Information processing device, information processing method, information processing program, and storage medium

Abstract

To provide an information processing device, an information processing method, an information processing program, and a storage medium that enable appropriate volume correction according to a vehicle's traveling environment for sounds output from a sound output device that travels with the vehicle.SOLUTION: An in-vehicle device 10, which is an information processing device, includes a control unit 29 that functions as a volume setting correction unit that corrects the volume setting of the sound output by earphones 12, which are sound output devices that move together with the motorcycle, which is a vehicle, in accordance with the speed of the motorcycle, and a road surface condition acquisition unit that acquires the road surface conditions of the road on which the motorcycle is traveling. The volume setting correction unit corrects the volume setting by changing the gain when inputting to the earphones in accordance with the speed of the motorcycle, in accordance with the road surface conditions of the road on which the motorcycle is traveling.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an information processing device, an information processing method, an information processing program, and a storage medium. [Background technology]

[0002] In an in-vehicle sound output device that outputs sounds such as navigation voices and music, the noise generated while the vehicle in which the sound output device is installed increases as the vehicle speed increases, and this noise can make the output sound of the sound output device difficult to hear.To prevent this problem, a speed-linked automatic sound leveler (ASL) technology is known that corrects the output volume of the sound output device according to the vehicle's traveling speed.

[0003] For example, Patent Document 1 discloses an in-vehicle automatic volume control device that automatically controls the volume depending on the speed level of the vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-9565 Summary of the Invention [Problem to be solved by the invention]

[0005] One of the issues with the above-mentioned speed-linked automatic volume correction is that if volume correction is performed in response to changes in speed regardless of changes in the external environment, the output volume of the sound output device may not be appropriate and easy for vehicle occupants to hear.

[0006] The present invention has been made in consideration of the above points, and one of its objects is to provide an information processing device, an information processing method, an information processing program, and a storage medium that enable appropriate volume correction according to the vehicle's driving environment for sounds output by a sound output device that moves with the vehicle. [Means for solving the problem]

[0007] The invention described in claim 1 is an information processing device comprising a volume setting correction unit that corrects the volume setting of a sound output by a sound output device moving with a vehicle in accordance with the speed of the vehicle, and a road surface condition acquisition unit that acquires the road surface condition of the road on which the vehicle is traveling, wherein the volume setting correction unit varies the manner in which the correction amount of the volume setting changes in response to a change in the speed of the vehicle in accordance with the road surface condition of the road.

[0008] The invention described in claim 12 is an information processing method executed by an information processing device, comprising: a volume setting correction step of correcting the volume setting of a sound output by a sound output device moving together with a vehicle in accordance with the speed of the vehicle; and a road surface condition acquisition step of acquiring the road surface condition of the road on which the vehicle is traveling, wherein in the volume setting correction step, the manner in which the correction amount of the volume setting changes in response to the change in the speed of the vehicle is varied in accordance with the road surface condition of the road.

[0009] The invention described in claim 13 is an information processing program executed by an information processing device having a computer, which causes the computer to execute a volume setting correction step of correcting the volume setting of a sound output by a sound output device moving with a vehicle in accordance with the speed of the vehicle, and a road surface condition acquisition step of acquiring the road surface condition of the road on which the vehicle is traveling, and in the volume setting correction step, the information processing program causes the computer to execute a step of varying the change in the amount of correction of the volume setting in response to the change in the speed of the vehicle in accordance with the road surface condition of the road.

[0010] The invention described in claim 14 is a computer-readable storage medium that stores an information processing program that causes an information processing device having a computer to execute a volume setting correction step of correcting the volume setting of a sound output by a sound output device moving with a vehicle in accordance with the speed of the vehicle, and a road surface condition acquisition step of acquiring the road surface condition of the road on which the vehicle is traveling, and in the volume setting correction step, causes the change pattern of the correction amount of the volume setting relative to the change in the speed of the vehicle to vary in accordance with the road surface condition of the road. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a schematic diagram showing an overview of a navigation system including an information processing device according to a first embodiment of the present invention. [Figure 2] FIG. 10 is a diagram showing an example of measurement results of noise when a motorcycle is running. [Figure 3] 1 is a block diagram illustrating an example of a configuration of an in-vehicle device according to a first embodiment. [Figure 4] 4 is a flowchart illustrating an example of a routine executed by the in-vehicle device according to the first embodiment. [Figure 5] 4 is a flowchart showing an example of a subroutine executed by the in-vehicle device according to the first embodiment. [Figure 6] 4 is a flowchart showing an example of a subroutine executed by the in-vehicle device according to the first embodiment. [Figure 7] FIG. 10 is a block diagram showing an example of the configuration of an in-vehicle device according to a second embodiment. [Figure 8] 10 is a flowchart illustrating an example of a routine executed by an in-vehicle device according to a second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the following description and accompanying drawings, substantially the same or equivalent parts are designated by the same reference numerals. [Example]

[0013] First Embodiment A configuration of a sound output system 100 including an in-vehicle device 10 as an information processing device according to a first embodiment will be described with reference to the accompanying drawings.

[0014] Fig. 1 shows an overview of the configuration of a sound output system 100. As shown in Fig. 1, the sound output system 100 is configured to include an in-vehicle device 10 as an information processing device. Note that Fig. 1 shows a case where the in-vehicle device 10 is mounted on a motorcycle M, which is a motorcycle as an example of a vehicle.

[0015] The in-vehicle device 10 can transmit and receive data to and from external devices such as external server devices and terminal devices via a network NW using a communication protocol such as TCP / IP or UDP / IP. The network NW can be constructed using, for example, a mobile communication network, wireless communication such as Wi-Fi (registered trademark), and internet communication including wired communication.

[0016] In this embodiment, the in-vehicle device 10 is a car navigation device. Also, in this embodiment, the in-vehicle device 10 is a terminal device of a so-called cloud-type car navigation device that receives from a user a destination to which the user wishes to be guided, transmits the destination to an external server, and the external server generates a route to the destination.

[0017] The in-vehicle device 10 is attached, for example, to the center of the meter unit of the motorcycle M. The in-vehicle device 10 is capable of controlling the output of sounds such as navigation voice and music acquired via the network NW while the motorcycle M is traveling from earphones 12 serving as a sound output device for an intercom 11 worn by a rider R of the motorcycle M. The in-vehicle device 10 and the intercom 11 communicate with each other using a wireless communication method such as Bluetooth (registered trademark).

[0018] The touch panel 15 is attached to, for example, the in-vehicle device 10. The in-vehicle device 10 is communicatively connected to the touch panel 15, and is capable of displaying a navigation screen on the touch panel 15 and receiving operations by the passenger R via the touch panel 15.

[0019] While riding the motorcycle M, the rider R hears noise in addition to the sound output from the earphone 12. Noise generated while the vehicle is traveling is thought to include ambient road noise, road noise caused by friction between the road surface and the tires, wind noise, and the vehicle's engine noise. Many of these components, such as road noise, wind noise, and engine noise, become louder as the vehicle's traveling speed increases, so the noise level increases as the speed increases.

[0020] In this way, when the noise level increases as the vehicle speed increases, the sound output from the earphones 12 is masked by the noise, making it difficult for the passenger R to hear. In particular, among vehicles, two-wheeled motor vehicles such as the motorcycle M do not have a passenger compartment, and the noise described above reaches the ears of the passenger R directly, so the impact of the noise is significant.

