counter A does not reach counter value C1 (S47 / No), that is, if the vehicle has not finished driving in the current section, the process returns to step S21, and during the continued driving of the vehicle, the acquisition of measurement data, calculation of index values, and evaluation of index values ​​are repeatedly performed. On the other hand, if counter A reaches counter value C1 (S47 / Yes), since the maximum value of the index value in the currently driven section is below the first threshold thre1, the sound conversion processing unit 65 sets the feedback tone to the first feedback tone (step S49). As a result, the output control unit 67 controls the drive of the sound output device 31 to generate the first feedback tone.

[0125] Next, the voice conversion processing unit 65 increments the counter B (step S51). Next, the voice conversion processing unit 65 determines whether the counter B has reached a preset counter value C2 (step S53). In step S53, based on whether the counter B has reached the counter value C2, it is determined whether the range where the maximum value of the index value is below the first threshold thre1 is greater than or equal to a predetermined number of times (counter value C2).

[0126] If counter B does not reach counter value C2 (S53 / No), the process returns to step S19, and the subsequent processing steps are executed from the point where counter A was reset. On the other hand, if counter B reaches counter value C2 (S53 / Yes), since the maximum value of the index has remained below the first threshold thre1 for a predetermined number of times or more, the sound conversion processing unit 65 sets the output sound to an effect sound (horn sound) different from the feedback sound (step S55). Consequently, the output control unit 67 controls the drive of the sound output device 31 to generate the effect sound. After generating the effect sound, the process returns to step S15, and the subsequent processing steps are executed from the point where counter B was reset.

[0127] On the other hand, in step S43 described above, if the indicator value exceeds the first threshold thre1 or the flag is invalid (S43 / No), the voice conversion processing unit 65 sets the flag to an invalid state (step S57). Therefore, the maximum value of the indicator value representing the current driving interval is not below the first threshold thre1, that is, it is in a state exceeding the first threshold thre1 and below the second threshold thre2. Next, the voice conversion processing unit 65 increments the counter A (step S59). Next, the voice conversion processing unit 65 determines whether the counter A has reached a preset counter value C1 (step S61). In step S61, it is determined whether the vehicle has ended its journey through the predetermined interval based on whether the counter A has reached the counter value C1.

[0128] If counter A does not reach counter value C1 (S61 / No), that is, if the vehicle has not finished driving in the current section, the process returns to step S21, and the acquisition of measurement data, calculation of index values, and evaluation of index values ​​are repeated during the continued driving of the vehicle. On the other hand, if counter A reaches counter value C1 (S61 / Yes), since the maximum value of the index value in the currently driven section exceeds the first threshold thre1 and is below the second threshold thre2, the sound conversion processing unit 65 sets the feedback tone to the second feedback tone (step S63). As a result, the output control unit 67 controls the drive of the sound output device 31 to generate the second feedback tone.

[0129] Next, the voice conversion processing unit 65 increments the counter B (step S65). Next, the voice conversion processing unit 65 determines whether the counter B has reached a preset counter value C2 (step S67). In step S53, based on whether the counter B has reached the counter value C2, it is determined whether the interval where the maximum value of the index value exceeds the first threshold thre1 and is below the second threshold thre2 is greater than or equal to a predetermined number of times (counter value C2).

[0130] If counter B does not reach counter value C2 (S67 / No), the process returns to step S19 and executes the subsequent processing from the point where counter A was reset. On the other hand, if counter B reaches counter value C2 (S67 / Yes), since the maximum value of the index value exceeds the first threshold thre1 and remains below the second threshold thre2 for a predetermined number of times or more, the sound conversion processing unit 65 sets the output sound to an effect sound (horn sound) different from the feedback sound (step S69). As a result, the output control unit 67 controls the drive of the sound output device 31 to generate the effect sound.

[0131] The set sound effect is preferably different from the sound effect set in step S55, which is different from the sound effect set in step S55, where the maximum value of the index value is below the first threshold thre1 for a predetermined number of times. Because the sound effects are different, the driver can identify which level of behavior stability has lasted for a predetermined number of times. After the sound effect is generated, the process returns to step S15, and the processing after step S15 is executed from the point where the counter B is reset.

[0132] In step S21, the control unit 53 repeatedly executes the above-mentioned control process until the period when driving of the vehicle is determined to be over, and controls the output of feedback sound according to the stability of the vehicle's behavior for each predetermined interval.

[0133] <4. Effects of this implementation method>

[0134] As explained above, the driving assistance device 1 of this embodiment acquires data representing the vehicle's behavior during vehicle operation. For each trip through a predetermined area, it outputs a feedback sound corresponding to the stability of the behavior, based on information about the stability of the behavior obtained from the acquired data. Therefore, the driver can recognize the driving operation status in real time when traversing the predetermined area. Furthermore, because the output sound does not contain displayed or spoken text information, the driver can intuitively recognize the driving operation status information through auditory stimulation, thus suppressing a decrease in attention. Additionally, since the output sound is a feedback sound that gives the driver a sense of accomplishment, it motivates the driver to perform driving operations that make the vehicle's behavior more stable.

[0135] Furthermore, the driving assistance device 1 of this embodiment controls at least one of the following based on information representing the stability of behavior within a predetermined range: the number of times feedback sounds are output, the interval of the feedback sound, the volume of the feedback sound, the type of feedback sound, the number of sounds constituting the feedback sound, and the pitch of the feedback sound. Therefore, the driver can intuitively identify the level of stability of their behavior.

