Driving assistance systems and computer programs

Abstract

To provide a drive assistance device which can appropriately set a control mode which outputs sound depending on the magnitude of a vehicle behavior in accordance with a situation in consideration of difference in change of the driving behavior of a driver in response to an output sound.SOLUTION: A drive assistance device that outputs sound corresponding to a vehicle behavior sets, according to a predetermined determination condition, a control mode which outputs a sound to a first output control mode in which sound is continuously output changing the output sound in accordance with the magnitude of a vehicle behavior during traveling of a vehicle or to a second output control mode in which a reward sound is output in accordance with stability of a vehicle behavior in a predetermined section travelled by the vehicle every time the vehicle has traveled a predetermined section, and executes processing to output a sound in accordance with the first or second output control mode that has been set.SELECTED DRAWING: Figure 14

Description

Technical Field

[0001] The present disclosure relates to a driving support device and a computer program for supporting the driving of a vehicle.

Background Art

[0002] The technical level of vehicle driving operations varies among drivers. The technical level of driving operations affects the riding comfort and traffic safety. In response, various devices have been proposed that determine vehicle driving operations and notify the driver of the determination results of the driving operations or provide advice.

[0003] For example, Patent Document 1 proposes a driving support device that can accurately determine the driving operation state, enable the driver to know information about the comprehensive evaluation of the driving operation state in the current driving, and promote the improvement of the driving operation technology in the next driving. Specifically, Patent Document 1 discloses a driving support device provided with a change amount calculation unit that calculates a first related value related to the change amount of acceleration, a jerk calculation unit that calculates a second related value related to jerk, and a state determination unit that determines whether the driving state is a smooth driving state or a swaying driving state according to a determination criterion set in advance using a vibration model from the first and second related values, and a comprehensive determination unit that calculates a score for the determination result by the state determination unit in the current driving and calculates a first evaluation index by dividing this score by the number of determinations by the state determination unit in the current driving, and calculates a comprehensive evaluation score of the driving operation state in the current driving based on this first evaluation index.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, since the driver assistance system described in Patent Document 1 evaluates a series of driving operations performed during the current drive, it is difficult for the driver to understand specifically which driving operations were evaluated. In contrast, if the evaluation results and advice on driving operations are presented to the driver during driving via voice text or image display, there is a risk that the driver's attention to the surroundings of the vehicle will decrease when they are checking the content of the evaluation results and advice. Furthermore, when informing the driver of the evaluation results of driving operations, it may be effective to inform them that the driving operations are highly evaluated, or it may be effective to inform them that the driving operations are poorly evaluated.

[0006] This disclosure has been made in view of the above-mentioned issues, and the purpose of this disclosure is to provide a driver assistance device and a computer program that can appropriately set a control mode for outputting sound according to the magnitude of the vehicle's behavior, taking into account the differences in the driver's driving behavior in response to the output sound. [Means for solving the problem]

[0007] To solve the above problems, according to one aspect of this disclosure, a driver assistance device is provided that outputs sound in accordance with the behavior of a vehicle, the driver assistance device comprising one or more processors and one or more memories connected to the one or more processors in a communicative manner, wherein the processor sets a control mode for outputting sound to either a first output control mode that continuously outputs sound while changing the output sound according to the magnitude of the vehicle's behavior during vehicle driving, or a second output control mode that outputs a reward sound according to the degree of stability of the vehicle's behavior in a predetermined section traveled each time the vehicle travels a predetermined section, and the driver assistance device is provided that performs a process of outputting sound according to the set first output control mode or second output control mode.

[0008] To solve the above problems, in one view of the present disclosure, a computer program is provided which is applied to a driver assistance device that assists in driving a vehicle, and which causes one or more processors to execute a process that includes setting a control mode for outputting sound to a first output control mode that continuously outputs sound while changing the output sound according to the magnitude of the vehicle's behavior while the vehicle is driving, according to predetermined determination conditions, or a second output control mode that outputs a reward sound according to the degree of stability of the vehicle's behavior in the predetermined section traveled each time the vehicle travels a predetermined section, and outputting sound according to the set first output control mode or second output control mode. [Effects of the Invention]

[0009] As explained above, according to this disclosure, the control mode for outputting sound can be appropriately set according to the situation, taking into account the differences in the driver's driving behavior in response to the output sound. [Brief explanation of the drawing]

[0010] [Figure 1] This is a schematic diagram showing an example of the configuration of a vehicle equipped with a driver assistance device according to an embodiment of the present disclosure. [Figure 2] This is a block diagram showing an example configuration of a driver assistance device according to one embodiment of the present disclosure. [Figure 3] This is an explanatory diagram showing an example of setting conditions in the first output control mode by the driver assistance device according to the same embodiment. [Figure 4] This is an explanatory diagram illustrating data processing by the driver assistance device according to the same embodiment. [Figure 5] This is an explanatory diagram showing the sound conversion process by the driver assistance device according to the same embodiment. [Figure 6] This is an explanatory diagram showing the change in output sound due to a change in the threshold value in the first output control mode of the driver assistance device according to the same embodiment. [Figure 7] This is an explanatory diagram showing the sound conversion process by the driver assistance device according to the same embodiment. [Figure 8]It is an explanatory diagram showing an example of setting a reward sound in a second output control mode by the driving support device according to the same embodiment. [Figure 9] It is an explanatory diagram showing an example of changing a threshold value in a second output control mode by the driving support device according to the same embodiment. [Figure 10] It is a flowchart showing a main routine of an auditory stimulus control process by the driving support device according to the same embodiment. [Figure 11] It is a flowchart of a process of setting a control mode using the driving environment of a vehicle by the driving support device according to the same embodiment as a determination condition. [Figure 12] It is a flowchart of a process of setting a control mode using the characteristics of a driver of a vehicle by the driving support device according to the same embodiment as a determination condition. [Figure 13] It is a flowchart of a process of setting a control mode using the usage history of past auditory stimulus control by a driver by the driving support device according to the same embodiment as a determination condition. [Figure 14] It is a flowchart of a process of setting a control mode using the habituation to an auditory stimulus by the driving support device according to the same embodiment as a determination condition. [Figure 15] It is an explanatory diagram showing an example of a method for determining whether there is an effect of stabilizing the behavior of a vehicle. [Figure 16] It is an explanatory diagram showing another example of a method for determining whether there is an effect of stabilizing the behavior of a vehicle. [Figure 17] It is an explanatory diagram showing another example of a method for determining whether there is an effect of stabilizing the behavior of a vehicle. [Figure 18] It is a flowchart of a control process in a first output control mode by the driving support device according to the same embodiment. [Figure 19] It is a flowchart of a condition setting process in a first output control mode by the driving support device according to the same embodiment. [Figure 20] It is a flowchart of a control process in a second output control mode by the driving support device according to the same embodiment. [Figure 21]It is a flowchart of condition setting processing in the second output control mode by the driving support device according to the embodiment. [Figure 22] It is a flowchart of sound output control processing in the second output control mode by the driving support device according to the embodiment.