[0021] To prevent the sound output from the earphones 12 from becoming difficult to hear due to the influence of the noise as described above, the in-vehicle device 10 corrects the volume setting while the motorcycle M is traveling so that the sound output from the earphones 14 becomes louder as the traveling speed of the motorcycle M increases. In other words, the in-vehicle device 10 performs correction using a speed-linked automatic sound levelizer (ASL).

[0022] Specifically, the in-vehicle device 10 sets the amplification factor (gain) when the audio signal is amplified by an amplifier and input to the earphone 12, and corrects the volume setting by changing the gain according to the traveling speed of the motorcycle M.

[0023] In relation to this volume setting correction, the inventors of the present application discovered that the manner in which noise levels change in response to vehicle speed differs between when the vehicle is traveling inside a tunnel and when it is traveling outside a tunnel. Specifically, they discovered that the change in noise level in response to a change in vehicle speed inside a tunnel is smaller than the change in noise level in response to a change in vehicle speed outside a tunnel.

[0024] Figure 2 shows the results of measuring noise levels at various motorcycle speeds. In Figure 2, the dashed line shows the results measured outside the tunnel, and the solid line shows the results measured inside the tunnel. The dotted lines also show the approximate straight lines.

[0025] As shown in Figure 2, when the speed is zero, the noise level inside the tunnel is higher than outside the tunnel. This is thought to be due to the effects of sound reverberation inside the tunnel. However, it was found that the change in noise level with respect to the change in running speed, i.e., the slope of the noise level with respect to running speed, is smaller inside the tunnel than outside the tunnel.

[0026] In other words, up to a speed of approximately 80 km / h, the difference in noise levels between inside and outside the tunnel becomes smaller as the speed increases. Also, the noise levels inside and outside the tunnel become equal at around 80 km / h. Furthermore, at speeds above 80 km / h, the relationship between the noise levels inside and outside the tunnel appears to be reversed.

[0027] It has long been known that noise levels are louder inside tunnels than outside them due to factors such as sound reverberation, but this only occurs when the speed is below a certain level (80 km / h), and it has been found that this is more pronounced at lower speeds. It has also been found that the change in noise level relative to a change in speed is smaller inside tunnels than outside tunnels. Therefore, for example, if the change in noise level relative to a change in speed is assumed to be the same as outside a tunnel, and the gain is increased as the speed increases, the output sound from earphone 12 may become too loud.

[0028] Therefore, in this embodiment, the volume correction process of the speed-linked ASL performs a correction for outside the tunnel when outside the tunnel and a correction for inside the tunnel when inside the tunnel, so that the volume can always be controlled appropriately. Specifically, the in-vehicle device 10 stores separate gain correction formulas for correcting the gain of the audio signal input to the earphones 12, one for correction inside the tunnel and one for correction outside the tunnel, and uses different gain correction formulas depending on whether the motorcycle M is traveling inside the tunnel or not.

[0029] Furthermore, in this embodiment, when the motorcycle M is traveling through a tunnel, the on-board device 10 may use a different gain correction formula depending on whether or not a jet fan is installed in the tunnel. Jet fans blow air in the same direction as the traffic in order to ventilate the tunnel, so it is thought that a more stable tailwind will flow when a jet fan is installed and operating. This is true at least for one-way tunnels.

[0030] It is believed that a stable tailwind reduces noise, such as wind noise, and therefore reduces the amount of change in noise level relative to the amount of change in speed. Therefore, in this embodiment, the volume setting is corrected using a gain correction formula that has a smaller slope of the change in correction amount relative to the amount of change in speed when a jet fan is installed than when there is no jet fan.

[0031] Furthermore, in this embodiment, when the motorcycle M is traveling through a tunnel, the on-board device 10 may use different gain correction formulas depending on the length of the tunnel. Up to a tunnel length of approximately 1500 m, the longer the tunnel length, the stronger the tailwind becomes, and once the tunnel length exceeds approximately 1500 m, the strength of the tailwind tends to remain almost constant.

[0032] For this reason, in this embodiment, when the tunnel length is less than a threshold value (for example, 1500 m), the volume setting is corrected using a gain correction formula in which the slope of the change in correction amount relative to the change in speed is smaller the longer the tunnel length. Also, when the tunnel length is equal to or greater than the threshold value, the volume setting is corrected using a fixed gain correction formula regardless of the tunnel length.

[0033] The in-vehicle device 10 also stores a correction formula for each frequency, and can correct the volume setting so that the manner in which the gain changes in response to changes in speed for each frequency differs between inside and outside a tunnel. In other words, the volume setting for each frequency of the equalizer according to speed may be changed differently inside and outside a tunnel.

[0034] Fig. 3 is a block diagram showing the configuration of the in-vehicle device 10. For example, the in-vehicle device 10 is a device in which an input unit 25, a storage unit 27, a control unit 29, a communication unit 31, and an output unit 33 cooperate with each other via a system bus 23. Fig. 3 also shows various devices that transmit and receive data to and from the in-vehicle device 10.

[0035] As described above, the earphone 12 can output sounds such as navigation voice and music under the control of the in-vehicle device 10. For example, the earphone 12 outputs car navigation guidance voice with the volume adjusted by the in-vehicle device 10 according to the traveling speed of the motorcycle M.

[0036] The microphone 13 is a microphone device that receives surrounding sounds. For example, a car navigation system may be operated by voice via the microphone 13. For example, when a rider R of the motorcycle M makes a call with a user of another terminal via a network, the call is made via the microphone 13. The touch panel 15 is, for example, a touch panel monitor that combines a display such as a liquid crystal display capable of displaying images with a touchpad.

[0037] The motorcycle M is equipped with a GNSS (Global Navigation Satellite System) receiver 17. The GNSS receiver 17 is disposed, for example, near the meter unit of the motorcycle M. The GNSS receiver 17 is capable of transmitting the received GNSS signals to the in-vehicle device 10. When the in-vehicle device 10 receives GNSS data via the GNSS receiver, it acquires the current position of the motorcycle M based on the GNSS data. The current position of the motorcycle M is used, for example, to determine whether the motorcycle M is traveling through a tunnel. The traveling speed of the motorcycle M may also be estimated based on the GNSS data. The traveling speed of the motorcycle M is used, for example, in the volume correction process of the speed-linked ASL.

[0038] The bike M is also equipped with an acceleration sensor 19. The acceleration sensor 19 is capable of measuring the acceleration of the bike M and outputting a signal indicating the measured acceleration. The acceleration sensor 19 is a sensor that can detect acceleration in the direction of travel of the bike M when viewed from above the bike M, i.e., the front-to-rear direction. The acceleration sensor can also detect, for example, acceleration in the lateral direction (width direction) that is perpendicular to the direction of travel of the bike M.

[0039] The bike M is also equipped with a gyro sensor 21. The gyro sensor is a sensor that can detect the lateral angle (attitude) of the bike M, angular velocity, or angular acceleration, for example.

[0040] For example, when the in-vehicle device 10 cannot receive GNSS signals, such as when traveling through a tunnel, it estimates the current position of the motorcycle M by autonomous navigation (dead reckoning) using data received from the acceleration sensor 19 and the gyro sensor 21. Specifically, the current position of the motorcycle M is estimated based on the direction and distance traveled by the motorcycle M.

[0041] The bike M is also equipped with a camera 22. The camera 22 is an imaging device that captures images in front of the bike M. The camera 22 is attached, for example, near the meter unit of the bike M so that the front of the bike M is the imaging direction.

