Driving assistance devices and vehicles

Abstract

This invention provides a driving assistance device and a vehicle capable of suppressing at least one of the following: reduced effectiveness due to interference from multiple signals, excessive driver tension due to information overload, or discomfort caused to the driver due to sudden switching of signals used for risk warning. The driving assistance device for assisting vehicle driving includes: a first detection unit that detects first state information related to vehicle driving; a second detection unit that detects second state information related to vehicle driving; a first output unit that outputs a first signal based on the first state information; a second output unit that outputs a second signal based on the second state information; and a control unit that controls the outputs of the first and second output units. When the first output unit outputs the first signal while the second output unit outputs the second signal, the control unit controls the output of the first output unit to gradually decrease and the output of the second output unit to gradually increase.

Description

Technical Field

[0001] This invention relates to driving assistance devices and vehicles. Background Technology

[0002] In recent years, efforts to provide access to sustainable transportation systems have become more active, and research and development related to driver assistance technologies are being conducted to further improve the safety and convenience of transportation in order to achieve this. In particular, various technologies have been studied as methods to alert drivers to risks while driving. For example, Patent Document 1 discloses a technology that detects the driver's activation level based on heartbeat, and guides the heartbeat to a target heartbeat count through sound and vibration to rationalize the activation state.

[0003] Patent document 2 discloses the following technology (stereo sound technology): when a vehicle approaches from behind or an adjacent vehicle and the degree of danger increases according to the relative position, an alarm sound is output from the direction of the greater danger.

[0004] In addition, Patent Document 3 discloses the following technology: increasing the tension of the seat belt based on the identification of collision (risk).

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2019-214334

[0008] Patent Document 2: Japanese Patent Application Publication No. 11-042988

[0009] Patent Document 3: Japanese Patent Application Publication No. 2020-147257 Summary of the Invention

[0010] The problem that the invention aims to solve

[0011] However, if multiple risk warning methods are combined, for example, if stimuli are generated simultaneously for risk warning, the driver may become overwhelmed by information overload. Furthermore, it is anticipated that the effects of the individual stimuli from multiple risk warning methods may cancel each other out. Additionally, sudden switching of stimuli could also cause discomfort to the driver.

[0012] In view of the above problems, the object of the present invention is to provide a driving assistance technology that, from the viewpoint of improving traffic safety, can suppress at least one of the following: reduced effectiveness due to interference from multiple signals, excessive tension caused to the driver due to excessive information, or discomfort caused to the driver due to sudden switching of signals used for risk warning.

[0013] means for solving problems

[0014] According to one aspect of the present invention, a driving assistance device is a driving assistance device that assists in driving a vehicle, wherein,

[0015] The driving assistance device includes:

[0016] The first detection unit detects first state information related to the driving of the vehicle;

[0017] The second detection unit detects second state information related to the driving of the vehicle;

[0018] A first output unit outputs a first signal based on the first state information;

[0019] A second output unit, which outputs a second signal based on the second state information; and

[0020] The control unit controls the outputs of the first output unit and the second output unit.

[0021] When the second output unit outputs a second signal while the first output unit is outputting the first signal, the control unit controls the output of the first output unit to gradually decrease and the output of the second output unit to gradually increase.

[0022] Invention Effects

[0023] According to the present invention, a driving assistance technology can be provided that can suppress at least one of the following: reduced effectiveness due to interference from multiple signals, excessive tension on the driver due to excessive information, or discomfort on the driver due to sudden switching of signals used for risk warning. Attached Figure Description

[0024] Figure 1 This diagram illustrates the basic components of a driver assistance system.

[0025] Figure 2 This diagram illustrates an example of the configuration of a driver assistance device mounted on a vehicle.

[0026] Figure 3 It is a diagram that schematically illustrates the relationship between a driver's driving ability and the driver's biological information.

[0027] Figure 4 This is a diagram illustrating examples of the coordination between various risk HMIs.

[0028] Figure 5 This is a diagram illustrating an example of the coordination between the first-risk HMI and the second-risk HMI.

[0029] Figure 6A This is a diagram illustrating the process of coordinating the first-risk HMI and the second-risk HMI (at low alertness).

[0030] Figure 6B This diagram illustrates the process of coordinating the first-risk HMI and the second-risk HMI (in cases of excessive stress).

[0031] Figure 7 This is a diagram illustrating the relative positions of surrounding vehicles traveling behind a vehicle.

[0032] Figure 8 It is a diagram illustrating the coordination of various signals that stimulate the driver's different senses (hearing, touch, and vision).

[0033] Figure 9 This diagram illustrates the process of coordinating various signals that stimulate different senses in the driver.

[0034] Figure 10 This diagram illustrates the process of handling the modified examples.

[0035] Figure 11 It is a diagram showing the interior layout of a vehicle.

[0036] Explanation of reference numerals in the attached figures

[0037] 100: Driving assistance device; 200: Vehicle; CNT: Control unit; 11: First detection unit; 12: Second detection unit; 31: First output unit; 32: Second output unit. Detailed Implementation

[0038] Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Furthermore, the following embodiments are not intended to limit the invention to which the technical solution pertains. Additionally, not all combinations of features described in the embodiments are necessarily essential to the invention. Two or more features from the plurality of features described in the embodiments may be arbitrarily combined. Furthermore, identical or identical components are labeled with the same reference numerals, and repeated descriptions are omitted.

[0039] [First Implementation Method]

[0040] (Basic components of driver assistance devices)

[0041] Figure 1 This is an example of a vehicle 200 ( Figure 2 The diagram shows the basic configuration of a driving assistance device 100, which includes a detection unit 10, a control unit CNT, and an output unit 30 as functional components.

[0042] (Testing Department 10)

[0043] The detection unit 10 includes a first detection unit 11 and a second detection unit 12, which detect information indicating the driver's state (hereinafter also referred to as biological information) and objects existing around the vehicle 200 (hereinafter also simply referred to as risks or risk objects). Objects include, for example, various objects such as two-wheeled vehicles and four-wheeled vehicles traveling behind, to the side, or in front of the vehicle (hereinafter also referred to as surrounding vehicles). In this embodiment, the information indicating the driver's state (biological information) and the information related to objects existing around the vehicle 200 (risk objects) are referred to as state information (state quantity).

[0044] The first detection unit 11 detects a first state quantity related to driving the vehicle 200. The first detection unit 11, for example, is a component installed on the steering wheel STW (Steering Wheel Steering Wing). Figure 2 Sensors that capture images of the driver's appearance inside the vehicle, and driver monitoring cameras (DMCs) that capture images of the driver's appearance from inside the vehicle. Figure 2 The device comprises a wearable terminal (worn by the driver), etc., and the first detection unit 11 detects biological information that is related to the state of the driver's autonomic nervous system as a first state quantity. For example, the first detection unit 11 detects the driver's heart rate (pulse count), blink rate, and amount of sweat as the first state quantity (biological information).

[0045] The second detection unit 12 detects second state quantities related to driving of the vehicle 200. The second detection unit 12 is composed of, for example, a radar detection unit, an optical radar detection unit, and a camera unit that takes pictures of the front / rear of the vehicle 200. The second detection unit 12 detects information used to obtain the distance (relative distance) between the vehicle 200 and the surrounding objects, or the relative position of the surrounding objects relative to the vehicle 200, as the second state quantity.

[0046] Figure 2 This diagram illustrates an example configuration of a driver assistance device 100 mounted on a vehicle 200. Camera unit 21a, optical radar detection unit 22a, and radar detection unit 23a detect objects in the area in front of and to the sides of the vehicle 200. Additionally, camera unit 21b, optical radar detection unit 22b, and radar detection unit 23b detect objects in the area behind and to the sides of the vehicle 200.

[0047] Camera units 21a and 21b are devices for detecting objects in front of and behind the vehicle 200. Camera unit 21a is mounted on the front of the vehicle 200, inside the windshield, to capture images of the front of the vehicle 200. Similarly, camera unit 21b is mounted on the rear of the vehicle 200, inside the rear window, to capture images of the rear of the vehicle 200. The control unit CNT obtains the outlines of objects in front of or behind the vehicle 200 and lane markings (white lines, etc.) on the road by analyzing the images captured by camera units 21a and 21b.

[0048] The optical radar detection units 22a and 22b are, for example, Light Detection and Ranging (LIDAR), which detect objects (potential targets) around the vehicle 200 using light. The control unit CNT, through analysis of the information detected by the optical radar detection units 22a and 22b, can measure the distance to the objects (potential targets). For example, one optical radar detection unit 22a is provided at each corner of the front of the vehicle 200, one at the center of the rear, and one on each side of the rear.

[0049] Radar detection units 23a and 23b are, for example, millimeter-wave radars, which detect objects (potential targets) around the vehicle 200 using radio waves. The control unit CNT, through analysis of the information detected by radar detection units 23a and 23b, is able to measure the distance to the objects (potential targets). For example, one radar detection unit 23a is provided at the center of the front of the vehicle 200, one at each of the front corners, and one at each of the rear corners.