Mode for Carrying Out the Invention

[0011] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the present specification and drawings, components having substantially the same functional configuration are denoted by the same reference numerals, and redundant description is omitted.

[0012] <1. Example of Vehicle Configuration> First, an example of the overall configuration of a vehicle to which the driving support device according to the embodiment of the present disclosure can be applied will be described.

[0013] FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle 10 provided with a driving support device 1 according to the present embodiment. The vehicle 10 shown in FIG. 1 is configured as a four-wheel drive vehicle that transmits the driving torque output from a driving power source 9 that generates the driving torque of the vehicle to the left front wheel 3LF, the right front wheel 3RF, the left rear wheel 3LR, and the right rear wheel 3RR (hereinafter, collectively referred to as "wheel 3" when no particular distinction is required). The driving power source 9 may be an internal combustion engine such as a gasoline engine or a diesel engine, may be a driving motor, or may be provided with both an internal combustion engine and a driving motor.

[0014] Note that the vehicle 10 may be an electric vehicle provided with, for example, two driving motors, a front-wheel driving motor and a rear-wheel driving motor, or may be an electric vehicle provided with a driving motor corresponding to each wheel 3. Further, when the vehicle 10 is an electric vehicle or a hybrid electric vehicle, the vehicle 10 is equipped with a secondary battery that stores electric power supplied to the driving motor, and a generator such as a motor or a fuel cell that generates electric power for charging the battery.

[0015] Vehicle 10 is equipped with a drive source 9, an electric steering device 43, and a brake fluid pressure control unit 20 as devices used for controlling the operation of vehicle 10. The drive source 9 outputs drive torque which is transmitted to the front wheel drive shaft 5F and the rear wheel drive shaft 5R via a transmission (not shown), a front wheel differential mechanism 7F, and a rear wheel differential mechanism 7R. The drive of the drive source 9 and the transmission is controlled by a vehicle control device 40 which is configured to include one or more electronic control units (ECUs).

[0016] An electric steering system 43 is provided on the front wheel drive axle 5F. The electric steering system 43 includes an electric motor and gear mechanism (not shown) and is controlled by a vehicle control device 40 to adjust the steering angles of the left front wheel 3LF and the right front wheel 3RF. During manual driving, the vehicle control device 40 controls the electric steering system 43 based on the steering angle of the steering wheel 41 made by the driver. The electric steering system 43 may also be a hydraulic power steering system.

[0017] The brake system of vehicle 10 is configured as a hydraulic brake system. The brake fluid pressure control unit 20 adjusts the hydraulic pressure supplied to the brake calipers 21LF, 21RF, 21LR, and 21RR (hereinafter collectively referred to as "brake calipers 21" unless otherwise specified) located on the front, rear, left, and right drive wheels 3LF, 3RF, 3LR, and 3RR, respectively, to generate braking force. The drive of the brake fluid pressure control unit 20 is controlled by the vehicle control device 40. If vehicle 10 is an electric vehicle or a hybrid electric vehicle, the brake fluid pressure control unit 20 is used in conjunction with regenerative braking by the drive motor.

[0018] The vehicle control device 40 includes one or more electronic control devices that control the drive of a drive source 9 that outputs drive torque to the vehicle 10, an electric steering device 43 that controls the steering angle of the steering wheel 41 or steering wheels, and a brake fluid pressure control unit 20 that controls the braking force of the vehicle 10. The vehicle control device 40 may also have a function to control the drive of a transmission that changes the speed of the output output from the drive source 9 and transmits it to the wheels 3. When the vehicle 10 is being driven manually, the vehicle control device 40 acquires information on the amount of operation performed by the driver and controls the drive of the drive source 9 that outputs drive torque to the vehicle 10, the electric steering device 43 that controls the steering angle of the steering wheel 41 or steering wheels, and the brake fluid pressure control unit 20 that controls the braking force of the vehicle 10.

[0019] The driver assistance system 1 mounted on the vehicle 10 includes a vehicle body behavior measurement device 11, a vehicle surroundings detection device 13, a weather information detection device 15, a vehicle position information detection device 17, an input unit 19, a sound output device 31, and an information processing device 50. While the vehicle 10 is in motion, the driver assistance system 1 acquires data indicating the behavior of the vehicle 10 and performs processing to output sounds corresponding to the behavior. Since the behavior of the vehicle 10 mainly reflects the driver's steering operation state, accelerator operation state, and brake operation state, the driver can recognize their own driving operation state in real time and intuitively through auditory stimuli. The driver assistance system 1 of this disclosure will be described in detail below.

[0020] <2. Configuration of the driver assistance system> Figure 2 is a block diagram showing an example of the configuration of the driver assistance device 1 according to this embodiment.

[0021] The driver assistance system 1 includes a vehicle body behavior measurement device 11, a vehicle surrounding conditions detection device 13, a weather information detection device 15, a vehicle position information detection device 17, an input unit 19, a sound output device 31, and an information processing device 50. The vehicle body behavior measurement device 11, the vehicle surrounding conditions detection device 13, the weather information detection device 15, the vehicle position information detection device 17, the input unit 19, and the sound output device 31 are connected to the information processing device 50 in a communicative manner via a dedicated line or a communication bus such as CAN (Controller Area Network). The information processing device 50 is composed of, for example, a processor such as a CPU (Central Processing Unit), electrical circuits, memory elements such as RAM (Random Access Memory) and ROM (Read Only Memory). Part or all of the information processing device 50 may be composed of updatable components such as firmware, or it may be a program module executed by commands from the CPU, etc.

[0022] The driver assistance device 1 functions as a device that outputs sounds corresponding to the behavior of the vehicle 10 by having one or more processors such as CPUs execute a computer program, thereby allowing the driver to recognize the evaluation of the driver's driving operations through auditory stimuli. The computer program is a computer program that causes the processor to execute the operations that the information processing device 50 should perform, which will be described later. The computer program executed by the processor may be recorded on a recording medium that functions as a memory 53 provided in the information processing device 50, or it may be recorded on a recording medium built into the information processing device 50 or on any external recording medium that can be attached to the information processing device 50.

[0023] Recording media for storing computer programs may include magnetic media such as hard disks, floppy disks, and magnetic tapes; optical recording media such as CD-ROMs (Compact Disk Read Only Memory), DVDs (Digital Versatile Disks), and Blu-ray®; magneto-optical media such as floppy disks; memory elements such as RAM and ROM; flash memory such as USB (Universal Serial Bus) memory and SSDs (Solid State Drives); and other media capable of storing programs.