[0042] For example, the in-vehicle device 10 determines whether the motorcycle M is traveling through a tunnel by analyzing the image captured by the camera 22.

[0043] The input unit 25 is an interface unit that connects the in-vehicle device 10 with the microphone 13, the touch panel 15, the GNSS receiver 17, the acceleration sensor 19, the gyro sensor 21, and the camera 22 so that they can communicate with each other.

[0044] The in-vehicle device 10 can acquire audio data of the audio picked up by the microphone 13 via the input unit 25. For example, the in-vehicle device 10 can accept an input operation by audio from the user via the input unit 25.

[0045] The in-vehicle device 10 can receive, via the input unit 25, a signal indicating an input operation made on the touchpad of the touch panel 15. For example, the in-vehicle device 10 can accept, via the input unit 25, a setting input of a car navigation destination made by the user on the touch panel 15. The in-vehicle device 10 can receive, via the input unit 25, a GNSS signal from the GNSS receiver 17 and obtain the current position of the motorcycle M from the GNSS signal.

[0046] The in-vehicle device 10 can receive a signal indicating acceleration measured by the acceleration sensor 19 via the input unit 25. The in-vehicle device 10 can receive a signal indicating angular velocity or angular acceleration measured by the gyro sensor 21 via the input unit 25. The in-vehicle device 10 calculates the direction and distance of movement of the motorcycle M based on the signals from the acceleration sensor 19 and the gyro sensor 21, and estimates the current position of the motorcycle M based on this. The in-vehicle device 10 can also acquire images captured by the camera 22 via the input unit 25.

[0047] The storage unit 27 is a storage device configured by, for example, a hard disk drive, an SSD (Solid State Drive), a flash memory, etc. The storage unit 27 stores various programs executed in the in-vehicle device 10, such as an operating system and software for terminals. The various programs include a program for correcting the volume setting in the in-vehicle device 10.

[0048] The various programs may be acquired, for example, from another server device or the like via a network, or may be recorded on a recording medium and read via various drive devices. That is, the various programs stored in the storage unit 27 can be transmitted via a network, or can be recorded on a computer-readable recording medium and transferred.

[0049] The storage unit 27 also includes a map information database (map information DB in FIG. 3) 27A. The map information DB 27A stores map information including road maps. The map information is used, for example, for displaying directions in a car navigation system.

[0050] The in-vehicle device 10 determines whether the motorcycle M is traveling through a tunnel based on the map information in the map information DB 27A and the current position of the motorcycle M. The map information in the map information DB 27A also corresponds to jet fan information indicating whether a jet fan is installed in each tunnel on the map. The jet fan information is used when the in-vehicle device 10 corrects the volume setting. The map information in the map information DB 27A also corresponds to a tunnel length indicating the length of the tunnel, with each tunnel on the map. The tunnel length is used when the in-vehicle device 10 corrects the volume setting.

[0051] The storage unit 27 also includes a volume correction database (Volume Correction DB in FIG. 3) 27B. The volume correction DB 27B stores various correction data that are used by the in-vehicle device 10 to correct the volume setting depending on the riding environment of the motorcycle M. The correction data is, for example, a gain correction formula consisting of a function that indicates the relationship between speed and gain. For example, the correction data may be a correction formula that causes the gain to change continuously in response to changes in speed, or may be a correction formula that changes the gain in a step-like manner for each speed range, or a table that specifies the gain for each speed range.

[0052] For example, the volume correction DB 27B stores a gain correction formula for outside the tunnel, in which the gain is set according to the speed so as to correspond to the noise level outside the tunnel, which changes according to the speed, and a gain correction formula for inside the tunnel, in which the gain is set according to the speed so as to correspond to the noise level inside the tunnel, which changes according to the speed.

[0053] Comparing the correction formula for outside the tunnel with the correction formula for inside the tunnel based on the noise level trends inside and outside the tunnel shown in Figure 2, the gain correction amount for the change in speed is smaller in the gain correction formula for inside the tunnel than in the gain correction formula for outside the tunnel.

[0054] Furthermore, the volume correction DB 27B may store, for example, a plurality of gain correction formulas for inside a tunnel. For example, the volume correction DB 27B stores, as gain correction formulas for inside a tunnel, a gain correction formula for inside a tunnel where no jet fan is installed, and a gain correction formula for inside a tunnel where a jet fan is installed.

[0055] For example, the gain correction formula when a jet fan is installed has a smaller change in gain relative to the change in speed than the gain correction formula when a jet fan is not installed. This is because, as mentioned above, it is thought that a more stable tailwind blows inside the tunnel when a jet fan is installed, and this is expected to reduce the noise level compared to when a jet fan is not installed.

[0056] The volume correction DB 27B also stores a gain correction formula for each tunnel length, which is used when the tunnel length is less than a threshold value (e.g., 1500 m), and a gain correction formula that is used regardless of the tunnel length when the tunnel length is equal to or greater than the threshold value.

[0057] This is based on the tendency that, as mentioned above, the longer the tunnel length, the stronger the tailwind becomes up to about 1500 m, and that once the tunnel length exceeds about 1500 m, the strength of the tailwind does not change much. When the tunnel length is less than a threshold value (for example, 1500 m), it is assumed that the longer the tunnel length, the more noise is reduced, and a gain correction formula is stored in which the slope of the gain change amount relative to the speed change amount becomes smaller the longer the tunnel length.

[0058] Furthermore, when the tunnel length is equal to or greater than the threshold, it is assumed that the noise level does not change much even if the tunnel length increases, and one gain correction formula is stored regardless of the tunnel length.

[0059] The volume correction DB 27B may also store correction data for correcting the volume setting for each frequency of the sound output from the earphones 12. For example, correction formulas may be stored that change the amount of gain for each frequency relative to the amount of change in speed of the motorcycle M differently for use outside a tunnel and for use inside a tunnel.

[0060] Since it is expected that the change in noise volume relative to speed may differ for each frequency component inside and outside a tunnel, correcting the volume setting using separate correction formulas for each frequency inside and outside the tunnel makes it possible to make the sound output from earphones 12 easier to hear, even inside a tunnel. For example, if high-frequency noise increases more than other frequency ranges as speed increases inside a tunnel, the gain correction formula for the high-frequency range may be a correction formula with a steeper slope than the correction formulas for the other frequency ranges. On the other hand, if mid-frequency noise increases more than other frequency ranges as speed increases outside a tunnel, the gain correction formula for the mid-frequency range may be a correction formula with a steeper slope than the correction formulas for the other frequency ranges.

[0061] The control unit 29 is configured with a CPU (Central Processing Unit) 29A, a ROM (Read Only Memory) 29B, a RAM (Random Access Memory) 29C, etc., and functions as a computer. The CPU 29A reads and executes various programs stored in the ROM 29B and the storage unit 27, thereby realizing various functions.

[0062] In this embodiment, the control unit 29 performs functions such as correcting the volume setting of sounds such as navigation voices and outputting them from the earphone 12, and performing car navigation functions.

[0063] The communication unit 31 is a communication device that transmits and receives data to and from external devices in accordance with instructions from the control unit 29. The communication unit 31 is, for example, a network interface card (NIC) for connecting the in-vehicle device 10 to the network NW. The communication unit 31 is connected to the network NW and transmits and receives various data to and from external devices such as external server devices. For example, the control unit 29 transmits information such as a destination to an external server via the communication unit 31. For example, the control unit 29 receives audio data such as navigation audio from an external server via the communication unit 31.