[0136] Alternatively, in the driving assistance device 1 of this embodiment, the maximum value of the index obtained from measurement data acquired during driving within a predetermined interval can be used as information representing the stability of the behavior to control the feedback sound. In this case, the driving operation state is evaluated based on the magnitude of the behavior when the vehicle's behavior is most unstable in each interval.

[0137] Furthermore, in the driving assistance device 1 of this embodiment, an index value obtained from measurement data acquired during driving within a predetermined range is compared with a predetermined threshold. The number of times the index value exceeds the predetermined threshold is used as information on the stability of the behavior, and a feedback tone is output. Therefore, it is possible to avoid evaluating the stability of the vehicle's behavior based on the index value when it exceeds the threshold only once, and to evaluate the stability of the behavior throughout the entire range.

[0138] Furthermore, in the driving assistance device 1 of this embodiment, a threshold is set based on information about attributes associated with the driver's driving skills. In particular, since the higher the driver's driving skill, the lower the threshold, and the lower the driver's driving skill, the higher the threshold, it is possible to guide drivers with high driving skills towards a driving operation state that further improves the stability of the vehicle's behavior. Additionally, it is possible to guide drivers with low driving skills towards a level of behavioral stability appropriate to their driving skill.

[0139] 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 of driver prompts are avoided. Additionally, it prevents the driver's driving operations from being guided into inappropriate operating states based on inaccurate evaluations.

[0140] While the preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, the present invention is not limited to such examples. It should be understood that it is obvious to anyone skilled in the art that various variations or modifications will be conceived within the scope of the technical concept described in the claims, and these naturally also fall within the technical scope of the present invention.

[0141] For example, a driving range for evaluating the stability of the vehicle's forward and backward movement, or its lateral movement, or both, can be pre-defined. From the start of driving within this range to the end, the driver assistance device 1 calculates only the necessary data from forward and backward acceleration, forward and backward jerk, pitch angle angular velocity, pitch angle angular acceleration, lateral acceleration, yaw angle angular velocity, and yaw angle angular acceleration to evaluate the stability of the desired behavior. This reduces the computational burden on the information processing device 50.

Claims

1. A driving assistance device, characterized in that, The driving assistance device includes a control unit that acquires data representing the vehicle's behavior during vehicle operation, and outputs a predetermined sound based on information representing the stability of the behavior obtained from the data representing the behavior. The control unit performs the following sound output control processing for each trip within a predetermined range: outputting a feedback tone without speech when the stability of the behavior within the predetermined range is within a first range; and not outputting the feedback tone when the stability of the behavior within the predetermined range is within a second range lower than the first range.

2. The driving assistance device according to claim 1, characterized in that, When the feedback tone is set as the first feedback tone, if the stability of the behavior of the control unit in the predetermined range is in a third range that is lower than the first range and higher than the second range, the control unit outputs a second feedback tone by changing at least one of the following: the number of times the first feedback tone is output, the interval of the first feedback tone, the volume of the first feedback tone, the type of the first feedback tone, the number of sounds constituting the first feedback tone, and the pitch of the first feedback tone.

3. The driving assistance device according to claim 1, characterized in that, If the index value representing the magnitude of the behavior in the predetermined interval is below a predetermined threshold, the control unit determines that the stability of the behavior in the predetermined interval is within the first range.

4. The driving assistance device according to claim 2, characterized in that, If the index value representing the magnitude of the behavior in the predetermined interval is below a predetermined threshold, the control unit determines that the stability of the behavior in the predetermined interval is within the first range.

5. The driving assistance device according to claim 3, characterized in that, The control unit sets the predetermined threshold based on information associated with the driver's driving skills, such that the higher the driver's driving skills, the smaller the predetermined threshold becomes.

6. The driving assistance device according to claim 4, characterized in that, The control unit sets the predetermined threshold based on information associated with the driver's driving skills, such that the higher the driver's driving skills, the smaller the predetermined threshold becomes.

7. The driving assistance device according to claim 1 or 2, characterized in that, If the number of times the index value representing the magnitude of the vehicle's behavior in the predetermined interval exceeds a predetermined threshold is less than a predetermined value, the control unit determines that the stability of the behavior in the predetermined interval is within the first range.

8. The driving assistance device according to claim 7, characterized in that, The control unit sets the predetermined value based on information associated with the driver's driving skills, such that the higher the driver's driving skills, the smaller the predetermined value.

9. The driving assistance device according to claim 1, characterized in that, When the stability of the behavior is within the first range for a predetermined number of consecutive intervals, the control unit outputs an effect sound different from the feedback sound.

10. The driving assistance device according to claim 2, characterized in that, When the stability of the behavior is within the predetermined interval of the first range for a predetermined number of consecutive times, the control unit outputs an effect sound that is different from the first feedback sound and the second feedback sound.

11. The driving assistance device according to any one of claims 1 to 6, characterized in that, The control unit sets the types or number of types of data used in calculating information representing the stability of the behavior based on information associated with the driver's driving skills.

12. The driving assistance device according to any one of claims 1 to 6, characterized in that, The feedback sound is the sound of receiving a medal, the sound of applause, the sound of fireworks, or a chord composed of multiple sounds with different pitches or timbres.

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