[0024] (2-1. Vehicle behavior measurement device) The vehicle behavior measurement device 11 is a device that measures data indicating the behavior of the vehicle 10. The vehicle behavior measurement device 11 includes, for example, at least one of a vehicle speed sensor, an acceleration sensor, and an angular velocity sensor. The vehicle speed sensor detects, for example, the rotational speed of the drive shaft of the vehicle 10. The acceleration sensor detects at least longitudinal acceleration, which is the acceleration in the longitudinal direction of the vehicle body, and lateral acceleration, which is the acceleration in the width direction of the vehicle body. The acceleration sensor may also detect vertical acceleration, which is the acceleration in the height direction of the vehicle body. The angular velocity sensor detects the rate of change of the rotation angle around the axis in the longitudinal direction of the vehicle body (roll angle), the rotation angle around the axis in the width direction of the vehicle body (pitch angle), and the rotation angle around the axis in the height direction of the vehicle body (yaw angle). The angular velocity sensor may also be a yaw rate sensor that detects the rate of change of the yaw angle.

[0025] The data measured by the vehicle behavior measurement device 11 is data that can change due to steering, acceleration, and braking operations by the driver, and is input to the information processing device 50 as data indicating the behavior of the vehicle 10. The information processing device 50 is configured to acquire information indicating the data measured by the vehicle behavior measurement device 11. In addition to the vehicle speed sensor, acceleration sensor, and angular velocity sensor, the vehicle behavior measurement device 11 may include sensors capable of measuring data that reflects the behavior of the vehicle 10.

[0026] (2-2. Vehicle surrounding conditions detection device) The vehicle surroundings detection device 13 is a device that detects information about the conditions around the vehicle 10. The vehicle surroundings detection device 13 is composed of at least one of the following: a stereo camera, a monocular camera, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), and a radar sensor. In the example of the vehicle 10 shown in Figure 1, the vehicle surroundings detection device 13 is equipped with a pair of left and right front-facing cameras 13LF, 13RF and a LiDAR 13S.

[0027] The vehicle surroundings detection device 13 detects objects around the vehicle 10, such as other vehicles, bicycles, pedestrians, road signs, and other obstacles, based on the acquired data, and calculates the distance, relative speed, and relative position to these objects. The vehicle surroundings detection device 13 also detects information about the surrounding conditions of the vehicle 10, such as road width, based on the acquired data. The information detected by the vehicle surroundings detection device 13 is input to the information processing device 50. The information processing device 50 is configured to acquire the information detected by the vehicle surroundings detection device 13. The vehicle surroundings detection device 13 may include equipment capable of detecting information about the surrounding conditions of the vehicle 10, in addition to a stereo camera, monocular camera, LiDAR, and radar sensor.

[0028] (2-3. Weather Information Detection Device) The weather information detection device 15 is a device that detects information about the weather in the area where the vehicle 10 is driving. The weather information detection device 15 is composed of at least one of the following: a stereo camera, a monocular camera, a rain sensor, an anemometer, and an acceleration sensor. The weather information detection device 15 can detect rainfall, snowfall, snow accumulation, and road freezing based on imaging data from the stereo camera or monocular camera. The weather information detection device 15 can also estimate the amount of rainfall based on the detection data from the rain sensor. The weather information detection device 15 can also detect wind speed and wind direction based on the detection data from the anemometer. The weather information detection device 15 can also estimate wind speed and wind direction based on the sensor signal from the acceleration sensor.

[0029] The information detected by the weather information detection device 15 is input to the information processing device 50. The information processing device 50 is configured to acquire the information detected by the weather information detection device 15. In addition to a stereo camera, monocular camera, rain sensor, wind pressure gauge, and acceleration sensor, the weather information detection device 15 may also include equipment capable of detecting information about the weather in the driving area of ​​the vehicle 10. Furthermore, the weather information detection device 15 may receive information from an external system, such as telematics, to acquire information about the weather in the driving area. The information processing device 50 is configured to acquire the information detected by the weather information detection device 15.

[0030] (2-4. Vehicle Location Information Detection Device) The vehicle position information detection device 17 receives positioning signals transmitted from a GNSS (Global Navigation Satellite System), such as GPS (Global Positioning System), and measures the position of the vehicle 10. The vehicle position information detection device 17 may also receive positioning signals transmitted from other systems, such as the Quasi-Zenith Satellite System, instead of GNSS, or in conjunction with GNSS, to measure the position of the vehicle 10. The position information of the vehicle 10 detected by the vehicle position information detection device 17 is input to the information processing device 50. The information processing device 50 is configured to acquire the position information detected by the vehicle position information detection device 17.

[0031] (2-5. Input Section) The input unit 19 receives user input and transmits it to the information processing device 50. The input unit 19 may be, for example, a touch panel display or a dial-type control device. Alternatively, the input unit 19 may be a voice recognition device that accepts input via the crew's voice or an image recognition device that accepts input via gestures.

[0032] In this embodiment, the input unit 19 receives information regarding the driver's attributes. The information regarding the driver's attributes is information related to the driver's driving skills and includes at least one of the following: the driver's age, the number of years since obtaining their license, the frequency of driving, the number of years since their last drive, etc. Furthermore, it may also include other information that can estimate the driver's driving skills. This information may be input in the form of a questionnaire in which the driver answers questions presented by the information processing device 50, or data that has been determined or stored in advance may be input.

[0033] Furthermore, the input unit 19 may accept input of information about the desired sound to be output. For example, it may be configured so that a driver or the like can select a desired sound from among the timbres or types of sounds presented by the information processing device 90. Specifically, it may be possible to select the type of instrument sound or sound effect to be output. The data of the selected sound is stored in advance in the storage unit 55 of the information processing device 50, but the sound data may be able to be updated or added by communicating with an external server or the like.

[0034] (2-6. Sound Output Device) The sound output device 31 is a device that outputs sounds that can be recognized by the driver. The sound output device 31 may be a speaker installed in the vehicle 10, or it may be a speaker dedicated to the driver assistance device 1. The output of the sound output device 31 is controlled by the information processing device 50, and the driver is made aware of the evaluation of the driving operation state through auditory stimuli. In the vehicle 10 shown in Figure 1, the sound output device 31 is composed of four speakers 31LF, 31RF, 31LR, and 31RR installed on the front, rear, left, and right sides of the vehicle 10.

[0035] (2-7. Information Processing Equipment) The information processing device 50 includes a communication unit 51, a control unit 53, and a storage unit 55. The control unit 53 includes an acquisition unit 61, a data processing unit 63, a first output processing unit 65, a second output processing unit 67, and a control mode setting unit 69. The control unit 53 is a processor such as a CPU, and each of the acquisition unit 61, data processing unit 63, first output processing unit 65, second output processing unit 67, and control mode setting unit 69 is a function realized by the execution of a program by the processor. However, parts of the acquisition unit 61, data processing unit 63, first output processing unit 65, second output processing unit 67, and control mode setting unit 69 may be configured with analog circuits.