[0064] The output unit 33 is an output interface unit for the earphones 12 and the touch panel 15. The control unit 29 can transmit an image signal to the touch panel 15 via the output unit 33 to display the image. The control unit 29 can also transmit an audio signal to the earphones 12 to output sound. The control unit 29 can display a navigation image received from an external server on the touch panel 15 via the output unit 33.

[0065] [Volume setting correction by control unit] The function of correcting the volume setting by the control unit 29 will be described below.

[0066] While the motorcycle M is traveling, the control unit 29 acquires the current position of the motorcycle M determined by GNSS positioning or autonomous navigation positioning as described above, and determines whether the motorcycle M is traveling through a tunnel by referring to the map information in the map information DB27A of the memory unit 27.

[0067] The control unit 29 may also determine whether the motorcycle M is traveling through a tunnel based on an image of the surroundings of the motorcycle M captured by the camera 22. For example, the control unit 29 performs image analysis on an image captured in front of the motorcycle M by the camera 22, and determines that the motorcycle M is traveling through a tunnel when the entrance to the tunnel or a scene inside the tunnel is detected in the image.

[0068] The control unit 29 may also acquire noise around the motorcycle M and determine whether the motorcycle M is traveling through a tunnel based on the ambient noise. For example, the control unit 29 determines whether the motorcycle M is traveling through a tunnel based on the ambient noise and the speed of the motorcycle M, using the relationship between speed and noise level as shown in Fig. 2. For example, the control unit 29 may acquire the ambient noise via the microphone 13, or may acquire the ambient noise around the motorcycle M from a sound level meter provided separately from the microphone 13.

[0069] In this way, the control unit 29 functions as a tunnel determination unit that executes a tunnel determination step of determining whether or not the vehicle is traveling through a tunnel.

[0070] The control unit 29 acquires the speed of the motorcycle M and corrects the volume setting of the sound output from the earphones 12 of the intercom 11 worn by the rider R of the motorcycle M in accordance with the speed of the motorcycle M. In other words, the control unit 29 functions as a volume setting correction unit that executes a volume setting correction step that corrects the volume setting of the sound output from the sound output device traveling with the vehicle in accordance with the speed of the vehicle. For example, the control unit 29 performs a correction such that the gain increases as the speed increases. Here, the speed of the motorcycle M in a tunnel may be the speed acquired from a vehicle speed pulse (not shown) or the speed immediately before entering the tunnel, since data from the GNSS receiver 17 cannot be acquired inside the tunnel, for example.

[0071] When the tunnel determination unit determines that the vehicle is traveling inside a tunnel, the control unit 29 corrects the volume setting so that the change in the volume setting correction amount relative to the amount of change in the speed of the motorcycle M is smaller than when the motorcycle M is traveling outside the tunnel. In this case, the control unit 29 reads out and uses, for example, a gain correction formula for inside a tunnel stored in the volume correction DB 27B. The gain correction formula for inside a tunnel is a correction formula in which the amount of gain correction relative to the amount of change in speed is smaller than the gain correction formula for outside a tunnel.

[0072] The control unit 29 may correct the volume setting by changing the gain in stages, for example, by setting a fixed value for each increase in speed by several kilometers to several tens of kilometers per hour. When correcting the gain by changing it in stages for each speed range in this way, the gain may be constant locally with respect to changes in speed. However, as an overall trend over a wide speed range (e.g., 0 to 80 km / h), the control unit 29 determines that when it is determined that the vehicle is traveling inside a tunnel, the change in the volume setting correction amount relative to the change in speed tends to be smaller than when it is determined that the vehicle is traveling outside a tunnel.

[0073] Furthermore, for example, the relationship between noise levels relative to speed inside and outside a tunnel is as shown in Figure 2, with the magnitude relationship changing at a speed of approximately 80 km / h. Focusing on this point, the control unit 29 increases the gain when it is determined that the motorcycle M is traveling inside a tunnel compared to when it is determined that the motorcycle M is traveling outside a tunnel, because the noise level inside the tunnel is higher when the motorcycle M's speed is zero. As the speed of the motorcycle M increases, the control unit 29 reduces the difference between the gain when it is determined that the motorcycle M is traveling inside a tunnel and the gain outside the tunnel at the same speed.

[0074] When the speed of the motorcycle M reaches approximately 80 km / h or more, if it is determined that the motorcycle M is traveling inside a tunnel, the control unit 29 reduces the gain compared to when it is determined that the motorcycle M is traveling outside the tunnel.

[0075] In other words, when the tunnel determination unit determines that the vehicle is traveling inside a tunnel, the control unit 29 increases the amount of correction for the volume setting when the vehicle speed is zero compared to the amount of correction when the vehicle is determined to be traveling outside the tunnel, and decreases the difference with the amount of correction outside the tunnel at the same speed as the vehicle speed increases, and decreases the amount of correction outside the tunnel at speeds above a predetermined speed.

[0076] As described above, the control unit 29 changes the amount of correction for the volume setting in response to the change in vehicle speed differently depending on whether the tunnel determination unit determines that the vehicle is traveling inside a tunnel or outside a tunnel.

[0077] The control unit 29 reads out an appropriate correction formula from the volume correction DB 27B depending on whether or not the motorcycle M is traveling through a tunnel, and sets a gain according to the speed of the motorcycle M according to the correction formula, thereby achieving the above-mentioned correction of the volume setting.

[0078] [Jet Fan] Furthermore, when the motorcycle M is traveling through a tunnel, the control unit 29 acquires information indicating whether or not a jet fan is installed in the tunnel. For example, the control unit 29 acquires jet fan information associated with map information stored in the map information DB 27A.

[0079] When a jet fan is installed in the tunnel through which the motorcycle M is traveling, the control unit 29 corrects the volume setting so that the change in the correction amount of the volume setting relative to the change in the speed of the motorcycle M is smaller than when the jet fan is not installed.

[0080] For example, when a jet fan is installed, the control unit 29 reads from the volume correction DB 27B a correction formula in which the amount of change in gain relative to the amount of change in speed is smaller than the gain correction formula when a jet fan is not installed, and corrects the volume setting in accordance with the correction formula. Note that this correction is based on the assumption that the noise level is lower when a jet fan blows a stable tailwind into the tunnel compared to when a jet fan is not installed.

[0081] [Tunnel length] Furthermore, when the motorbike M is traveling through a tunnel, the control unit 29 acquires the tunnel length of the tunnel. For example, the control unit 29 acquires information indicating the tunnel length from the map information stored in the map information DB 27A.

[0082] For example, if the length of the tunnel through which the motorbike M is traveling is less than a threshold value (for example, 1500 m), the control unit 29 changes the manner in which the correction amount for the volume setting is changed in response to the change in the speed of the motorbike M according to the tunnel length.

[0083] For example, as mentioned above, when the tunnel length is less than a threshold value (e.g., 1,500 m), the longer the tunnel length, the stronger the tailwind, which reduces noise, and the volume setting is corrected using a gain correction formula in which the slope of the change in correction amount relative to the change in speed is smaller the longer the tunnel length.

[0084] For example, when the tunnel length through which the motorbike M is traveling is equal to or greater than a threshold value, the control unit 29 keeps the manner in which the volume setting correction amount changes in response to the amount of change in the speed of the motorbike M constant regardless of the tunnel length.

[0085] For example, if the tunnel length is equal to or greater than the threshold, the strength of the tailwind does not change much even if the tunnel length increases, and therefore the noise level is assumed to remain unchanged, and the volume setting is corrected using a fixed gain correction formula regardless of the tunnel length.