[0050] (Output Section 30)

[0051] The output unit 30 has a first output unit 31 and a second output unit 32, and outputs various signals to the driver based on various state quantities detected by the detection unit 10. Here, a signal refers to a signal that stimulates the driver's hearing, touch, or vision. Signals include, for example, sound signals that stimulate hearing, vibration signals that generate vibrations that stimulate touch (vibration signals), and display signals that stimulate vision and cause the display device 150 (display unit 151) to display.

[0052] For example, regarding sound signals, the first output unit 31 outputs sound signals generated by the speaker SPK1 located inside the dashboard and the inside of the front door of the vehicle 200 to the driver. Additionally, the second output unit 32 outputs sound signals (stereo) generated by the speaker SPK2 located in the headrest 27 to the driver.

[0053] Furthermore, regarding the vibration signal, the first output unit 31 outputs a vibration signal to the driver by vibrating the vibration element VB installed in the seat 25 (driver's seat) where the driver sits. Additionally, the second output unit 32 outputs a vibration signal to the driver by driving a vibration generating unit 29, which is composed of a motor or the like, to vibrate the tension of the seat belt 28 in a predetermined cycle, thereby increasing or decreasing the tension.

[0054] In addition, regarding the display signal, the output unit 30 outputs the display signal to the driver by displaying it on the display unit 151 of the display device 150, which displays the signal at a position corresponding to the direction of the object in front.

[0055] The first output unit 31 outputs a first signal to the driver of the vehicle 200 based on a first state quantity. Additionally, the second output unit 32 outputs a second signal to the driver of the vehicle 200 based on a second state quantity. The output of the first signal by the first output unit 31 and the output of the second signal by the second output unit 32 will be explained later.

[0056] (Control Department CNT)

[0057] The control unit CNT includes a processor C1 responsible for processing the driving assistance device 100, a storage unit C2 such as a hard disk drive (HDD), and an interface unit (I / F unit C3).

[0058] The control unit CNT controls the outputs of the first output unit 31 and the second output unit 32. By controlling the outputs of multiple signals whose intensity is altered, for example, it is possible to guide biological information representing the correlation with the state of the driver's autonomic nervous system to a numerical range suitable for driving (e.g., Figure 3 (Threshold range). In addition, it can report the presence of objects (risk objects) around vehicle 200 (this vehicle) to the driver.

[0059] Here, for example, if it is a sound signal, the signal intensity refers to the volume of the sound (sound pressure) or the interval (period) of the produced sound. Sounds with periods shorter than a predetermined interval (period) are high-intensity sounds; as the period shortens, the sound intensity increases. Conversely, sounds with periods longer than a predetermined interval (period) are low-intensity sounds; as the period lengthens, the sound intensity decreases.

[0060] Additionally, for example, if it is a vibration signal, the signal intensity refers to the magnitude (amplitude) of the vibration or the interval (period) of the generated vibration. Vibrations with periods shorter than the predetermined interval (period) are high-intensity vibrations; as the period shortens, the vibration intensity increases. Conversely, vibrations with periods longer than the predetermined interval (period) are low-intensity vibrations; as the period lengthens, the vibration intensity decreases.

[0061] The storage unit C2 stores the program executed by the processor C1, the data used by the processor C1 during processing, etc. Additionally, the storage unit C2 stores various sound source files used when the first output unit 31 and the second output unit 32 output sound signals. The storage unit C2 stores multiple stereo sound sources (sound source files) corresponding to the directions of reports indicating the presence of objects around the vehicle 200. Furthermore, the storage unit C2 stores sound source files (sound source files for alertness, sound source files for relaxation) used to guide biological information representing the correlation with the driver's autonomic nervous system state to a numerical range suitable for driving.

[0062] The interface unit (I / F unit C3) transmits and receives various data between the detection unit 10 and the output unit 30.

[0063] The control unit CNT identifies (acquires) objects (risk objects) existing around the vehicle by analyzing the information detected by the second detection unit 12. In addition, the control unit CNT acquires the distance between the acquired object (risk object) and the vehicle 200, or the relative position of the surrounding object (risk object) with respect to the vehicle 200.

[0064] Furthermore, the control unit CNT determines the driver's biological state (autonomic nervous system state) based on information (biological information) detected by the first detection unit 11, such as whether the driver is in a careless state or a tense state. For example, by performing image processing on the driver's facial image (driver's captured image) input from the driver monitoring camera DMC, driver information such as the number of blinks within a predetermined time period can be obtained. Additionally, the control unit CNT can obtain driver information such as the driver's heart rate (pulse count) and perspiration rate from sensors installed on the steering wheel STW and a terminal worn by the driver (wearable terminal) via short-range wireless communication. The control unit CNT determines the driver's biological state (autonomic nervous system state) based on any one of the driver's biometric information, such as heart rate (pulse count), perspiration rate, and blink count, within a predetermined threshold range. Figure 3 The comparison is used to determine the driver's biological state (autonomic nervous system state).

[0065] (Display device)

[0066] Figure 11This diagram illustrates the interior layout of vehicle 200, viewed from the driver's seat. Various interior components are mounted on the dashboard 112 located at the front of the vehicle interior. For example, the dashboard 112 includes an instrument panel 121 displaying information such as the vehicle 200's status or driving conditions, and a navigation device 123 displaying map information or audio-related information. The dashboard 112 includes an instrument panel visor 122 covering the top of the instrument panel 121. A display device 150 is mounted on the upper part of the instrument panel visor 122. The display device 150 has a display section 151 with multiple light-emitting elements. By varying the brightness and color of the multiple light-emitting elements according to their distance and relative position to surrounding objects, the intensity of the display signal stimulating the driver's vision can be altered.

[0067] (Risk HMI)

[0068] In this manual, reports / alarms related to driving risks associated with the driver are referred to as Risk HMIs (Human Machine Interfaces). Driving risks vary depending on the vehicle's surrounding environment, and various Risk HMIs exist to suit these risks. In the presence of various Risk HMIs, the switching of Risk HMIs is controlled based on the driver's physical condition and the state of the surrounding environment, ensuring that the various Risk HMIs can coordinate with each other.

[0069] As various risk HMIs, there are the following risk HMIs: (a) risk HMIs related to the driver's biological state; (b) risk HMIs that report the movement (presence) of other vehicles (hereinafter also referred to as other vehicles) that cannot be visually confirmed, which are located behind or to the side of the vehicle; and (c) risk HMIs that report other vehicles that are located in front of or to the side of the vehicle.

[0070] (HMI related to the driver's biological state (first-risk HMI))

[0071] During vehicle driving, there exists a biological state (autonomic nervous system state) suitable for the driver. Figure 3 This diagram schematically illustrates the relationship between a driver's driving ability (driving performance) and the driver's bio-information. The threshold range represents the range of bio-information values ​​above a baseline for the driver's driving performance. If the bio-information is within the threshold range, the driver's state represents a bio-information state suitable for driving. A careless state and a tense state represent states deviating from the threshold range.

[0072] The state of the autonomic nervous system is correlated with biological information such as the driver's heartbeat and pulse. Appropriate biological information within a threshold range can be considered a moderate state of the autonomic nervous system. By keeping biological information such as heartbeat and pulse within a threshold range, the autonomic nervous system can also be kept in a moderate state.

[0073] For example, in a relaxed state with a slow heartbeat and a tense state with a fast heartbeat, the biological information changes accordingly when stimulation (guiding stimulation) is applied from the outside (hereinafter also referred to as the traction phenomenon). By outputting guiding stimulation to the driver, the driver's biological state (autonomic nervous system state) can be controlled. In this embodiment, this is referred to as biofeedback (hereinafter also referred to as BF). Among the guiding stimuli used for biofeedback, there are biofeedback that uses sound signals as guiding stimuli (BF_sound) and biofeedback that uses vibration signals as guiding stimuli (BF_vibration).

[0074] In the biofeedback related to the driver's biological state (first risk HMI), in the biofeedback where sound signals are used as guiding stimuli, the first output unit 31 outputs a sound signal (BF_sound) as a first signal to guide biological information to a predetermined threshold range. In the biofeedback where vibration signals are used as guiding stimuli, in order to guide biological information to a predetermined threshold range, the first output unit 31 outputs a vibration signal (BF_vibration) that causes the seat 25 in which the driver is seated to vibrate as a first signal.

[0075] (A risk HMI that reports the movement (presence) of an object (secondary risk HMI))

[0076] In the risk HMI (second risk HMI) that reports the movement (presence) of other vehicles (objects) behind and to the side of the vehicle, the second output unit 32 outputs a stereo sound (sound signal) from the SPK2 to the driver as a second signal to report objects present around the vehicle 200. The second output unit 32 outputs the stereo sound (sound signal) to the driver from the speaker SPK2 in a manner consistent with the direction in which the object is present.