[0036] (2-7-1. Storage section) The memory unit 55 is configured to include one or more memory elements such as RAM or ROM. The memory unit 55 stores programs executed by the control unit 53, various parameters used for program execution, acquired data, calculation result data, and the like.

[0037] (2-7-2. Communications Department) The communication unit 51 is an interface for transmitting and receiving data and signals with the vehicle body behavior measurement device 11, the vehicle surrounding conditions detection device 13, the weather information detection device 15, the vehicle position information detection device 17, the input unit 19, and the sound output device 31.

[0038] (2-7-3. Acquisition Department) The acquisition unit 61 of the control unit 53 acquires information output from the vehicle body behavior measurement device 11, the vehicle surroundings detection device 13, the weather information detection device 15, the vehicle position information detection device 17, and the input unit 19 via the communication unit 51. The information acquired by the acquisition unit 61 includes data indicating the behavior of the vehicle 10 output from the vehicle body behavior measurement device 11. The acquisition unit 61 acquires information at a predetermined calculation cycle and stores the acquired data in the storage unit 55.

[0039] (2-7-4. Data Processing Section) The data processing unit 63 of the control unit 53 performs predetermined data processing on the data indicating the behavior of the vehicle 10 acquired by the acquisition unit 61. Specifically, the data processing unit 63 performs at least one of the following processes on the acquired measurement data of vehicle speed, acceleration (longitudinal acceleration, lateral acceleration, vertical acceleration) or angular velocity (angular velocity of yaw angle, roll angle, and pitch angle): smoothing, absolute value conversion, or differentiation, to calculate an index value that indicates the magnitude of the vehicle 10's behavior.

[0040] For example, the data processing unit 63 performs smoothing, absolute value conversion, and differentiation processing on the measured data of vehicle speed, acceleration, or angular velocity to calculate the absolute value of acceleration, the jerk of the absolute value of acceleration, or the jerk of the absolute value of angular velocity. The data processing unit 63 may use the calculated absolute values ​​of acceleration, angular velocity, jerk, or angular velocity as index values. In particular, by using the absolute value of jerk or angular velocity as index values, the influence of changes in vehicle speed, acceleration, or angular velocity due to the trajectory of the road and the acceleration and deceleration of other vehicles is reduced, and changes in the behavior of the vehicle 10 caused by the driver's driving operation state can be evaluated with greater accuracy.

[0041] Furthermore, the data processing unit 63 may calculate a single index value using multiple data points from acceleration, angular velocity, jerk, or the absolute value of angular acceleration. In this case, the data processing unit 63 may replace the values ​​of each data point used with the same index (for example, a value between 0 and 100), and use the average value of all the data points used, after replacing them with the same index, as the index value. In this embodiment, the data processing unit 63 calculates the index value using a number (type) of data points set based on the vehicle's driving conditions by the first output processing unit 65 or the second output processing unit 67, which will be described later.

[0042] The calculated acceleration and jerk are calculated individually for at least one of the longitudinal acceleration, lateral acceleration, and vertical acceleration. Similarly, the calculated angular velocity and angular acceleration are calculated individually for at least one of the yaw angle, roll angle, and pitch angle. Furthermore, the index value calculated by the data processing unit 63 increases with greater vehicle behavior and decreases with smaller behavior.

[0043] (2-7-5. First output processing unit) The first output processing unit 65 of the control unit 53, while the control mode is set to the first output control mode, executes a process to continuously output sound while the vehicle 10 is running, changing the output sound according to the magnitude of the vehicle 10's behavior. In this embodiment, the first output processing unit 65 converts the index value calculated by the data processing unit 63 into output sound information, and controls the drive of the sound output device 31 based on the output sound information to generate output sound. The region in which the output sound changes continuously in accordance with the change in the index value (hereinafter also referred to as the "output sound change region") may be fixed or variable. In this embodiment, an upper limit value for defining the output sound change region is set based on the driving conditions of the vehicle 10. The lower limit value of the output sound change region may be zero or a positive value greater than zero.

[0044] For example, the first output processing unit 65 sets an upper limit based on the driver attribute information input from the input unit 19 and the driving environment that affects the stability of the vehicle 10's behavior, as driving conditions for the vehicle 10. Specifically, the first output processing unit 65 sets a smaller upper limit value the higher the estimated driving skill, and a larger upper limit value the lower the estimated driving skill, based on the information related to the driver's driving skill acquired as driver attribute information. As a result, for example, in the case of a driver with high driving skill and stable vehicle 10 behavior, the upper limit value is lowered, allowing the driver to recognize more subtle changes in vehicle 10 behavior compared to a driver with low driving skill. Therefore, it is possible to guide a driver with high driving skill to further stabilize the vehicle 10's behavior. On the other hand, for a driver with low driving skill, it is possible to guide the vehicle to an appropriate level of behavioral stability according to the driver's driving skill.

[0045] The driver attribute information related to the driver's driving skills includes at least one of the following, obtained via the input unit 19: the driver's age, years since obtaining their license, driving frequency, and years since their last drive. In other words, if the driver is elderly, the upper limit is increased because there is a high possibility that their driving skills have declined. Also, the longer the years since obtaining their license, the higher the presumed driving skills are, so the upper limit is decreased. Also, the more frequently they drive, the higher the presumed driving skills are, so the upper limit is decreased. Also, the longer the years since their last drive (blank period), the higher the presumed driving skills are, so the upper limit is increased.

[0046] Furthermore, the first output processing unit 65 may adjust the upper limit based on data of the index value during past driving by the same driver, in conjunction with the information acquired via the input unit 19. For example, the first output processing unit 65 may use information on the number or frequency of times the index value calculated by the data processing unit 63 exceeded the upper limit during past driving by the same driver. In this case, the lower the upper limit, the less often or fewer times the index value exceeded the upper limit, as this is presumed to indicate higher driving skill.

[0047] Furthermore, the first output processing unit 65 may set an upper limit based on the driving environment that affects the stability of the vehicle's behavior. For example, the first output processing unit 65 sets a small upper limit in driving environments where it is desirable to improve the stability of the vehicle's behavior due to the high degree of risk caused by the traffic environment, and sets a large upper limit in driving environments where the degree of risk caused by the traffic environment is low. This guides the driver's driving operations to a state that can stabilize the behavior of the vehicle 10 when driving in driving environments where the degree of risk caused by the traffic environment is high, thereby leading the vehicle to safe driving.

[0048] Examples of driving environments with a high risk due to traffic conditions include driving scenes with a large number of pedestrians and cyclists, driving scenes with heavy vehicle traffic, driving on school routes during school hours, and driving on narrow roads. For example, the first output processing unit 65 can determine a driving environment with a high risk due to traffic conditions based on information about the surrounding conditions of the vehicle input from the vehicle surrounding conditions detection device 13 and the vehicle's location information detected by the vehicle location information detection device 17 and map data.