[0086] [frequency] Furthermore, control unit 29 corrects the volume setting for each frequency using separate correction formulas for inside and outside the tunnel. This allows the appropriate gain to be set for each frequency component even if the change in noise volume relative to speed inside and outside the tunnel differs for each frequency component, making it possible to make the sound output from earphone 12 easier to hear even inside the tunnel.

[0087] In other words, the control unit 29 adjusts the volume setting correction amount for each frequency of the sound output by the sound output device in response to the change in vehicle speed differently when it is determined that the vehicle is traveling inside a tunnel and when it is determined that the vehicle is traveling outside a tunnel.

[0088] [Control routine] A control routine executed in the sound output system 100 of this embodiment will now be described.

[0089] 4 is a flowchart showing a control routine RT1, which is an example of a control routine executed by the control unit 29 of the in-vehicle device 10. The control unit 29 starts the control routine RT1, for example, when the motorcycle M starts to travel.

[0090] When the control routine RT1 starts, the control unit 29 first starts correcting the volume setting by the speed-linked ASL outside the tunnel (step S101). In step S101, for example, the control unit 29 acquires the speed of the motorcycle M, and uses a gain correction formula for outside the tunnel to correct the volume setting for audio such as the navigation audio according to the speed, and starts control to output the audio from the earphone 12.

[0091] After executing step S101, the control unit 29 determines whether or not the motorcycle M is traveling in a tunnel (step S102). In step S102, for example, the control unit 29 determines whether or not the motorcycle M is traveling in a tunnel based on the current position of the motorcycle M and map information.

[0092] In step S102, when it is determined that the motorcycle M is traveling in a tunnel (step S102: YES), the control unit 29 switches the correction of the volume setting of the sound output from the earphones 12 to the speed-linked ASL for inside the tunnel (step S103). In step S103, for example, the control unit 29 changes the correction formula used for the speed-linked ASL from the gain correction formula for outside the tunnel to the gain correction formula for inside the tunnel.

[0093] After executing step S103, the control unit 29 determines whether the motorcycle M is traveling outside the tunnel (step S104). In step S104, similar to the case of step S102, the control unit 29 determines whether the motorcycle M is traveling outside the tunnel based on the current position of the motorcycle M and map information.

[0094] In step S104, if it is determined that the motorcycle M is not traveling outside the tunnel (step S104: NO), the control unit 29 repeats step S104 and determines again whether the motorcycle M is traveling outside the tunnel.

[0095] In step S104, if it is determined that the motorcycle M is traveling outside the tunnel (step S104: YES), the control unit 29 returns the correction of the volume setting of the sound output from the earphones 12 to the speed-linked ASL outside the tunnel (step S105). In step S105, for example, the control unit 29 changes the correction formula used for the speed-linked ASL again from the gain correction formula for inside the tunnel to the gain correction formula for outside the tunnel.

[0096] After executing step S105, the control unit 29 determines whether or not the bike M has finished traveling (step S106). In step S106, for example, the control unit 29 determines that the bike M has finished traveling if the speed of the bike M is zero.

[0097] In step S106, if it is determined that the motorcycle M has not finished traveling (step S106: NO), the control unit 29 returns to step S102 and determines again whether the motorcycle M is traveling inside a tunnel.

[0098] Furthermore, if it is determined in step S102 that the motorcycle M is not traveling through a tunnel (step S102: NO), the control unit 29 proceeds to step S106 and determines whether the motorcycle M has finished traveling.

[0099] In step S106, if it is determined that the motorcycle M has finished traveling (step S106: YES), the control unit 29 ends the correction of the volume setting by the speed-linked ASL outside the tunnel (step S107). In step S107, the control unit 29 ends the correction of the volume setting according to the speed, and after step S107, ends the control routine RT1.

[0100] 5 is a flowchart showing a control routine TR2, which is an example of a subroutine executed by the control unit 29 in step S103 of the control routine RT1. When the control unit 29 starts the control routine RT2, it determines whether or not a jet fan is installed in the tunnel through which the motorcycle M is traveling (step S201). In step S201, for example, the control unit 29 references jet fan information included in the map information DB 27A to determine whether or not a jet fan is installed in the tunnel through which the motorcycle M is traveling.

[0101] In step S201, if it is determined that a jet fan is installed (step S201: YES), the control unit 29 changes the correction formula used to correct the volume setting from the gain correction formula for outside the tunnel to the gain correction formula for inside the tunnel when a jet fan is installed (with jet fan) (step S202).

[0102] Then, in accordance with the changed correction formula, the volume setting is corrected according to the speed of the motorcycle M. As described above, for example, the gain correction formula for use in a tunnel with a jet fan is a correction formula in which the amount of change in gain relative to the amount of change in speed is smaller than when there is no jet fan.

[0103] If it is determined in step S201 that a jet fan is not installed (step S201: NO), the control unit 29 changes the correction formula used to correct the volume setting from the gain correction formula for outside the tunnel to a gain correction formula for inside a tunnel when a jet fan is not installed (no jet fan) (step S203). Thereafter, the control unit 29 starts correcting the volume setting according to the speed of the motorcycle M according to the changed correction formula. After executing step S202 or step S203, the control unit 29 ends the control routine TR2.

[0104] 6 is a flowchart showing a control routine TR3, which is another example of a subroutine executed by the control unit 29 in step S103 of the control routine RT1. When the control unit 29 starts the control routine RT3, it acquires the tunnel length of the tunnel through which the motorcycle M is traveling, and determines whether the tunnel length is less than a threshold value (step S301).

[0105] In step S301, the control unit 29 acquires the tunnel length by referring to the map information DB 27A. In step S301, the control unit 29 determines that the tunnel length is less than the threshold value if, for example, the tunnel length is less than 1500 m.

[0106] In step S301, if it is determined that the tunnel length is less than the threshold value (step S301: YES), the control unit 29 changes the correction formula used to correct the volume setting from the gain correction formula for outside the tunnel to a gain correction formula for inside the tunnel that corresponds to the tunnel length (step S302). The gain correction formula for inside the tunnel that corresponds to the tunnel length is, for example, as described above, a correction formula in which the amount of change in gain relative to the amount of change in speed decreases as the tunnel length increases. Thereafter, the control unit 29 starts correcting the volume setting according to the speed of the motorcycle M in accordance with the changed correction formula.

[0107] In step S301, if it is determined that the tunnel length is not less than the threshold, i.e., is equal to or greater than the threshold (step S301: NO), the control unit 29 changes the correction formula used to correct the volume setting from the gain correction formula for outside the tunnel to a predetermined gain correction formula regardless of the tunnel length (step S303). The predetermined gain correction formula is, for example, a correction formula prepared in advance for correcting the volume setting when the tunnel length is equal to or greater than the threshold.

[0108] Thereafter, the control unit 29, in accordance with the changed correction formula, starts correcting the volume setting according to the speed of the bike M. After executing step S302 or step S303, the control unit 29 ends the control routine RT3.

[0109] 4 to 6, the correction formula used to correct the volume setting may be, for example, a set of correction formulas for each frequency band. This allows the earphone 12 to output a sound that is easy for the passenger R to hear, even if the volume changes differently for each frequency band inside and outside the tunnel in response to a change in speed.