[0077] The speaker SPK2 can be installed, for example, in the headrest 27 of the driver's seat 25. The speaker SPK2 has, for example, a speaker system capable of outputting stereo sound. At a predetermined reporting time, the control unit CNT outputs a stereo sound (audio source file) signal stored in the storage unit C2 from the SPK2 to the driver. The speaker SPK2 plays the stereo sound (audio source file) input by the control unit CNT, outputting the played sound as stereo sound to report the direction of the object (hazard) to the driver. Furthermore, the stereo sound can be not only an audio source file stored in the storage unit C2, but also, for example, external ambient sounds, including driving sounds caused by obstacles or hazard objects, collected by a microphone (not shown) mounted on the vehicle 200, and output as stereo sound. That is, the control unit CNT can output external ambient sounds, including driving sounds, collected by the microphone to the speaker SPK2, and the speaker SPK2 outputs the sound signal of the external ambient sounds input from the control unit CNT as stereo sound.

[0078] Furthermore, the speaker SPK2 is not limited to the headrest 27; for example, it can also be positioned on the backrest 26 of the driver's seat 25 (near the driver's shoulder).

[0079] In addition, the speaker SPK2 can also be an audio device with a communication unit capable of communicating with the control unit CNT. Both the control unit CNT and the communication unit of the audio device can support short-range wireless communication such as Bluetooth (registered trademark).

[0080] Audio equipment could be, for example, an audio player that the driver can carry, or a wearable terminal device that the driver can wear (e.g., headphones, glasses with built-in speakers, etc.). Alternatively, the speaker SPK2 located in the headrest 27 can be combined with the wearable terminal device that the driver can wear to report the direction of the object (risk object).

[0081] (The risk HMI that reports objects in front and to the side (Third Risk HMI))

[0082] In a risk management system (HMI) that reports objects present in front of and to the sides of the vehicle, in order to report objects (risk objects) present in front of and to the sides of the vehicle 200 to the driver, the second output unit 32 outputs a vibration signal as a second signal that causes a change in the tension of the seat belt 28. Corresponding to the approach of an object (risk object) towards the vehicle 200 (the vehicle), the second output unit 32 outputs a vibration signal in a manner that increases the tension (tension) of the seat belt 28. The second output unit 32 vibrates the seat belt 28 by driving a vibration generating unit 29, which is composed of a motor or the like, to increase or decrease the tension in a predetermined cycle, thereby outputting a vibration signal to the driver and attracting the driver's attention.

[0083] (Examples of coordination among various risk HMIs)

[0084] In this embodiment, the control unit CNT controls the outputs of the first output unit 31 and the second output unit 32. When the first output unit 31 outputs a first signal and the second output unit 32 outputs a second signal, the control unit CNT controls the output of the first output unit 31 to gradually decrease and the output of the second output unit 32 to gradually increase.

[0085] The second detection unit 12 detects the distance (relative distance) between the vehicle 200 and objects surrounding the vehicle 200 as a second state quantity. The control unit CNT controls the output of the second output unit 32 by changing the amount of change in the second signal (stereo sound, seat belt tension) according to the change in the proximity of the object. Based on the distance (relative distance) detected by the second detection unit 12, the control unit CNT controls the output of the second output unit 32 in a manner that the amount of change in the second signal increases as the proximity of the object increases, and controls the output of the second output unit 32 in a manner that the amount of change in the second signal decreases as the proximity of the object decreases.

[0086] Figure 4 This is a diagram illustrating examples of the coordination between various risk HMIs. In Figure 4 In the diagram, ST41 represents the relationship between time and the risk of other vehicles (objects) approaching the vehicle (this vehicle). It shows that during the period from time T1 to time T2, the risk increases as other vehicles approach vehicle 200 (this vehicle). Conversely, it shows that during the period from time T2 to time T3, the risk decreases as other vehicles move away from vehicle 200 (this vehicle).

[0087] (Coordination of auditory stimuli)

[0088] ST42 illustrates an example of the coordination between a biofeedback (BF_sound) output in the first-risk HMI that uses an audio signal as a guiding stimulus and a stereo sound (audio signal) output in the second-risk HMI. In ST42, the first and second signals are signals that stimulate the driver's hearing, with the horizontal axis representing time and the vertical axis representing signal intensity.

[0089] When the first output unit 31 is outputting BF_sound as the first signal (421), and the second state quantity (relative distance) exceeds the first signal threshold (BF_TH) for biofeedback and approaches the vehicle 200, the control unit CNT controls the first signal (BF_sound) being output from the first output unit 31 to gradually decrease (422).

[0090] When the second state quantity (relative distance) becomes greater than the first signal threshold (BF_TH) and exceeds the second signal threshold (HMI_TH) used by the risk HMI, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually increase (423). After the first signal decreases (422), the control unit CNT controls the output of the second signal from the second output unit 32 to gradually increase (423).

[0091] As the second state quantity (relative distance) increases and the risk decreases, the control unit CNT controls (424) to gradually reduce the second signal (stereo sound) being output from the second output unit 32.

[0092] When the second state quantity (relative distance) falls below the second signal threshold (HMI_TH), the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to gradually increase (425). After the second signal decreases (424), the control unit CNT controls the output of the first signal from the first output unit 31 to gradually increase (425).

[0093] The control time T1 for gradually decreasing the first signal (BF_sound) and the control time T2 for gradually increasing the first signal (BF_sound) can be arbitrarily set. Furthermore, in order to report an increase in risk more quickly via stereo output, the control time T1 can be set to be shorter than the control time T2.

[0094] Then, when the second state quantity (relative distance) becomes lower than the first signal threshold (BF_TH), the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to be output at a constant value (426).

[0095] (Coordination of tactile stimulation)

[0096] ST43 illustrates an example of the coordination between the output of a vibration signal as a guiding stimulus in the first-risk HMI (Biofeedback) and the output of a vibration signal in the third-risk HMI. In ST43, the first and second signals are signals that stimulate the driver's sense of touch; the horizontal axis represents time, and the vertical axis represents signal intensity.

[0097] When the first output unit 31 is outputting BF_vibration as a first signal (431), and the second state quantity (relative distance) exceeds the first signal threshold (BF_TH) for biofeedback and approaches the vehicle 200, the control unit CNT controls the first signal (BF_vibration) being output from the first output unit 31 to gradually decrease (432).

[0098] When the second state quantity (relative distance) becomes greater than the first signal threshold (BF_TH) and exceeds the second signal threshold (HMI_TH) used by the risk HMI, the control unit CNT controls the second signal (seatbelt tension) output from the second output unit 32 to gradually increase (433). After the first signal decreases (432), the control unit CNT controls the output of the second signal from the second output unit 32 to gradually increase (433).

[0099] As the second state quantity (relative distance) increases and the risk decreases, the control unit CNT controls the second signal (seat belt tension) being output from the second output unit 32 to gradually decrease (434).

[0100] When the second state quantity (relative distance) becomes lower than the second signal threshold (HMI_TH), the control unit CNT controls the output of the first signal (BF_vibration) from the first output unit 31 to gradually increase (435). After the second signal decreases (434), the control unit CNT controls the output of the first signal from the first output unit 31 to gradually increase (435).

[0101] Here, the control time T1 for gradually decreasing the first signal (BF_vibration) and the control time T2 for gradually increasing the first signal (BF_vibration) can be arbitrarily set. Furthermore, in order to report an increase in risk more quickly by outputting a vibration signal used to cause the seatbelt tension to vibrate, the control time T1 can be set to be shorter than the control time T2.

[0102] Then, when the second state quantity (relative distance) becomes lower than the first signal threshold (BF_TH), the control unit CNT controls the output of the first signal (BF_vibration) from the first output unit 31 to be output at a constant value (436).

[0103] (An example of the coordination between risky HMIs in states of low alertness and excessive stress)

[0104] The biological information obtained from the driver is less than Figure 3 When the threshold information is below the lower limit, the control unit CNT determines the driver's state as inattentive (hereinafter referred to as low alertness). Conversely, when the acquired bio-information is above the upper limit of the threshold range, the control unit CNT determines the driver's state as tense (hereinafter referred to as excessive tension). Thus, when the bio-information is outside the threshold range, the control unit CNT controls the output signal (sound signal or vibration signal) of the first output unit 31 to guide the driver's state (the driver's bio-information) back to the threshold range.

[0105] Figure 5 This diagram illustrates an example of the coordination between the first-risk HMI and the second-risk HMI, specifically for periods of low alertness and periods of excessive stress.

[0106] exist Figure 5 In this diagram, ST51 represents the relationship between time and the risk of other vehicles (objects) approaching the vehicle (this vehicle). It shows that during the period from time T1 to time T2, the risk increases as other vehicles approach vehicle 200 (this vehicle). Conversely, it shows that during the period from time T2 to time T3, the risk decreases as other vehicles move away from vehicle 200 (this vehicle).

[0107] When the biometric information obtained from the driver is lower than the lower limit of a predetermined threshold range, the Control Unit (CNT) determines that the driver is in a state of low alertness and sets a first signal threshold (BF_TH for low alertness) as the first signal threshold. Conversely, when the biometric information is higher than the upper limit of a predetermined threshold range, the Control Unit (CNT) determines that the driver is in a state of excessive tension and sets a first signal threshold (BF_TH for excessive tension) as the first signal threshold. The first signal threshold for low alertness (BF_TH for low alertness) set here is larger than the first signal threshold for excessive tension (BF_TH for excessive tension).