[0049] Specifically, the first output processing unit 65 can identify driving scenes with a large number of pedestrians and bicycles or driving scenes with heavy vehicle traffic, based on the number of pedestrians, bicycles, and other vehicles recognized from the surrounding conditions of the vehicle input from the vehicle surrounding conditions detection device 13. Furthermore, the first output processing unit 65 can identify driving scenes on school routes during school hours, based on road sign information recognized from the surrounding conditions of the vehicle input from the vehicle surrounding conditions detection device 13, vehicle location information detected by the vehicle location information detection device 17, map data, and time information. In addition, the first output processing unit 65 can identify driving scenes on narrow roads, based on the road width recognized from the surrounding conditions of the vehicle input from the vehicle surrounding conditions detection device 13.

[0050] Furthermore, the first output processing unit 65 may set a smaller upper limit in driving environments where the vehicle's stability is likely to decrease, and a larger upper limit in driving environments where the vehicle's stability is unlikely to decrease, as these driving environments affect the stability of the vehicle's behavior. This allows the driver's driving operations to be guided to a state where the vehicle's behavior can be stabilized when driving in driving environments where the vehicle's stability may decrease. Driving environments where the vehicle's stability is likely to decrease include driving scenes where the risk of accidents and other incidents increases due to weather conditions, such as when there is heavy rainfall, heavy snowfall, strong winds, snow accumulation, and icy roads. Based on the weather information of the vehicle's driving area detected by the weather information detection device 15, the first output processing unit 65 can estimate driving environments where the vehicle's stability is likely to decrease due to weather conditions.

[0051] The first output processing unit 65 assigns an index value to the elements of the output sound that change continuously in accordance with the change in the index value (hereinafter also referred to as "change elements"), based on the output sound change range determined by the set upper limit value, and sets the output sound corresponding to the index value. The change elements of the output sound can be, for example, pitch, frequency, volume, tempo (time interval of sound output), or the number of timbres to be generated, but are not limited to these examples.

[0052] Furthermore, a state in which the output sound changes continuously in accordance with the change in the index value means that, in relation to the index value, elements of change in the output sound, such as pitch, frequency, volume, tempo, or the number of timbres produced, are assigned in steps or continuously according to the magnitude of the value, and a sound corresponding to the calculated index value is output. Also, a state in which the output sound is continuously output means that the sound continues to be output regardless of whether the sound changes continuously or remains constant.

[0053] In this embodiment, when the index value is within the output sound change region, the sound continuously output from the sound output device 31 changes continuously in accordance with the change in the index value. For example, if the type of output sound is the sound of an instrument with a musical scale, the pitch of the output sound is set to increase gradually and continuously as the index value increases. If the type of output sound is not an instrument sound or is the sound of an instrument without a musical scale, the frequency of the output sound may be set to increase continuously and without step as the index value increases. Alternatively, the volume of the output sound may be set to increase continuously as the index value increases, or the tempo of the output sound may be set to increase continuously as the index value increases. Furthermore, the number of timbres generated as the output sound may be set to decrease gradually and continuously as the index value increases. This allows the driver to intuitively recognize changes in the stability of the vehicle 10's behavior. In particular, if the pitch or frequency of the output sound increases, the volume increases, the tempo increases, or the number of timbres generated decreases as the index value increases, the driver can more intuitively recognize that the stability of the vehicle 10's behavior is decreasing.

[0054] Furthermore, if the index value is greater than or equal to the upper limit, a predetermined control is executed. In this embodiment, if the index value is greater than or equal to the upper limit, the sound continuously output from the sound output device 31 is set to a constant sound. For example, if the pitch or frequency of the output sound increases as the index value increases within the output sound change region, when the index value is greater than or equal to the upper limit, the pitch or frequency of the output sound may be fixed to the highest pitch or frequency among the continuously changing pitches or frequencies. Similarly, if the volume of the output sound increases as the index value increases within the output sound change region, when the index value is greater than or equal to the upper limit, the volume of the output sound may be fixed to the highest volume among the continuously changing volumes. Also, if the tempo of the output sound increases as the index value increases within the output sound change region, when the index value is greater than or equal to the upper limit, the tempo of the output sound may be fixed to the fastest tempo among the continuously changing tempos. Also, if the number of timbres of the output sound decreases as the index value increases within the output sound change region, when the index value is greater than or equal to the upper limit, the number of timbres of the output sound may be fixed to the smallest number among the continuously changing timbres. This allows the driver to intuitively recognize that the vehicle 10's behavioral stability has decreased.

[0055] Furthermore, in this embodiment, if the lower limit of the output sound change region is set to a value greater than zero, when the index value is below the lower limit, the sound continuously output from the sound output device 31 will be a constant sound. For example, if the pitch or frequency of the output sound increases as the index value increases within the output sound change region, when the index value is below the lower limit, the pitch or frequency of the output sound may be fixed to the lowest pitch or frequency among the continuously changing pitches or frequencies. Similarly, if the volume of the output sound increases as the index value increases within the output sound change region, when the index value is below the lower limit, the volume of the output sound may be fixed to the lowest volume among the continuously changing volumes. Also, if the tempo of the output sound increases as the index value increases within the output sound change region, when the index value is below the lower limit, the tempo of the output sound may be fixed to the slowest tempo among the continuously changing tempos. Furthermore, if the number of timbres of the output sound increases as the index value increases within the output sound change region, when the index value is below the lower limit, the number of timbres of the output sound may be fixed to the smallest number among the continuously changing timbres. This allows the driver to intuitively recognize that the vehicle 10 is in a highly stable state.

[0056] The output sound may be a single timbre or type of sound, but it can also be a chord in which multiple different pitches, timbres, or types of sounds are produced simultaneously. For example, the number of timbres or types of sounds in the output sound may be increased or decreased in accordance with the increase or decrease in the types of data used to evaluate the magnitude of the vehicle 10's behavior. Furthermore, when evaluating the magnitude of the vehicle 10's behavior using multiple data, an index value may be calculated for each data, and a sound corresponding to each index value may be output. In this case, the sounds corresponding to each index value may be the same timbre or type of sound, or they may be different timbres or types of sounds. When the output sound is a chord, depending on the pitches, timbres, or number of sounds used, it can be made to sound pleasant to the driver, or it can be made to sound like a sound that gives a negative impression.