[0110] As described above in detail, the in-vehicle device 10 as an information processing device of this embodiment includes a volume setting correction unit that corrects the volume setting of the sound output by the sound output device traveling with the vehicle in accordance with the vehicle speed, and a tunnel determination unit that determines whether the vehicle is traveling inside a tunnel. The volume setting correction unit changes the amount of correction of the volume setting with respect to the amount of change in the vehicle speed differently depending on whether the tunnel determination unit determines that the vehicle is traveling inside a tunnel or outside a tunnel.

[0111] This makes it possible to correct the volume setting by varying the change amount of the volume setting in a manner appropriate for inside and outside the tunnel, for example, so that even if the speed changes inside the tunnel, sounds such as navigation voice and music can be output from the earphone 12 at an appropriate volume that is easy for the passenger R to hear, just like when outside the tunnel.

[0112] Therefore, according to this embodiment, it is possible to provide an information processing device, an information processing method, an information processing program, and a storage medium that enable appropriate volume correction for sounds output by a sound output device traveling with a vehicle, depending on the vehicle's driving environment, such as whether or not the vehicle is driving through a tunnel. [Example]

[0113] 7, the configuration and functions of a sound output system 100 including an in-vehicle device 10 as an information processing device according to Example 2 will be described. In Example 2, the sound output system 100 is configured in the same way as in Example 1, except that the motorcycle M is equipped with a road surface sensor 35 and a vibration sensor 37, and the volume setting is corrected according to the speed by the control unit 29, i.e., the volume correction process of the speed-linked ASL is different.

[0114] In the second embodiment, the in-vehicle device 10 corrects the volume setting of the sound to be output from the earphone 12 according to the driving environment, namely, the road surface condition of the road on which the motorcycle M is traveling, instead of the driving environment, namely, whether the motorcycle M is traveling through a tunnel as in the first embodiment.

[0115] The road surface sensor 35 is an optical sensor that detects whether the road surface is dry or wet on the road on which the motorcycle M is traveling. The road surface sensor 35 is communicably connected to the in-vehicle device 10 via the input unit 25. The in-vehicle device 10 acquires the detection result of the road surface dry / wet state by the road surface sensor 35 as the road surface condition via the input unit 25.

[0116] The vibration sensor 37 is a vibration sensor capable of measuring the vertical vibration intensity of the motorcycle M. The vibration sensor 37 is communicably connected to the in-vehicle device 10 via the input unit 25. The in-vehicle device 10 acquires the vibration intensity of the motorcycle M measured by the vibration sensor 37 via the input unit 25. The in-vehicle device 10 adjusts the gain correction formula, for example, based on the vibration intensity. Furthermore, the in-vehicle device 10 may convert the vibration intensity into road surface conditions, for example, and use this to correct the volume setting.

[0117] In the second embodiment, the map information DB 27A includes information indicating the type of road pavement, such as asphalt pavement, concrete pavement, etc. The map information DB 27A may also store more detailed pavement types, such as porous asphalt pavement, porous concrete pavement, etc.

[0118] In the second embodiment, the volume correction DB 27B stores gain correction formulas for each road surface condition used to correct the volume setting. For example, the volume correction DB 27B stores gain correction formulas for each type of pavement. The amount of change in noise level relative to the amount of change in speed may differ depending on the type of pavement, so by using a gain correction formula appropriate for the type of pavement, it is possible to correct the volume setting appropriately regardless of the type of pavement.

[0119] For example, since concrete pavement has a higher road noise than asphalt pavement, it is expected that the change in noise level relative to the change in speed will also be larger when the road surface is concrete pavement than when the road surface is asphalt pavement. Therefore, in this embodiment, when the road surface is concrete pavement, a gain correction formula is used in which the change in gain relative to the change in speed is larger than when the road surface is asphalt pavement.

[0120] Furthermore, since porous asphalt pavement and porous concrete pavement have voids that reduce road noise, it is expected that the change in noise level relative to the change in speed will be smaller than that of normal concrete pavement or asphalt pavement. Therefore, in this embodiment, when the road surface condition is porous asphalt pavement or porous concrete pavement, a gain correction formula is used in which the change in gain relative to the change in speed is smaller than that of asphalt pavement and concrete pavement.

[0121] The volume correction DB 27B also stores gain correction formulas for different road conditions, depending on whether the road is wet or dry. Road noise is louder when the road is wet than when it is dry, and the change in noise level relative to a change in speed is greater in wet conditions. Therefore, in this embodiment, a gain correction formula is used in which the change in gain relative to a change in speed is greater when the road is wet than when it is dry.

[0122] The volume correction DB 27B may also store a gain correction formula according to the snow condition, i.e., whether or not there is snow on the road surface. When there is snow on the road surface, the road noise is smaller than when there is no snow. Therefore, in this embodiment, a gain correction formula is used in which the amount of change in gain with respect to the amount of change in speed is smaller when there is snow on the road than when there is no snow on the road.

[0123] Further, the volume correction DB 27B may store a gain correction formula according to the road surface condition acquired based on the vibration intensity of the motorcycle M.

[0124] The control unit 29 acquires the type of pavement of the road on which the bike M is traveling based on the current position of the bike M and map information.

[0125] As described above, the control unit 29 obtains the wet / dry state of the road surface by receiving a signal indicating the detection result from the road surface sensor 35. The control unit 29 may also obtain the wet / dry state of the road surface based on weather information. The control unit 29 may also obtain whether there is snow on the road surface based on a signal from an optical sensor or weather information.

[0126] Furthermore, the control unit 29 may acquire the road surface condition based on a signal from the vibration sensor 37. For example, the control unit 29 may acquire the road surface condition by estimating the road surface roughness from the vibration intensity measured by the vibration sensor 37.

[0127] In this way, the control unit 29 functions as a road surface condition acquisition unit that executes a road surface condition acquisition step of acquiring the road surface condition of the road on which the vehicle is traveling.

[0128] [Volume setting correction] As in the first embodiment, the control unit 29 acquires the speed of the motorcycle M and corrects the volume setting of the sound output from the earphones 12 of the intercom 11 worn by the rider R of the motorcycle M according to the speed of the motorcycle M. In other words, the control unit 29 functions as a volume setting correction unit that executes a volume setting correction step that corrects the volume setting of the sound output from the sound output device traveling with the vehicle according to the speed of the vehicle. For example, the control unit 29 performs a correction such that the gain increases as the speed increases.

[0129] In this second embodiment, the control unit 29 corrects the volume setting of the sound to be output from the earphone 12 according to the amount of change in the speed of the motorcycle M, using a gain correction formula that corresponds to the road surface conditions of the road on which the motorcycle M is traveling.

[0130] For example, the road surface condition is the type of pavement of the road surface. Based on the fact that concrete pavement produces louder road noise than asphalt pavement, the control unit 29 corrects the volume setting so that when the type of pavement on which the motorcycle M is traveling is concrete, the amount of change in the volume setting correction relative to the amount of change in the speed of the motorcycle M is greater than when the type of pavement is asphalt.

[0131] In this case, for example, the control unit 29 reads out a correction formula for concrete pavement from the volume correction DB 27B, which has a larger change in gain relative to the change in speed of the motorcycle M than in the case of asphalt pavement, and corrects the volume setting according to the correction formula.

[0132] Also, for example, when the type of pavement on which the motorcycle M is traveling is porous asphalt pavement or porous concrete pavement, the control unit 29 corrects the volume setting using a gain correction formula in which the change in gain relative to the change in speed is smaller than for asphalt pavement and concrete pavement.