[0108] Furthermore, when the biometric information is lower than the lower limit of a predetermined threshold range, the control unit (CNT) determines that the driver is in a state of low alertness and sets a second signal threshold (HMI_TH for low alertness) as the second signal threshold. Conversely, when the biometric information is higher than the upper limit of a predetermined threshold range, the control unit (CNT) determines that the driver is in a state of excessive tension and sets a second signal threshold (HMI_TH for excessive tension) as the second signal threshold. The second signal threshold for low alertness (HMI_TH for low alertness) set here is larger than the second signal threshold for excessive tension (HMI_TH for excessive tension).

[0109] In a driver's biological state of reduced alertness, in order to guide biological information to... Figure 3 Within the threshold range, the time used to output the first signal (BF_sound) needs to be extended as much as possible. Additionally, in a state of excessive tension, it is necessary to suppress any further promotion of excessive tension due to sudden increases / decreases in the stereo sound.

[0110] By setting the first signal threshold (BF_TH for low alertness) to be larger than the first signal threshold (BF_TH for excessive tension) for excessive tension, the output time of the first signal (BF_sound) outputting at its maximum value (constant value) can be extended by time T4 compared to the output time of the first signal (BF_sound) for excessive tension. Furthermore, the boost in stereo sound (533) during excessive tension can be made gentler than the boost in stereo sound (523) during low alertness.

[0111] Furthermore, by setting the second signal threshold (HMI_TH for low alertness) to be larger than the second signal threshold (HMI_TH for excessive tension) for excessive tension, the first signal (BF_sound) for low alertness can be boosted (525) earlier than the boost (535) for the first signal (BF_sound) for excessive tension. Therefore, the output time of the first signal (BF_sound) for low alertness, which outputs the first signal (BF_sound) at its maximum value (constant value), can be extended by an amount T5 compared to the output time of the first signal (BF_sound) for excessive tension. Additionally, the decrease (534) in stereo sound during excessive tension can be made smoother than the decrease (524) in stereo sound during low alertness.

[0112] (When in a state of low alertness)

[0113] ST52 illustrates an example of the coordination between risk HMIs during periods of low alertness. It shows an example of coordination between a biofeedback scenario (BF_sound) outputting an audio signal as a guiding stimulus in a first-risk HMI and a scenario where stereo sound (audio signal) is output in a second-risk HMI. In ST52, the horizontal axis represents time, and the vertical axis represents signal intensity.

[0114] When the first output unit 31 is outputting BF_ sound as the first signal (521), and the second state quantity (relative distance) exceeds the first signal threshold for biofeedback in low wakefulness (BF_TH in low wakefulness) and approaches the vehicle 200, the control unit CNT controls the first signal (BF_ sound) being output from the first output unit 31 to gradually decrease (522).

[0115] When the second state quantity (relative distance) is greater than the first signal threshold (BF_TH) for biofeedback during low wakefulness and greater than the second signal threshold (HMI_TH) for risk HMI during low wakefulness, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually increase (523). After the first signal decreases, the control unit CNT controls the output of the second signal from the second output unit 32 to gradually increase.

[0116] Here, under the control state 523 of the second signal, the control is performed by gradually increasing the second signal (stereo sound) using a curve (quadratic function), but it can also be done as follows: Figure 4 As shown in the control state 423 of the second signal, the second signal (stereo sound) is gradually increased by a linear function. When the risk is closest, the control unit CNT controls the output of the second output unit 32 to continue outputting at the maximum value (constant value), as shown in the control state 527 of the second signal.

[0117] As the second state quantity (relative distance) increases and the risk decreases, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually decrease (524). In the second signal control state 524, similar to the second signal control state 523, control is performed by using a curve (quadratic function) to gradually decrease the second signal (stereo sound), but it can also be done as follows... Figure 4 As shown in the control state 424 of the second signal, the second signal (stereo sound) is controlled by a linear function to gradually decrease the second signal (stereo sound).

[0118] When the second state quantity (relative distance) becomes lower than the second signal threshold (HMI_TH) used for low alertness risk HMI, the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to gradually increase (525). After the second signal decreases (524), the control unit CNT controls the output of the first signal from the first output unit 31 to gradually increase (525).

[0119] Then, when the second state quantity (relative distance) becomes lower than the first signal threshold (BF_TH for low wakefulness) used for biofeedback, the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to be output at a constant value (526).

[0120] (When under excessive stress)

[0121] ST53 illustrates an example of the coordination between risk HMIs under excessive stress. It shows an example of coordination between a biofeedback scenario (BF_sound) outputting an audio signal as a guiding stimulus in the first risk HMI and a scenario where a stereo sound (audio signal) is output in the second risk HMI. In ST53, the horizontal axis represents time, and the vertical axis represents signal intensity.

[0122] When the first output unit 31 is outputting BF_ sound as the first signal (531), and the second state quantity (relative distance) exceeds the first signal threshold for biofeedback during excessive tension (BF_TH during excessive tension) and approaches the vehicle 200, the control unit CNT controls the first signal (BF_ sound) being output from the first output unit 31 to gradually decrease (532).

[0123] When the second state quantity (relative distance) is greater than the first signal threshold (BF_TH) for biofeedback during excessive stress and greater than the second signal threshold (HMI_TH) for risk HMI during excessive stress, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually increase (533). After the first signal decreases (532), the control unit CNT controls the output of the second signal from the second output unit 32 to gradually increase (533).

[0124] As the second state quantity (relative distance) increases and the risk decreases, the control unit CNT controls the second signal (stereo sound) being output from the second output unit 32 to gradually decrease (534).

[0125] When the second state quantity (relative distance) falls below the second signal threshold (HMI_TH for excessive tension) used in the risk HMI, the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to gradually increase (535). After the second signal decreases (534), the control unit CNT controls the output of the first signal from the first output unit 31 to gradually increase (535).

[0126] Then, when the second state quantity (relative distance) becomes lower than the first signal threshold for biofeedback when over-stressed (BF_TH when over-stressed), the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to be output at a constant value (536).

[0127] (Processing flow)

[0128] Figure 6A as well as Figure 6B This diagram illustrates the process of coordinating the primary and secondary risk HMIs during periods of low alertness and excessive stress.

[0129] In S610, the first detection unit 11 acquires the driver's biological information. In S620, the control unit CNT combines the biological information with... Figure 3 The lower limit of the threshold range is compared, and when the biological information is less than... Figure 3 If the threshold value is below the lower limit (S620-Yes), the control unit CNT determines the driver's state as a low level of alertness. On the other hand, if the biological information is... Figure 3 If the threshold value is above the lower limit of the threshold range (S620-No), then the processing is initiated. Figure 6B The S630.

[0130] (Procedure for handling low level of consciousness)

[0131] In S621, the first output unit 31 outputs a biofeedback (BF_sound) for awakening as a first signal (e.g., 521).

[0132] In S622, the control unit CNT determines whether the risk (second state quantity (relative distance)) exceeds the first signal threshold (BF_TH for low wakefulness) used for biofeedback. If the risk does not exceed the first signal threshold (BF_TH for low wakefulness) (S622-No), the same process is repeated (S621).

[0133] On the other hand, if the risk exceeds the first signal threshold (BF_TH when the person is low awake) (S622-Yes), the process proceeds to S623.

[0134] In S623, the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to gradually decrease (522: the first signal gradually decreases).

[0135] In S624, the control unit CNT determines whether the risk (second state quantity (relative distance)) exceeds the second signal threshold (low wakefulness HMI_TH) used by the risk HMI. If the risk does not exceed the second signal threshold (low wakefulness HMI_TH) (S624-No), the same process is repeated (S623).

[0136] On the other hand, if the risk exceeds the second signal threshold (HMI_TH when the person is not fully awake) (S624-Yes), the process proceeds to S625.

[0137] In S625, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually increase as the risk increases (523: the second signal gradually increases). Conversely, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually decrease as the risk decreases (524: the second signal gradually decreases).

[0138] In S626, the control unit CNT determines whether the risk (second state quantity (relative distance)) has become lower than the second signal threshold (low wakefulness HMI_TH) used by the risk HMI. If the risk is not lower than the second signal threshold (low wakefulness HMI_TH) (S626-No), the same process is repeated (S625). On the other hand, if the risk becomes lower than the second signal threshold (low wakefulness HMI_TH) (S626-Yes), the process proceeds to S627.

[0139] In S627, the control unit CNT controls the first signal (BF_sound) output from the first output unit 31 to gradually increase (525: the first signal gradually increases).

[0140] exist Figure 6B In the S630, the control unit CNT combines biological information with... Figure 3 The upper limit of the threshold range is compared, and the biological information is greater than... Figure 3 If the threshold range is at its upper limit (S630-Yes), the control unit CNT determines the driver's state as excessive tension. On the other hand, when the biological information is... Figure 3 If the threshold value is below the upper limit (S630-No), the process returns to... Figure 6A In this case, the biological information is within the threshold range, and no BF signal is output.