[0057] The first output processing unit 65 sets the output sound change range according to the set upper limit and assigns an output sound change element for each index value. For example, if the sound of an instrument with a musical scale is selected as the timbre of the output sound, the first output processing unit 65 assigns an index value for each musical scale possessed by the instrument sound used. Specifically, when using a piano sound as the output sound, in the range where the index value is below the lower limit of the output sound change range, the first output processing unit 65 sets the pitch of the output sound to the lowest musical scale. On the other hand, in the range where the index value is above the upper limit of the output sound change range, the first output processing unit 65 sets the pitch of the output sound to the highest musical scale. Furthermore, if the index value is within the output sound change range, the first output processing unit 65 assigns an index value for each musical scale corresponding to each key between the lowest and highest musical scales.

[0058] Furthermore, if a sound effect without a musical scale is selected as the type of output sound, the first output processing unit 65 sets a frequency band as a change element of the output sound within the range of human audible frequencies (for example, 20 to 20,000 Hz) and assigns an index value to the frequency. Similarly, in this case as well, if the index value is below the lower limit of the output sound change region, the first output processing unit 65 sets the frequency of the output sound to the minimum value of the band. On the other hand, if the index value is above the upper limit of the output sound change region, the first output processing unit 65 sets the frequency of the output sound to the maximum value of the band. Also, if the index value is within the output sound change region, the first output processing unit 65 assigns an index value steplessly between the minimum and maximum values ​​of the frequency band.

[0059] Similarly, when changing the volume, tempo, or number of timbres of the output sound instead of changing the pitch or frequency of the output sound, or in conjunction with changing the pitch or frequency of the output sound, the first output processing unit 65 assigns index values ​​to the changing elements in steps or continuously.

[0060] Here, it is preferable that the range of change of the continuously changing elements in the output sound change region, that is, the range of variation in pitch or frequency, volume, tempo or the number of timbres, is the same regardless of the upper limit. In other words, it is preferable that the range of change of the output sound elements is the same regardless of the width of the output sound change region. This allows the driver to intuitively recognize how close the magnitude of the vehicle 10's behavior is to the current upper limit, regardless of the width of the output sound change region. Furthermore, if the range of change of the output sound elements is the same regardless of the width of the output sound change region, the narrower the output sound change region, the more precisely the output sound can be changed in response to subtle changes in the vehicle 10's behavior, allowing the driver to recognize more subtle changes in behavior.

[0061] In this manner, the first output processing unit 65 sets the timbre or type of the output sound to the timbre or type selected by the user, such as a driver, and assigns index values ​​to the change elements of the output sound according to the setting of the output sound change region, setting the change elements corresponding to the index values ​​calculated by the data processing unit 63. As a result, the index values ​​calculated by the data processing unit 63 are converted into output sound information.

[0062] The first output processing unit 65 controls the drive of the sound output device 31 based on the calculated output sound information and generates an output sound. In this embodiment, the first output processing unit 65 outputs a set timbre or type of sound according to set variable elements such as pitch, frequency, volume, tempo, or number of timbres.

[0063] The first output processing unit 65 may set conditions for data processing by the data processing unit 63 based on at least one of the above-mentioned driver attribute information or vehicle 10 driving environment information. For example, the first output processing unit 65 may set the number of data types used by the data processing unit 63 when calculating an index value indicating the magnitude of the vehicle 10's behavior based on at least one of the above-mentioned driver attribute information or vehicle driving environment information.

[0064] In this case, the first output processing unit 65 increases the number of data types used to calculate the index value as the estimated driver's driving skill from the driver's attribute information increases, and decreases the number of data types used to calculate the index value as the estimated driver's driving skill decreases. As a result, for example, in the case of a driver with high driving skill and stable vehicle behavior 10, the driving operation state is evaluated based on a larger number of data types, and the vehicle behavior can be guided to further stabilize the vehicle behavior 10. On the other hand, for drivers with low driving skill, the driving operation state is evaluated based on a relatively small number of data, so the vehicle behavior can be guided to an appropriate level of stability according to the driver's driving skill.

[0065] Furthermore, the first output processing unit 65 increases the types of data used to calculate the index value, especially in driving environments where it is desirable to improve the stability of the vehicle's behavior, or in driving environments where it is highly likely that the stability of the vehicle's behavior will decrease. This allows the driving operation state to be evaluated based on a wider variety of data when driving in driving environments where the risk due to the traffic environment is high and it is desirable to improve the stability of the vehicle's behavior, thereby guiding the driver's driving operation to a state that can stabilize the behavior of the vehicle 10 and leading the vehicle 10 to safe driving. In addition, when driving in driving environments where it is highly likely that the stability of the vehicle 10's behavior will decrease, such as during heavy rainfall or snowfall or storms, the driving operation state can be evaluated based on a wider variety of data, thereby guiding the driver's driving operation to a state that can stabilize the behavior of the vehicle 10.

[0066] Furthermore, even when increasing or decreasing the types of data used to calculate the index values, prioritizing the use of lateral jerk or yaw angle angular acceleration data, regardless of the number of data types used, makes it easier to evaluate the driver's steering operation. Similarly, prioritizing the use of longitudinal jerk or roll angle angular acceleration data makes it easier to evaluate the driver's accelerator and brake operation.

[0067] Figure 3 is an explanatory diagram illustrating an example of how to set upper limits based on driver attribute information and information related to the driving environment that affects the stability of the vehicle 10's behavior, as well as how to increase or decrease the types of data used to calculate index values.

[0068] As shown in Figure 3, regarding driver attribute information, if the driver's age exceeds a predetermined age and falls into the category of elderly, the upper limit of the index value is increased by a predetermined number, and the types of data used to calculate the index value are reduced. Conversely, the longer the number of years since obtaining the license, the lower the upper limit of the index value is, and the more types of data used to calculate the index value are increased. On the other hand, the shorter the number of years since obtaining the license, the higher the upper limit of the index value is, and the fewer types of data used to calculate the index value are reduced.

[0069] Furthermore, the more frequently the vehicle is operated, the lower the upper limit of the indicator value becomes by a predetermined number, and the number of data types used to calculate the indicator value increases. Conversely, the less frequently the vehicle is operated, the higher the upper limit of the indicator value becomes by a predetermined number, and the number of data types used to calculate the indicator value decreases. Also, the longer the number of years elapsed since the last operation (blank period), the higher the upper limit of the indicator value becomes by a predetermined number, and the number of data types used to calculate the indicator value decreases.

[0070] Furthermore, regarding information on the driving environment of vehicle 10, in driving scenes with many pedestrians and cyclists, driving scenes with heavy traffic, driving on school routes during school hours, and driving on narrow roads, it is desirable to improve the stability of vehicle 10's behavior, so the upper limit of the index value is reduced by a predetermined number, and the types of data used to calculate the index value are increased. Also, in situations with heavy rainfall or snowfall, high wind speeds, snow accumulation, and icy roads, the stability of vehicle 10's behavior is likely to decrease, so the upper limit of the index value is reduced by a predetermined number, and the types of data used to calculate the index value are increased.