[0133] In other words, the control unit 29 varies the amount of correction of the volume setting relative to the amount of change in the vehicle speed depending on the type of road pavement.

[0134] For example, the road surface condition may be whether the road surface is wet or dry, or whether there is snow on the road. When the road is wet, the control unit 29 corrects the volume setting using a gain correction formula in which the amount of change in gain relative to the amount of change in speed is larger than when the road is dry.

[0135] In other words, when the road surface on which the vehicle is traveling is wet, the control unit 29 corrects the volume setting so that the change in the correction amount for the volume setting relative to the change in the vehicle's speed is greater than when the road surface is dry.

[0136] Furthermore, for example, when there is snow on the road surface, the control unit 29 corrects the volume setting using a gain correction formula in which the amount of change in gain relative to the amount of change in speed is smaller than when there is no snow on the road surface.

[0137] In other words, when there is snow on the surface of the road on which the vehicle is traveling, the volume setting correction unit corrects the volume setting so that the change in the volume setting correction amount relative to the change in the speed of the vehicle is smaller than when there is no snow on the surface of the road.

[0138] For example, when the control unit 29 acquires the road surface roughness of the road on which the motorcycle M is traveling as the road surface condition based on the vibration intensity of the motorcycle M, the control unit 29 may correct the volume setting using a correction formula for that road surface roughness. For example, the volume setting is corrected so that the greater the road surface roughness, the greater the change in the correction amount for the volume setting relative to the change in vehicle speed.

[0139] As described above, the control unit 29 changes the amount of correction of the volume setting relative to the amount of change in the vehicle speed depending on the surface condition of the road on which the vehicle is traveling.

[0140] In addition, depending on combinations of multiple road surface conditions described above, different correction formulas may be used. For example, even for the same concrete pavement, the magnitude of road noise differs between a dry road surface state and a wet road surface state. Therefore, correction of volume settings may be performed using correction formulas according to the pavement state and the dry / wet state. Table 1 shows an example where the correction formulas according to the pavement state and the dry / wet state are F1 to F8.

[0141]

Table 1

[0142] For example, in the same pavement state, the slope is larger in the wet state. Therefore, for concrete pavement, the magnitude relationship of slopes is F1 < F5. Also, porous concrete and porous asphalt have less road noise than concrete and asphalt both when the road surface is dry and when it is wet. Also, therefore, for the magnitude relationship of slopes, for the dry state, F1 > F2 > F3, F4, and for the wet state, F5 > F6 > F7, F8.

[0143] In addition, the control unit 29 may correct the volume setting using a gain correction formula for each frequency band of the sound output by the sound output device according to the road surface state. In other words, the volume setting correction unit varies the correction amount of the volume setting for each frequency of the sound output by the sound output device according to the road surface state.

[0144] For example, it is assumed that the change in the magnitude of noise with respect to speed may differ for each frequency component according to the road surface state. Therefore, by correcting the volume setting with a separate correction formula for each frequency for each road surface state, it is possible to make the output sound from the earphone 12 easier to hear in any road surface state.

[0145] [Adjustment of Correction Amount of Volume Setting] In addition to correcting the volume setting according to the road surface state, the control unit 29 may adjust the correction amount of the volume setting.

[0146] <000-0488>For example, the control unit 29 may obtain the vibration intensity of the bike M from the vibration sensor 37 and adjust the correction amount for the volume setting according to the vibration intensity. For example, the greater the vibration intensity, the greater the slope of the gain change amount relative to the speed change amount in the gain correction formula. Alternatively, the correction formula may be shifted to a higher gain side without changing the slope.

[0147] For example, when comparing the correction formula for asphalt pavement and the correction formula for concrete pavement, the slope of the change in gain relative to the change in speed is greater for concrete pavement, but it is expected that the slope of the correction formula for asphalt pavement will be greater as a result of adjusting the correction formula for asphalt pavement based on the vibration intensity of motorcycle M while traveling on an asphalt pavement road.

[0148] For example, the control unit 29 may acquire the type of tires of the motorcycle M and adjust the correction amount of the volume setting according to the type of tires. The type of tires may include, for example, the type of tires, such as studless tires, the presence or absence of tire chains, or the type of tire chains. The type of tire chains may include, for example, the material of the tire chains (for example, metal, resin). The control unit 29 acquires the type of tires of the motorcycle M based on input by the rider R as a user, for example, via the touch panel 15 or the microphone 13.

[0149] For example, even under the same road surface conditions, it is expected that the level of road noise will differ depending on the tire type. Therefore, by adjusting the gain correction formula according to the tire type, it is possible to make more appropriate corrections to the volume setting.

[0150] For example, the slope of the correction amount change with respect to the speed change in the correction formula according to the road surface condition may be increased for a tire type that generates greater road noise. Alternatively, the correction formula may be shifted to a higher gain without changing the slope.

[0151] [Control routine] A control routine executed in the sound output system 100 of the second embodiment will be described with reference to Fig. 8. Fig. 8 is a flowchart showing a control routine RT4, which is an example of a control routine executed by the control unit 29 of the in-vehicle device 10. The control unit 29 starts the control routine RT4, for example, when the motorcycle M starts traveling.

[0152] When the control routine RT4 starts, the control unit 29 first starts correcting the volume setting using the speed-linked ASL (step S401). In step S401, for example, the control unit 29 acquires the speed of the motorcycle M and corrects the volume setting according to the speed of the motorcycle M, for example, according to a gain correction formula for a dry asphalt pavement as an initial setting.

[0153] After executing step S401, the control unit 29 starts acquiring the road surface condition of the road on which the motorcycle M is traveling (step S402). In step S402, for example, the control unit 29 starts acquiring the pavement condition of the road on which the motorcycle M is traveling based on the current position of the motorcycle M and map information. Also, in step S402, for example, the control unit 29 acquires the dry / wet condition of the road on which the motorcycle M is traveling via the road surface sensor 35.

[0154] After executing step S402, the control unit 29 determines whether the correction of the volume setting matches the road surface condition (step S403). In step S403, for example, the control unit 29 determines whether the correction formula currently being used is the correction formula for the acquired road surface condition. For example, if the road surface condition acquired in step S402 is a concrete pavement and a wet condition, the control unit 29 determines whether a correction formula suitable for a concrete pavement and a wet condition is being used.

[0155] If it is determined in step S403 that the volume setting correction does not match the road surface conditions (step S403: NO), the control unit 29 switches to a speed-linked ASL that matches the road surface conditions (step S404). In step S404, for example, the control unit 29 changes the correction formula used for the speed-linked ASL from a gain correction formula for asphalt pavement in a dry state to a gain correction formula for concrete pavement in a wet state. Thereafter, the control unit 29 starts correcting the volume setting according to the speed of the motorcycle M according to the changed correction formula.

[0156] After executing step S404, the control unit 29 determines whether or not the bike M has finished traveling (step S405). In step S405, for example, the control unit 29 determines that the bike M has finished traveling if the speed of the bike M is zero.

[0157] In step S403, if it is determined that the correction of the volume setting is appropriate for the road surface conditions (step S403: YES), the control unit 29 proceeds to step S405 and determines whether or not the bike M has finished traveling.

[0158] In step S405, if it is determined that the bike M has not finished traveling (step S405: NO), the control unit 29 returns to step S403 and determines again whether the correction of the volume setting is in accordance with the road surface conditions.

[0159] In step S405, if it is determined that the bike M has stopped traveling (step S405: YES), the control unit 29 stops obtaining the road surface conditions (step S406), ends the speed-linked ASL (step S407), and ends the control routine RT4.