[0141] (Procedure for handling excessive stress)

[0142] In S631, the first output unit 31 outputs a relaxation biofeedback (BF_sound) as a first signal (531). The first output unit 31 outputs different first signals depending on whether the bio-information is below the lower limit of a predetermined threshold range or above the upper limit of a predetermined threshold range. In S621, which was described earlier, the first output unit 31 outputs a high-intensity awakening biofeedback (BF_sound) as a first signal. In this step, it outputs a relaxation biofeedback (BF_sound) with a lower intensity than the awakening BF_sound. Therefore, an appropriate sound signal can be output based on the driver's bio-state.

[0143] In S632, the control unit CNT determines whether the risk (second state quantity (relative distance)) exceeds the first signal threshold (BF_TH when overly stressed) used for biofeedback when overly stressed. If the risk does not exceed the first signal threshold (BF_TH when overly stressed) (S632-No), the same process is repeated (S631).

[0144] On the other hand, if the risk exceeds the first signal threshold (BF_TH when overly stressed) (S632-Yes), the process proceeds to S633.

[0145] In S633, the control unit CNT controls the output of the first signal (BF_sound) from the first output unit 31 to gradually decrease (532: the first signal gradually decreases).

[0146] In S634, the control unit CNT determines whether the risk (second state quantity (relative distance)) exceeds the second signal threshold (HMI_TH when overly stressed) used by the risk HMI. If the risk does not exceed the second signal threshold (HMI_TH when low alertness) (S634-No), the same process is repeated (S633).

[0147] On the other hand, if the risk exceeds the second signal threshold (HMI_TH when the person is not fully awake) (S634-Yes), the process proceeds to S635.

[0148] In S635, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually increase as the risk increases (533: the second signal gradually increases). Conversely, the control unit CNT controls the output of the second signal (stereo sound) from the second output unit 32 to gradually decrease as the risk decreases (534: the second signal gradually decreases).

[0149] In S636, the control unit CNT determines whether the risk (second state quantity (relative distance)) has become lower than the second signal threshold (HMI_TH when overly stressed) used by the risk HMI. If the risk is not lower than the second signal threshold (S636-No), the same process is repeated (S635). On the other hand, if the risk becomes lower than the second signal threshold (HMI_TH when overly stressed) (S636-Yes), the process proceeds to S637.

[0150] In S637, the control unit CNT controls the first signal (BF_sound) output from the first output unit 31 to gradually increase (535: the first signal gradually increases).

[0151] [Second Implementation]

[0152] In the first embodiment, the coordination between the risk HMIs that stimulate the same sense in the first risk HMI and the second risk HMI is described. BF_sound and stereo are signals that stimulate hearing, which is the same sense, while BF_vibration and vibration signals that change the tension of the seatbelt are signals that stimulate touch, which is the same sense. In this embodiment, the configuration that uses the sound signal from stereo, the vibration signal that changes the tension of the seatbelt 28, and the display signal that causes the display section 151 of the display device 150 to stimulate the driver's different senses (hearing, touch, and vision) in the second risk HMI is described.

[0153] Figure 7 This diagram illustrates the relative positional relationship between vehicle 200 (the vehicle itself) and objects traveling behind it (surrounding vehicles 750). The second detection unit 12 detects the distance (relative distance) between the surrounding vehicles 750 (behind, to the side, and in front) and vehicle 200, or the relative position of the surrounding vehicles 750 relative to vehicle 200, as a second state variable. The control unit CNT obtains the relative distance and relative position of the objects based on the detection information from the second detection unit 12.

[0154] Figure 8 It is a diagram illustrating the coordination of various signals that stimulate the driver's different senses (hearing, touch, and vision).

[0155] ST81 indicates the relationship between time and the relative positions of surrounding vehicles 750. Arrow 810 indicates a state where surrounding vehicles 750 pass from behind towards the front at a constant speed faster than vehicle 200 (this vehicle). Arrow 820 indicates a state where surrounding vehicles 750 decelerate midway and approach vehicle 200 (this vehicle) again. The area to the side of vehicle 200 is the transition area where the first and second signals are output in an overlapping manner during the transition between the output states of the first and second signals. In this embodiment, the first and second signals are signals that stimulate the driver's sense of touch and hearing, respectively.

[0156] ST82 is a diagram schematically representing the changes in the sound signal of the stereo system, the vibration signal that causes the tension of the seat belt 28 to change, and the display signal that causes the display section 151 of the display device 150 to display.

[0157] In this embodiment, the first output unit 31 outputs an audio signal (stereo sound) as a first signal to report the presence of the surrounding vehicles 750 to the driver, based on the relative distance between the surrounding vehicles 750 and the vehicle 200 and the relative position of the surrounding vehicles 750 relative to the vehicle 200, which exist behind and to the side of the vehicle 200 in the second state quantity.

[0158] In addition, the second output unit 32 outputs a vibration signal as a second signal based on the relative distance between the surrounding vehicles 750 and the vehicle 200 and the relative position of the surrounding vehicles 750 relative to the vehicle 200, which exist to the side and in front of the vehicle 200 in the second state quantity. This vibration signal is used to report the presence of the surrounding vehicles 750 to the driver.

[0159] The control unit CNT controls the outputs of the first output unit and the second output unit based on changes in relative distance and relative position. The control unit CNT switches between the output state of the first signal and the output state of the second signal, or vice versa, based on changes in relative distance and relative position in the area to the side of the vehicle 200 (the transition area).

[0160] As shown in ST82, the control unit CNT gradually increases the output (output signal 831) of the first output unit 31 until the surrounding vehicle 750 approaches and enters the area to the side of vehicle 200 from behind vehicle 200 at a constant speed. Then, after the surrounding vehicle 750 enters the area to the side and passes through the area to the side at a constant speed, the control unit CNT gradually decreases the output (output signal 832) of the first output unit 31 and gradually increases the output (output signal 841) of the second output unit 32. Based on changes in relative distance and relative position, the control unit CNT gradually increases the output (output signal 841) of the second output unit 32 while the output (output signal 832) of the first output unit 31 gradually decreases.

[0161] In addition, when the surrounding vehicle 750 passes through the area to the side and is traveling at a constant speed in front of the vehicle 200, and the relative distance between the control unit CNT and the vehicle 200 increases, the output of the second output unit 32 (output signal 842) is gradually reduced.

[0162] In this embodiment, as a signal to stimulate the driver's vision, the second output unit 32 outputs a display signal as a third signal (output signal 851, 852) based on the relative distance between the surrounding vehicle 750 and the vehicle 200 and the relative position of the surrounding vehicle 750 relative to the vehicle 200 in the second state quantity, which causes the display unit 151 of the display device 150 to display in order to report the presence of the surrounding vehicle 750 to the driver.

[0163] The control unit CNT controls the vehicle 750 to gradually increase the output of the second signal (output signal 843) of the second output unit 32 until the surrounding vehicle 750 approaches (further approaches) from the front of the vehicle 200 at a constant speed and enters the area to the side of the vehicle 200 (the transition area). Furthermore, the control unit CNT controls the vehicle 750 to gradually decrease the output of the second signal (output signal 844) of the second output unit 32 and gradually increase the output (output signal 833) of the first output unit 31 until the surrounding vehicle 750 enters the side area and passes through the side area at a constant speed.

[0164] The control unit CNT adjusts the output of the second output unit 32 according to changes in the proximity of the surrounding vehicles 750 ahead. For example, when the relative distance between the surrounding vehicles 750 and vehicle 200 increases, the risk decreases, so the control unit CNT controls the output of the third signal (output signal 851) of the second output unit 32 to gradually decrease. The control unit CNT controls the output of the third signal (output signal 851) of the second output unit 32 to gradually decrease in the same way as the output of the second signal (output signal 842).

[0165] Furthermore, as indicated by arrow 820, the risk increases when surrounding vehicles 750 decelerate midway and approach vehicle 200 (this vehicle) again. Therefore, the control unit CNT controls the output of the third signal (output signal 852) of the second output unit 32 by gradually increasing it. The control unit CNT controls the output of the third signal (output signal 852) of the second output unit 32 by gradually increasing it in the same manner as the output of the second signal (output signal 843).

[0166] The third signal used by the display device 150 is a signal used to report the presence of surrounding vehicles 750 ahead. If the surrounding vehicle 750 slows down midway and enters the side transition area, the control unit CNT controls the second output unit 32 to stop the output of the third signal.

[0167] like Figure 8 As shown in ST82, when the first output unit 31 outputs a first signal (a stereo sound signal) and the second output unit 32 outputs a second signal (a vibration signal that changes the tension of the seat belt) during the process of the second output unit 32 outputting a first signal (a stereo sound signal), the control unit CNT controls the output of the first output unit 31 (output signal 832) to gradually decrease and the output of the second output unit 32 (output signal 841) to gradually increase.

[0168] Similarly, when the second output unit 32 outputs a second signal (a vibration signal that changes the tension of the seat belt) while the first output unit 31 outputs a first signal (a stereo sound signal), the control unit CNT controls the output of the second signal from the second output unit 32 (output signal 844) to gradually decrease, and controls the output of the first output unit 31 (output signal 833) to gradually increase.