[0071] The first output processing unit 65 increases or decreases the upper limit value and the number of data types based on driver attribute information and vehicle driving environment information, relative to a preset upper limit reference value. For example, when calculating an index value as an index value between 0 and 100, the reference value for the upper limit may be set to 50, and the upper limit value may be calculated by adding or subtracting "10" based on each piece of information. Alternatively, if the data usable for calculating the index value consists of 12 pieces of data—longitudinal acceleration, lateral acceleration, vertical acceleration, yaw angle angular velocity, pitch angle angular velocity, roll angle angular velocity, longitudinal jerk, lateral jerk, vertical jerk, yaw angle angular acceleration, pitch angle angular acceleration, and roll angle angular acceleration—the number of data to be used may be set to 5 as the reference number, and the number of data to be used may be increased or decreased by one based on each piece of information. However, the upper limit value and the number of data types are increased or decreased within the range of the preset maximum and minimum values, respectively.

[0072] Furthermore, the amount by which the upper limit is increased or decreased, and the number of increases or decreases when increasing or decreasing the number of data types, may be constant regardless of the information, or they may be weighted according to the information.

[0073] The data conversion process, sound conversion process, and condition setting process in the first output control mode will be explained below with reference to Figures 4 to 6, using specific examples.

[0074] Figures 4 and 5 are explanatory diagrams showing an example of data conversion processing by the data processing unit 63 and sound conversion processing by the first output processing unit 65. Figures 4 and 5 show an example in which the pitch of the piano sound to be output is set using the value of lateral jerk (lateral acceleration) obtained from the measurement data of lateral acceleration detected by the acceleration sensor, which is one of the vehicle body behavior measurement devices 11, as an index value. In the example shown in Figure 5, the lower limit of the output sound change region, in which the output sound changes continuously in response to changes in the index value, is set to zero.

[0075] As shown in Figure 4, the data processing unit 63 performs smoothing and absolute value conversion processing on the measured lateral acceleration data to convert it into absolute value data of lateral acceleration, and further performs time differentiation processing to convert the measured lateral acceleration data into absolute value data of lateral jerk.

[0076] As shown in Figure 5, the first output processing unit 65 sets the pitch of the output sound according to the absolute value (index value) of the lateral acceleration. Specifically, when the index value is less than the upper limit value lim, the first output processing unit 65 assigns the index value to each musical scale within a pre-set range, such that the pitch increases as the index value increases. In other words, the first output processing unit 65 considers an index value of zero as the lowest musical scale and an index value of the upper limit value lim as the highest musical scale, and assigns index values ​​between zero and the upper limit value lim to each musical scale. Furthermore, the first output processing unit 65 assigns all index values ​​greater than or equal to the upper limit value lim to the highest musical scale.

[0077] Furthermore, the first output processing unit 65 sets the timbre of the output sound to a piano sound and sets the pitch of the output sound to a musical scale corresponding to the lateral acceleration value calculated by the data processing unit 63. In this way, a piano sound with a pitch corresponding to an index value that reflects the behavior of the vehicle 10 is output. As a result, changes in the behavior of the vehicle 10 are output as changes in sound, and the driver can recognize an evaluation of their own driving operation state in real time while the vehicle is in motion, in a way that suppresses a decrease in attention.

[0078] Next, with reference to Figures 5 and 6, we will explain the change in pitch of the output sound due to the difference in the upper limit. Figure 6 is an explanatory diagram showing an example in which the upper limit is reduced according to the driver's driving skill. Figure 5 shows the absolute value of lateral acceleration obtained from the driving operation of a driver with low driving skill, and Figure 6 shows the absolute value of lateral acceleration obtained from the driving operation of a driver with high driving skill. The upper limit lim_a in Figure 6 corresponds to the upper limit lim shown in Figure 5.

[0079] As shown in Figure 5, the absolute value (index value) of lateral acceleration is relatively large when a driver with low driving skills is operating, so the upper limit value lim_a is set to a relatively large value. In this case, the first output processing unit 65 assigns index values ​​between zero and the upper limit value lim_a to each musical scale, with the state where the index value is zero being the lowest musical scale and the state where the index value is the upper limit value lim_a being the highest musical scale within a preset range of musical scales.

[0080] Furthermore, as shown in Figure 6, the absolute value (index value) of lateral acceleration is relatively small when a driver with high driving skills is operating, so the upper limit value lim_b is set to a relatively small value. Even in this case, the first output processing unit 65 assigns an index value between zero and the upper limit value lim_b to each musical scale, with the state where the index value is zero being the lowest musical scale and the state where the index value is the upper limit value lim_b being the highest musical scale within a preset range of musical scales.

[0081] In this case, regardless of the set upper limits lim_a and lim_b, the range and number of musical notes as change elements are kept constant. As a result, the narrower the output sound change region, the more precisely the output sound can be changed in response to finer changes in lateral acceleration within that region. Therefore, the higher the stability of the vehicle 10's behavior, the more precisely the driver can recognize changes in behavior, and the more precisely they can be guided to a driving state that further improves the stability of the behavior.

[0082] Furthermore, in the output sound change region, the range from the lower limit (zero) to the upper limits lim_a and lim_b of the index value can be divided into equal intervals based on the number of musical scales, and the intervals of the index values ​​assigned to each musical scale can be equal, or the intervals of the index values ​​assigned to each musical scale can be different. For example, the intervals of the index values ​​assigned to each musical scale can be made larger in the region where the index value is close to the lower limit, and smaller in the region where the index value is close to the upper limit. This makes it possible to suppress changes in the output sound in the region where the index value is close to the lower limit.

[0083] Alternatively, the interval between the index values ​​assigned to each musical scale may be reduced in the region where the index value is close to the lower limit. This allows the driver to recognize subtle changes in the vehicle 10's behavior in the region where the index value is small. In other words, when the upper limit lim_b is set to a small value, the change in pitch of the output sound becomes larger even when the change in the index value is small, compared to when the upper limit lim_a is set to a large value. Also, when the upper limit lim_b is set to a small value, the pitch of the output sound is fixed at the highest musical scale at an upper limit lim_b that is smaller than upper limit lim_a, compared to when the upper limit lim_a is set to a large value. This allows drivers with high driving skills to be guided to a driving operation state in which the stability of the vehicle 10's behavior is further enhanced.

[0084] Furthermore, if we consider the settings of the upper limits lim_a and lim_b as being replaced by the degree of danger in the vehicle's driving environment, setting the upper limit lim_b to a relatively smaller value as the degree of danger increases can guide the driver's driving operations to a state in which the stability of the vehicle's behavior can be further enhanced. Therefore, the driver will be more mindful of careful driving operations, which can reduce the risk of accidents and the danger or fear caused to other road users.