[0160] According to this routine, even if the road surface conditions on which the motorcycle M is traveling change, it is possible to always use a correction formula that is suited to the current road surface conditions.

[0161] As described above, the in-vehicle device 10 as an information processing device of the second embodiment includes a volume setting correction unit that corrects the volume setting of the sound output by the sound output device that moves with the vehicle in accordance with the speed of the vehicle, and a road surface condition acquisition unit that acquires the road surface condition of the road on which the vehicle is traveling. The volume setting correction unit changes the manner in which the correction amount of the volume setting changes with the amount of change in the speed of the vehicle in accordance with the road surface condition.

[0162] This prevents the sound output from the earphone 12 from becoming difficult to hear due to road noise caused by the state of the road on which the vehicle is traveling, for example.

[0163] Therefore, according to the second embodiment, it is possible to provide an information processing device, an information processing method, an information processing program, and a storage medium that enable appropriate volume correction of the sound output from a sound output device moving with the vehicle in accordance with the vehicle's driving environment, i.e., the road surface condition.

[0164] The configurations and control routines of the in-vehicle device 10 in the above-described embodiment are merely examples, and can be appropriately selected, combined, or modified depending on the application.

[0165] In the above embodiment, the vehicle is a motorbike (two-wheeled motor vehicle), but the present invention can be similarly applied to vehicles other than motorbikes.

[0166] In the above embodiment, an intercom earphone is used as an example of the sound output device, but the present invention is not limited to this. For example, the sound output device may be a helmet speaker, a headset speaker, or headphones. In addition, in the case of a vehicle with a passenger compartment, the present invention can be applied to a speaker provided in the passenger compartment as the sound output device.

[0167] Furthermore, the above description has focused on the case where the sound output from the earphones is audio acquired via a network, but this is not limited to this, and audio data stored in the storage unit of the in-car device 10 may be reproduced and output.

[0168] In the above embodiment, the sound output from the earphones may include, in addition to navigation voice and music, audio content such as tourist information about touring courses and recommended spots, weather information, traffic information, etc. The sound output from the earphones may also include the voice of a conversation between rider R of motorcycle M and a user of another terminal.

[0169] Furthermore, in the above embodiment, an example has been described in which the in-vehicle device 10 is connected to the network NW, but the in-vehicle device 10 does not have to be connected to the network NW. In this case, the in-vehicle device 10 may play sound data such as navigation voice or music stored in a storage unit and output the sound from a sound output device such as earphones.

[0170] Furthermore, the in-vehicle device 10 is not limited to a cloud-based navigation device, and the control unit of the in-vehicle device 10 may generate a route and generate a navigation voice.

[0171] In the above embodiment, the in-vehicle device 10 is a navigation device, but the present invention is not limited to this, and the in-vehicle device 10 does not have to have a navigation function. The in-vehicle device 10 only needs to have the function of correcting the volume setting as described above.

[0172] The in-vehicle device 10 does not need to have a touch panel and may be operable by voice. For example, the in-vehicle device 10 may be a drive recorder. The in-vehicle device 10 may also be a terminal device such as a smartphone, tablet, PC, or wearable device carried by a vehicle passenger. [Explanation of symbols]

[0173] 10 Onboard equipment 11 Intercom 12 Earphones 13. Mike 15 Touch Panel 17 GNSS receiver 19 Acceleration Sensor 21 Gyro sensor 22 Camera 25 Input section 27 Memory section 29 Control Unit 31 Communications Department 33 Output section 35 Road surface sensor 37 Vibration Sensor

Claims

1. a volume setting correction unit that corrects a volume setting of a sound output by a sound output device that moves together with a vehicle in accordance with the speed of the vehicle; a road surface condition acquisition unit that acquires the road surface condition of the road on which the vehicle is traveling; and The information processing device, wherein the volume setting correction unit changes the manner in which the volume setting correction amount changes with respect to the amount of change in the speed of the vehicle depending on the road surface condition.

2. The road surface condition is the type of pavement of the road, 2. The information processing device according to claim 1, wherein the volume setting correction unit changes the amount of correction of the volume setting relative to the amount of change in the speed of the vehicle depending on the type of pavement of the road.

3. The road surface condition is a dry / wet state, i.e., whether the road surface is dry or wet; 2. The information processing apparatus according to claim 1, wherein the volume setting correction unit changes the amount of correction of the volume setting relative to the amount of change in the speed of the vehicle depending on the dry / wet condition of the road.

4. 4. The information processing device according to claim 3, wherein the volume setting correction unit corrects the volume setting so that, when the road surface is wet, a change in the volume setting correction amount relative to a change in the vehicle speed is greater than when the road surface is dry.

5. 4. The information processing apparatus according to claim 3, wherein the road surface condition acquisition unit acquires the dry / wet state of the road based on a signal from an optical sensor or weather information.

6. The road surface condition is a snow accumulation state, i.e., whether or not there is snow on the road surface; 2. The information processing apparatus according to claim 1, wherein the volume setting correction unit changes the amount of correction of the volume setting relative to the amount of change in the speed of the vehicle depending on the state of snow accumulation on the road.

7. The information processing device according to claim 6, characterized in that the volume setting correction unit corrects the volume setting so that, when there is snow on the road surface, the change in the volume setting correction amount relative to the change in the vehicle speed is smaller than when there is no snow on the road surface.

8. 8. The information processing apparatus according to claim 1, wherein the road surface condition acquisition unit acquires the road surface condition of the road based on a vibration intensity of the vehicle.

9. 8. The information processing apparatus according to claim 1, wherein the volume setting correction unit acquires a vibration intensity of the vehicle and adjusts a correction amount of the volume setting in accordance with the vibration intensity.

10. The information processing device described in any one of claims 1 to 7, characterized in that the volume setting correction unit acquires the type of tire of the vehicle, the presence or absence of tire chains, or the tire type including the type of tire chains, and adjusts the correction amount of the volume setting according to the tire type.

11. 8. The information processing device according to claim 1, wherein the volume setting correction unit varies the amount of correction of the volume setting for each frequency of the sound output by the sound output device depending on the road surface condition.

12. An information processing method executed by an information processing device, a volume setting correction step of correcting a volume setting of a sound output by a sound output device moving together with the vehicle in accordance with the speed of the vehicle; a road surface condition acquisition step of acquiring a road surface condition of a road on which the vehicle is traveling; Including, The information processing method, wherein the volume setting correction step varies the amount of correction of the volume setting relative to the amount of change in the speed of the vehicle depending on the road surface condition.

13. An information processing program executed by an information processing device including a computer, the computer comprising: a volume setting correction step of correcting a volume setting of a sound output by a sound output device moving together with the vehicle in accordance with the speed of the vehicle; a road surface condition acquisition step of acquiring a road surface condition of a road on which the vehicle is traveling; Execute an information processing program for causing the volume setting correction step to vary a change in the volume setting correction amount relative to a change in the vehicle speed depending on the road surface condition;

14. An information processing device having a computer, a volume setting correction step of correcting a volume setting of a sound output by a sound output device moving together with the vehicle in accordance with the speed of the vehicle; a road surface condition acquisition step of acquiring a road surface condition of a road on which the vehicle is traveling; Execute A computer-readable storage medium that stores an information processing program for causing the volume setting correction step to vary the manner in which the volume setting correction amount changes with respect to the change in the vehicle speed depending on the road surface condition.

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