[0169] Then, when the surrounding vehicle 750 passes through the side area (transition area) and is traveling at a constant speed in the area behind the vehicle 200, and the relative distance between the two vehicles increases, the control unit CNT controls the output (output signal 834) of the first output unit 31 to gradually decrease.

[0170] (Processing flow)

[0171] Figure 9 This diagram illustrates the process of coordinating various signals that stimulate different senses (hearing, touch, and vision) of the driver. In S910, the control unit CNT determines, based on information detected by the second detection unit 12, whether a surrounding vehicle 750 is approaching from behind. If a surrounding vehicle 750 is approaching from behind (S910 - Yes), the control unit CNT initiates the process in S911.

[0172] In S911, the control unit CNT controls the operation of the surrounding vehicle 750 by gradually increasing the output of the first output unit 31 (output signal 831).

[0173] In S912, the control unit CNT determines, based on information detected by the second detection unit 12, whether the surrounding vehicle 750 has entered the transition zone. Figure 8 If the surrounding vehicle 750 does not enter the transition area (S912 - No), the output control of the first output unit 31 in S911 continues. On the other hand, if the surrounding vehicle 750 enters the transition area (S912 - Yes), the process proceeds to S913.

[0174] In S913, the control unit CNT controls the output (output signal 832) of the first output unit 31 to gradually decrease (lower) after the surrounding vehicle 750 enters the side area and passes through the side area at a constant speed, and controls the output (output signal 841) of the second output unit 32 to gradually increase (raise).

[0175] In S914, the control unit CNT determines whether the surrounding vehicle 750 has exited the transition area based on the information detected by the second detection unit 12. If the surrounding vehicle 750 has not exited the transition area (S914 - No), the output control of the first output unit 31 and the second output unit 32 in S913 continues. On the other hand, if the surrounding vehicle 750 has exited the transition area (S914 - Yes), the process proceeds to S915.

[0176] The stereo sound signal is a signal that reports the presence of objects behind and to the side of the vehicle 200. In S915, when a surrounding vehicle 750 appears in front of the transition area, the control unit CNT controls the first output unit 31 to stop the output of the first signal (stereo sound signal). The vibration signal that changes the seatbelt tension is a signal that reports the presence of objects in front of and to the side of the vehicle 200. Even when a surrounding vehicle 750 appears in front of the transition area, the control unit CNT controls the output of the second signal (vibration signal that changes the seatbelt tension) of the second output unit 32 based on the distance (relative distance) to the surrounding vehicle 750.

[0177] When the surrounding vehicle 750 passes through the area to the side and travels at a constant speed in front of the vehicle 200, the relative distance between the vehicle and the vehicle 200 increases, thus reducing the risk relative to the vehicle 200. Therefore, the control unit CNT controls the output of the second signal (vibration signal that changes the tension of the seat belt) of the second output unit 32 (output signal 842) to gradually decrease based on the distance to the surrounding vehicle 750.

[0178] Here, the display signal (third signal) used by the display device 150 is a signal that reports the presence of an object in front of the vehicle 200. When a surrounding vehicle 750 appears in front of the transition area, the control unit CNT controls the output of the third signal (output signal 851) of the display device 150 by the second output unit 32 to gradually decrease in the same way as the output of the second signal (output signal 842) based on the distance to the surrounding vehicle 750.

[0179] On the other hand, in the judgment process of S910, if the surrounding vehicle 750 does not approach from behind (S910-No), the control unit CNT causes the process to proceed to S920.

[0180] In S920, the control unit CNT determines whether a surrounding vehicle 750 is approaching from the front based on information detected by the second detection unit 12. If the surrounding vehicle 750 is not approaching from the front (S920 - No), the control unit CNT returns the process to S910. On the other hand, if the surrounding vehicle 750 is approaching from the front (S920 - Yes), the control unit CNT proceeds to S921.

[0181] In S921, the control unit CNT controls the output (output signal 843) of the second signal (vibration signal that changes the tension of the seat belt) of the second output unit 32 to gradually increase based on the distance to the surrounding vehicles 750. Additionally, the control unit CNT controls the output (output signal 852) of the third signal used by the display device 150 via the second output unit 32 to gradually increase.

[0182] In S922, the control unit CNT determines, based on information detected by the second detection unit 12, whether the surrounding vehicle 750 has entered the transition zone. Figure 8 If the surrounding vehicle 750 does not enter the transition area (S922 - No), the output control of the second output unit 32 in S921 continues. On the other hand, if the surrounding vehicle 750 enters the transition area (S922 - Yes), the process proceeds to S923.

[0183] In S923, the control unit CNT controls the output (output signal 844) of the second signal (vibration signal that changes the tension of the seat belt) of the second output unit 32 to gradually decrease (lower) after the surrounding vehicle 750 enters the side area and passes through the side area at a constant speed, and controls the output (output signal 833) of the first signal (stereo sound signal) of the first output unit 31 to gradually increase (rise).

[0184] In S924, the control unit CNT determines whether the surrounding vehicle 750 has exited the transition area based on the information detected by the second detection unit 12. If the surrounding vehicle 750 has not exited the transition area (S924 - No), the output control of the first output unit 31 and the second output unit 32 in S923 continues. On the other hand, if the surrounding vehicle 750 has exited the transition area (S924 - Yes), the process proceeds to S925.

[0185] In S925, the control unit CNT controls the second output unit 32 to stop the output of the second signal (the vibration signal that causes changes in the tension of the seat belt), thereby stopping the stimulation caused by the tension of the seat belt. Furthermore, the control unit CNT controls the output of the first signal (stereo sound signal) of the first output unit 31 based on the distance (relative distance) to the surrounding vehicles 750. When the surrounding vehicles 750 have passed through the lateral turning area and are traveling at a constant speed behind vehicle 200, increasing the relative distance to vehicle 200, the control unit CNT controls the output of the first signal (stereo sound signal) of the first output unit 31 (output signal 834) to gradually decrease.

[0186] (Modified Example)

[0187] In the second embodiment, a configuration is described that reports the presence of surrounding vehicles 750 behind or to the side of the vehicle 200 by controlling the output of a first signal (a stereo sound signal) of the first output unit 31.

[0188] As a variation of the second embodiment, when outputting an audio signal (stereo sound signal) for reporting the presence of an object (surrounding vehicle 750), if the biological information obtained from the driver is not within a predetermined threshold range, the control unit CNT may also control the output of the stereo sound signal from the first output unit 31 to a different audio signal for guiding the biological information to a predetermined threshold range and output it.

[0189] Figure 10 This is a diagram illustrating the processing flow of the modified example. In step S1010, the control unit CNT, as shown... Figure 8 The output of the first output unit 31 (output signal 831) is controlled in the same way as the output signals 831 to 834. Based on the control of the control unit CNT, the first output unit 31 outputs an audio signal (stereo sound signal) for reporting the presence of an object (surrounding vehicle 750).

[0190] In S1020, the first detection unit 11 acquires the driver's biological information. In S1030, the control unit CNT compares the biological information with... Figure 3 The lower limit of the threshold range is compared, and when the biological information is less than... Figure 3 If the threshold value is below the lower limit (S1030-Yes), the control unit CNT determines the driver's state as a low alertness state and causes the process to proceed to S1040.

[0191] Then, in S1040, the control unit CNT controls the output signal (stereo sound signal) of the first output unit 31 to a wake-up biofeedback (BF_sound) and outputs it.

[0192] On the other hand, when the biological information in S1050 is Figure 3 If the threshold value is below the upper limit (S1050 - No), the processing returns to S1010. In this case, no sound signal switching is performed, and the first output unit 31 outputs a sound signal (stereo sound signal) for reporting the presence of an object (surrounding vehicle 750) based on the control of the control unit CNT.

[0193] On the other hand, when the biological information is compared in the decision processing of S1050... Figure 3If the upper limit of the threshold range is large (S1050 - Yes), the control unit CNT determines the driver's state as excessively tense, causing the process to proceed to S1060. Figure 3 If the threshold value is above the lower limit of the threshold range (S1050 - No), the process returns to S1010.

[0194] In S1060, the control unit CNT controls the output signal (stereo sound signal) of the first output unit 31 to a relaxation biofeedback (BF_sound) and outputs it.

[0195] In this example, the control unit (CNT) compares the acquired driver's biometric information with threshold ranges (lower and upper limits) to determine whether the driver is in a state of low alertness or excessive tension. Based on the determination, it switches the stereo sound signal to either alertness-enhancing biofeedback (BF_sound) or relaxation-enhancing biofeedback (BF_sound) and outputs it from SPK2. Therefore, when reporting the presence of a risky object via sound signal (stereo), the appropriate sound signal (BF_sound) can be switched based on the driver's biometric state.

[0196] [Summary of Implementation Methods]

[0197] Component 1. The driving assistance device of the above embodiment is a driving assistance device (100) that assists in driving a vehicle, wherein,

[0198] The driving assistance device includes:

[0199] The first detection unit (11) detects first state information related to driving the vehicle;

[0200] The second detection unit (12) detects second state information related to driving the vehicle;

[0201] The first output unit (31) outputs a first signal based on the first state information;

[0202] The second output unit (32) outputs a second signal based on the second state information; and

[0203] The control unit (CNT) controls the outputs of the first output unit and the second output unit.

[0204] When the second output unit outputs while the first output unit is outputting the first signal, the control unit (CNT) controls the output of the first output unit to gradually decrease and the output of the second output unit to gradually increase.

[0205] According to the driving assistance device constituting 1, it is able to suppress at least one of the following: reduced effectiveness due to interference from multiple signals, excessive tension caused to the driver due to excessive information, or discomfort caused to the driver due to sudden switching of signals used for risk warning.

[0206] Configuration 2. The second detection unit (12) detects the distance between the vehicle and objects surrounding the vehicle as the second state information.

[0207] The control unit (CNT) controls the output of the second output unit by changing the amount of change in the second signal according to the change in the proximity of the object.

[0208] Configuration 3. The control unit (CNT) is based on the distance detected by the second detection unit.

[0209] The output of the second output unit is controlled such that the change in the second signal increases as the object gets closer.

[0210] Furthermore, the output of the second output unit is controlled in such a way that the change in the second signal decreases as the object gets closer.

[0211] According to the driving assistance devices of configurations 2 and 3, the intensity change is not only used for simple signal conversion, but also set to an intensity change corresponding to the risk level of the second state information, so that the driver can report the risk more naturally.

[0212] Configuration 4. The first signal and the second signal are signals that stimulate the tactile sense of the driver of the vehicle, or the first signal and the second signal are signals that stimulate the auditory sense of the driver.

[0213] The control unit (CNT) controls the output of the second signal of the second output unit to gradually increase after the first signal decreases.

[0214] Furthermore, the control unit (CNT) controls the output of the first signal of the first output unit to gradually increase after the second signal decreases.

[0215] According to the driving assistance device consisting of component 4, it is possible to suppress interference between two signals that stimulate the same sense.

[0216] Configuration 5. The first detection unit (11) detects the driver's biological information as the first state information.

[0217] According to the driving assistance device constituting 5, it is able to prioritize the acquisition of signals related to the riskier factors among various risk factors and use them for the driver's biofeedback.

[0218] Component 6. The control unit (CNT) determines whether the biological information is within a predetermined threshold range.

[0219] The first output unit (31) outputs different first signals based on the determination of the control unit when the biological information is lower than the lower limit of a predetermined threshold range and when the biological information is higher than the upper limit of the predetermined threshold range.

[0220] The driver assistance device comprising component 6 can determine whether the driver is in a state of low alertness or excessive tension by comparing the acquired biometric information of the driver with threshold ranges (lower limit and upper limit). Based on the determination result, it switches between biofeedback for alertness and biofeedback for relaxation and outputs the appropriate sound signal according to the driver's biometric state.

[0221] Configuration 7. The first output unit (31) outputs an audio signal as the first signal for guiding the biological information to the predetermined threshold range.

[0222] The second output unit (32) outputs an audio signal as the second signal to report to the driver the presence of an object in the vicinity of the vehicle.

[0223] The control unit (CNT) controls the output of the first signal to gradually decrease when the second state information exceeds the first signal threshold.

[0224] Furthermore, the control unit (CNT) controls the second signal output from the second output unit to gradually increase when the second state information exceeds a second signal threshold that is greater than the first signal threshold.

[0225] According to the driving assistance device constituting 7, when switching the output signal, it can switch from the first signal to the second signal at an appropriate time.

[0226] Configuration 8. In order to guide the biological information to the predetermined threshold range, the first output unit (31) outputs a vibration signal that causes the seat in which the driver is seated to vibrate as the first signal.

[0227] In order to report the presence of objects around the vehicle to the driver, the second output unit (32) outputs a vibration signal that causes a change in the tension of the seat belt as the second signal.

[0228] The control unit (CNT) controls the output of the first signal to gradually decrease when the second state information exceeds the first signal threshold.

[0229] Furthermore, the control unit (CNT) controls the second signal output from the second output unit to gradually increase when the second state information exceeds a second signal threshold that is greater than the first signal threshold.

[0230] According to the driving assistance device configured 8, when switching the output signal, it can switch from the first signal to the second signal at an appropriate time.

[0231] Configuration 9. The control unit (CNT) determines that the driver is in a state of low alertness when the biometric information is lower than the lower limit of a predetermined threshold range, and sets a first signal threshold for low alertness as the first signal threshold.

[0232] Furthermore, when the biometric information is higher than the upper limit of the predetermined threshold range, the control unit (CNT) determines that the driver is in a state of excessive tension, and sets a first signal threshold for excessive tension as the first signal threshold.

[0233] The first signal threshold used during low alertness is greater than the first signal threshold used during excessive tension.

[0234] According to the driving assistance device comprising 9, by setting the first signal threshold (BF_TH for low alertness) to be larger than the first signal threshold (BF_TH for excessive tension) for excessive tension, the output time of the first signal (BF_sound) can be ensured for a longer period of time compared to the output time of the first signal (BF_sound) for excessive tension (e.g., it can extend the time). Figure 5 (Time T4). Thus, when the driver is in a state of low alertness, that is, when they may drive carelessly, the driver's biological information can be effectively guided to a normal state within a predetermined threshold range.

[0235] Configuration 10. The control unit (CNT) determines that the driver is in a state of low alertness when the biometric information is lower than the lower limit of a predetermined threshold range, and sets a second signal threshold for low alertness as the second signal threshold.

[0236] Furthermore, when the biometric information is higher than the upper limit of the predetermined threshold range, the control unit (CNT) determines that the driver is in a state of excessive tension, and sets a second signal threshold for excessive tension as the second signal threshold.

[0237] The second signal threshold used during periods of low alertness is greater than the second signal threshold used during periods of excessive tension.

[0238] According to the driving assistance device constituting 10, it is also possible to reduce the output of the stereo system when there is excessive tension (e.g., Figure 5 (533, 534) and the output of stereo sound during low alertness (e.g., Figure 5 Compared to 523 and 524, it becomes smoother and can prevent the driver from becoming further overly stressed.

[0239] Configuration 11. The first signal and the second signal are signals that stimulate the driver's sense of touch and hearing, respectively.

[0240] The control unit (CNT) controls the output of the second output unit to gradually increase during the period when the output of the first signal of the first output unit gradually decreases.

[0241] According to the driving assistance device configured 11, among the two signals that stimulate different senses, the possibility of the effect being reduced due to interference is relatively small. Therefore, by controlling the output of the second output unit to gradually increase while the output of the first signal of the first output unit gradually decreases, the switching between the first signal and the second signal can be performed smoothly.

[0242] Configuration 12. The second detection unit (12) detects the relative distance and relative position of surrounding objects relative to the vehicle as second state information.

[0243] According to the driving assistance device comprising 12, relative distance and relative position can be used for reporting of risk objects based on stereo sound and changes in seat belt tension.

[0244] Configuration 13. The first output unit (31) outputs an audible signal as a first signal to report the presence of an object to the driver, based on the relative distance between the object and the vehicle and the relative position of the object relative to the vehicle, which are objects present behind and to the side of the vehicle relative to the vehicle in the second state information.

[0245] The second output unit (32) outputs a vibration signal as a second signal, based on the relative distance between the object existing to the side and in front of the vehicle and the vehicle, and the relative position of the object relative to the vehicle, in order to report the presence of the object to the driver.

[0246] The control unit (CNT) controls the outputs of the first output unit and the second output unit based on the changes in the relative distance and the relative position.

[0247] According to the driving assistance device comprising 13, it is able to report risk objects by stimulating signals to the driver's different senses (hearing, touch).

[0248] Configuration 14. The region on the side of the vehicle is a transition region where the first signal and the second signal are output in overlapping order.

[0249] The control unit (CNT) changes from the output state of the first signal to the output state of the second signal, or from the output state of the second signal to the output state of the first signal, based on the change in the relative distance and the relative position in the transition region.

[0250] Configuration 15. The control unit (CNT) controls the output of the first output unit to gradually increase until the object approaches from the rear of the vehicle and enters the area to the side of the vehicle.

[0251] Furthermore, the control unit (CNT) controls the output of the first output unit to gradually decrease after the object enters the side region and passes through the side region, and controls the output of the second output unit to gradually increase.

[0252] Configuration 16. The control unit (CNT) controls the output of the second output unit to gradually decrease when the object passes through the area to the side and travels in the area in front of the vehicle and the relative distance between the object and the vehicle increases.

[0253] According to the driving assistance devices comprising 14 to 16, the output state of the signal stimulating different senses (hearing, touch) of the driver can be smoothly switched according to changes in relative distance and relative position, and the risk object can be reported.

[0254] Configuration 17. The second output unit (32) outputs a display signal as a third signal based on the relative distance between the object in front of the vehicle and the vehicle, and the relative position of the object relative to the vehicle, in order to report the presence of the object to the driver and cause the display device (150) to display the object.

[0255] The control unit (CNT) changes the output of the second output unit according to the change in the proximity of the object in front of it.

[0256] According to the driving assistance device comprising 17, by changing the output state of the signal stimulating the driver's vision according to the change in the proximity of the object, it is possible to effectively report risky objects.

[0257] Configuration 18. The control unit (CNT) controls the output of the second output unit to gradually increase until the object approaches from the front of the vehicle and enters the area to the side of the vehicle.

[0258] Furthermore, the control unit (CNT) controls the output of the second output unit to gradually decrease after the object enters the side region and passes through the side region, and controls the output of the first output unit to gradually increase.

[0259] Configuration 19. The control unit (CNT) controls the output of the first output unit to gradually decrease when the object passes through the side area and travels in the area behind the vehicle and the relative distance between the object and the vehicle increases.

[0260] According to the driving assistance devices configured 18 and 19, the output state of the signals stimulating different senses (hearing, touch) of the driver can be smoothly switched according to changes in relative distance and relative position, and risk object reports can be made.

[0261] Configuration 20. When the first output unit (31) outputs an audio signal for reporting the presence of the object, if the biological information obtained from the driver is not within a predetermined threshold range, the control unit (CNT) controls the output of the audio signal from the first output unit to switch to a different audio signal for guiding the biological information to a predetermined threshold range and outputs it.

[0262] According to the driving assistance device comprising 20, when reporting the presence of a dangerous object via an audio signal (stereo), it is able to switch to an appropriate audio signal (BF_sound) based on the driver's biological state to make the report.

[0263] Configuration 21. The vehicle of the above embodiment has a driving assistance device of any one of the configurations 1 to 20 described above.

[0264] According to the vehicle constituting 21, it is possible to provide a vehicle with a driving assistance device that can suppress at least one of the following: reduced effectiveness due to interference from multiple signals, excessive tension on the driver due to excessive information, or discomfort on the driver due to sudden switching of signals used for risk warning.

[0265] (Other implementation methods)

[0266] The present invention may also supply the program that implements the functions of the above embodiments to the system or the driving assistance device constituting the system via a network or storage medium, and the program may be read out by one or more processors of the computer of the driving assistance device and the processing of the driving assistance device may be executed.

[0267] This invention is not limited to the embodiments described above, and various modifications and alterations can be made within the scope of the spirit of this invention.

Claims

1. A driving assistance device, which assists in driving a vehicle, characterized in that, The driving assistance device includes: The first detection unit detects the driver's biological information as first state information related to driving the vehicle. The second detection unit detects the relative distance and position of surrounding objects relative to the vehicle as second state information related to driving the vehicle. The first output unit outputs a sound signal for guiding the biological information to a predetermined threshold range, or a vibration signal for vibrating the seat where the driver is seated, based on the first state information, as the first signal. The second output unit outputs an audio signal for reporting the presence of an object in the vicinity of the vehicle to the driver based on the second state information, or a vibration signal for changing the tension of the seat belt in order to report the presence of an object in the vicinity of the vehicle to the driver as a second signal. as well as The control unit controls the outputs of the first output unit and the second output unit. When the second output unit outputs the second signal while the first output unit is outputting the first signal, the control unit controls the output of the first output unit to gradually decrease and the output of the second output unit to gradually increase.

2. The driving assistance device according to claim 1, characterized in that, The second detection unit detects the distance between the vehicle and objects surrounding the vehicle, which is used as the second state information. The control unit controls the output of the second output unit in such a way that it changes the amount of change in the second signal according to the change in the proximity of the object.

3. The driving assistance device according to claim 2, characterized in that, The control unit is based on the distance detected by the second detection unit. The output of the second output unit is controlled such that the change in the second signal increases as the object gets closer. Furthermore, the output of the second output unit is controlled in such a way that the change in the second signal decreases as the object gets closer.

4. The driving assistance device according to any one of claims 1 to 3, characterized in that, The first signal and the second signal are signals that stimulate the driver's sense of touch, or the first signal and the second signal are signals that stimulate the driver's sense of hearing. The control unit controls the output of the second signal of the second output unit to gradually increase after the first signal decreases. Furthermore, the control unit controls the output of the first signal of the first output unit to gradually increase after the second signal decreases.

5. The driving assistance device according to claim 4, characterized in that, The control unit determines whether the biological information is within a predetermined threshold range. Based on the determination of the control unit, the first output unit outputs different first signals when the bio-information is lower than the lower limit of a predetermined threshold range and when the bio-information is higher than the upper limit of the predetermined threshold range.

6. The driving assistance device according to claim 5, characterized in that, The control unit controls the output of the first signal from the first output unit to gradually decrease when the second state information exceeds the first signal threshold. Furthermore, the control unit controls the output of the second signal from the second output unit to gradually increase when the second state information exceeds a second signal threshold that is greater than the first signal threshold.

7. The driving assistance device according to claim 5, characterized in that, The control unit controls the output of the first signal from the first output unit to gradually decrease when the second state information exceeds the first signal threshold. Furthermore, the control unit controls the output of the second signal from the second output unit to gradually increase when the second state information exceeds a second signal threshold that is greater than the first signal threshold.

8. The driving assistance device according to claim 6, characterized in that, When the biological information is lower than the lower limit of a predetermined threshold range, the control unit determines that the driver is in a state of low alertness, and sets a first signal threshold for low alertness as the first signal threshold. Furthermore, if the biological information is higher than the upper limit of the predetermined threshold range, the control unit determines that the driver is in a state of excessive tension, and sets a first signal threshold for excessive tension as the first signal threshold. The first signal threshold used during low alertness is greater than the first signal threshold used during excessive tension.

9. The driving assistance device according to claim 7, characterized in that, When the biological information is lower than the lower limit of a predetermined threshold range, the control unit determines that the driver is in a state of low alertness and sets a second signal threshold for low alertness as the second signal threshold. Furthermore, if the biological information is higher than the upper limit of the predetermined threshold range, the control unit determines that the driver is in a state of excessive tension, and sets a second signal threshold for excessive tension as the second signal threshold. The second signal threshold used during periods of low alertness is greater than the second signal threshold used during periods of excessive tension.

10. The driving assistance device according to any one of claims 1 to 3, characterized in that, The first signal and the second signal are signals that stimulate the driver's sense of touch and hearing, respectively. The control unit controls the output of the second output unit to gradually increase during the period when the output of the first signal of the first output unit gradually decreases.

11. The driving assistance device according to claim 10, characterized in that, The first output unit outputs an audible signal as a first signal to report the presence of an object to the driver, based on the relative distance between the object and the vehicle and the relative position of the object relative to the vehicle, which are objects present behind and to the side of the vehicle relative to the vehicle in the second state information. The second output unit outputs a vibration signal as a second signal, based on the relative distance between the vehicle and objects existing to the side and in front of the vehicle relative to the vehicle, and the relative position of the objects relative to the vehicle, in order to report the presence of the objects to the driver. The control unit controls the outputs of the first output unit and the second output unit based on the changes in the relative distance and the relative position.

12. The driving assistance device according to claim 10, characterized in that, The area to the side of the vehicle is the transition region where the first signal and the second signal are output in an overlapping manner. The control unit switches from the output state of the first signal to the output state of the second signal, or from the output state of the second signal to the output state of the first signal, based on the change in the relative distance and the relative position in the switching region.

13. The driving assistance device according to claim 10, characterized in that, The control unit controls the output of the first output unit to gradually increase until the object approaches from the rear of the vehicle and enters the area to the side of the vehicle. Furthermore, the control unit controls the output of the first output unit to gradually decrease after the object enters the side region and passes through the side region, and controls the output of the second output unit to gradually increase.

14. The driving assistance device according to claim 13, characterized in that, The control unit controls the output of the second output unit to gradually decrease when the object passes through the area to the side and travels in the area in front of the vehicle, thus increasing the relative distance between the object and the vehicle.

15. The driving assistance device according to claim 14, characterized in that, The second output unit outputs a third signal based on the relative distance between the object in front of the vehicle and the vehicle, and the relative position of the object relative to the vehicle, as given in the second state information. This signal is used to inform the driver of the presence of the object and cause the display device to display the object. The control unit changes the output of the second output unit according to the change in the proximity of the object in front of it.

16. The driving assistance device according to claim 14, characterized in that, The control unit controls the output of the second output unit to gradually increase until the object approaches from the front of the vehicle and enters the area to the side of the vehicle. Furthermore, the control unit controls the output of the second output unit to gradually decrease after the object enters the side region and passes through the side region, and controls the output of the first output unit to gradually increase.

17. The driving assistance device according to claim 14, characterized in that, The control unit controls the output of the first output unit to gradually decrease when the object passes through the area to the side and travels in the area behind the vehicle, thus increasing the relative distance between the object and the vehicle.

18. The driving assistance device according to claim 10, characterized in that, When the first output unit outputs an audio signal for reporting the presence of the object, if the biological information obtained from the driver is not within a predetermined threshold range, the control unit controls the output of the audio signal from the first output unit to switch to a different audio signal for guiding the biological information to a predetermined threshold range and outputs it.

19. A vehicle having a driving assistance device according to any one of claims 1 to 3.

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