[0085] Furthermore, the first output processing unit 65 may set not only an upper limit but also a lower limit when setting the output sound change range. In other words, the lower limit of the range in which the sound changes continuously in accordance with the change in the index value does not have to be zero. For example, since slight fluctuations in the behavior of the vehicle 10 may occur regardless of the driver's driving skill, the lower limit of the index value may be set to a value greater than zero, and the output sound may change continuously within a predetermined range in which the index value is equal to or greater than the lower limit. In this case, the output of sound may be stopped when the index value falls below the lower limit. This allows the driver to recognize that the behavior has become unstable to a degree that exceeds the normal fluctuations of the vehicle 10.

[0086] Furthermore, the first output processing unit 65 may change the tone or type of the output sound to a tone or type that gives the driver a negative impression when the vehicle 10 is traveling on a school route during school hours. The tone or type of sound that gives the driver a negative impression may be, for example, a tone or type of sound that does not match the driver's pre-set preferences. Alternatively, the normal output sound may be a chord consisting of multiple sounds with different pitches, but this may be changed to a single sound when traveling on a school route during school hours. This can induce the driver to avoid traveling on the school route in question.

[0087] Furthermore, the driving environment in which the tone or type of output sound is changed to one that gives the driver a negative impression is not limited to school routes. When driving through a congested shopping street or in any other driving environment that is presumed to have a high degree of risk due to pre-defined traffic conditions, the tone or type of output sound may be changed to one that gives the driver a negative impression. Driving environments that are presumed to have a high degree of risk due to traffic conditions can be identified, for example, based on location information input from the vehicle location information detection device 17, map data and time information from the navigation system. Alternatively, driving environments that are presumed to have a high degree of risk due to traffic conditions may be identified from the number of pedestrians or cyclists estimated based on detection data from the vehicle surrounding conditions detection device 13.

[0088] Furthermore, the first output processing unit 65 may stop outputting sound in driving environments where the stability of the vehicle 10's behavior decreases. For example, in situations such as driving on unpaved roads like gravel roads or driving while avoiding other vehicles in congested areas, the stability of the vehicle 10's behavior tends to decrease regardless of the driver's driving skill, so the first output processing unit 65 stops outputting sound. This prevents the driver from being presented with inaccurate evaluations. It also prevents the driver from being led to inappropriate driving operations based on inaccurate evaluations. Driving environments where the stability of the vehicle 10's behavior decreases can be identified, for example, from the road surface conditions of the road and the number of other vehicles estimated based on the detection data from the vehicle surrounding conditions detection device 13. Unpaved roads may also be identified based on changes in the vertical acceleration of the vehicle body included in the measurement data input from the vehicle body behavior measurement device 11.

[0089] (2-7-6. Second output processing unit) The second output processing unit 67 of the control unit 53, while the control mode is set to the second control mode, performs a process to output a reward sound corresponding to the stability of the vehicle 10's behavior in the predetermined section traveled each time the vehicle 10 travels that section. In this embodiment, each time the vehicle 10 travels a predetermined section, the second output processing unit 67 calculates an evaluation value indicating the stability of the vehicle 10's behavior using an index value calculated by the data processing unit 63 based on the measurement data measured in that section, and converts the calculated evaluation value indicating the stability of the behavior into output sound information. The second output processing unit 67 also controls the drive of the sound output device 31 based on the calculated output sound information to generate a reward sound.

[0090] The predetermined intervals used as units for calculating the evaluation value may be, for example, intervals divided by predetermined driving distances, intervals divided by predetermined driving time, or intervals divided by intersections equipped with traffic lights. By evaluating the stability of the behavior for each such interval and outputting a reward sound corresponding to the stability of the behavior, a reward sound that gives the driver a sense of accomplishment the higher the stability of the behavior is output at predetermined intervals, thereby guiding the driving operation state of the vehicle 10 to a driving operation state in which the behavior of the vehicle 10 becomes more stable.

[0091] Furthermore, the predetermined section may be a specific section set in advance. For example, to evaluate the stability of the driver's steering operation, it is preferable to designate a straight section with a straight line of a predetermined distance or longer, or a turning section with a curve of a constant curvature, as the predetermined section. Also, to evaluate the driver's accelerator operation or brake operation, it is preferable to designate a straight section with a straight line of a predetermined distance or longer as the predetermined section. Whether or not these specific sections have been traveled can be determined based on the location information of the vehicle 10 detected by the vehicle location information detection device 17 and the map data of the navigation system.

[0092] For example, the second output processing unit 67 evaluates the stability of the vehicle's behavior each time it travels a predetermined section by comparing the maximum value of the index value in that section with a predetermined threshold, and sets an output sound according to the stability of the behavior. In this way, the stability of the behavior is evaluated based on the index value at the time when the behavior became most unstable while traveling in that section. In this case, the smaller the maximum value of the index value, which is the absolute value of acceleration, angular velocity, jerk, or angular acceleration, the higher the stability of the behavior is evaluated.

[0093] The threshold for evaluating the stability of the vehicle 10's behavior may be a variable value set based on the driver's driving skill level. A smaller threshold requires the vehicle 10 to make smaller movements to improve its stability, thus encouraging further stabilization of the vehicle 10's behavior. There may be one threshold or multiple thresholds. If there is one threshold, the behavior is judged to be highly stable when the maximum index value is less than or equal to the threshold, while it is judged to be low when the maximum index value exceeds the threshold. If there are two thresholds, the behavior is judged to be highly stable when the maximum index value is less than or equal to the first threshold (the smaller value), moderate when the maximum index value exceeds the first threshold but less than or equal to the second threshold (the larger value), and low when the maximum index value exceeds the second threshold.

[0094] Furthermore, the second output processing unit 67 may, each time the vehicle travels through a predetermined section, compare the index value in that section with a predetermined threshold, and use the number of times the index value exceeds the threshold as an evaluation value indicating the stability of the vehicle's behavior, and set an output sound according to the evaluation value. By using the number of times the index value exceeds the threshold as the evaluation value, it is possible to avoid evaluating the stability of the vehicle's behavior based on the index value when the index value exceeds the threshold only once while traveling through that section, and to evaluate the stability of the behavior over the entire section.

[0095] In this case, the smaller the evaluation value, which indicates the number of times the index value (which is the absolute value of acceleration, angular velocity, jerk, or angular acceleration) exceeds a threshold, the higher the stability of the behavior is evaluated. For example, when the number of times the index value exceeds the threshold is 0, the stability of the behavior is judged to be high; when the number of times the index value exceeds the threshold is 1 to 3, the stability of the behavior is judged to be moderate; and when the number of times the index value exceeds the threshold is 4 or more, the stability of the behavior is judged to be low. The threshold may be a variable value set based on the driver's driving skill level. The smaller the threshold, the smaller the behavior of the vehicle 10 needs to be to increase the stability of the behavior, and the more the driver can be guided to further stabilize the behavior of the vehicle 10. The number of times used to evaluate the stability of the behavior may also be set based on the driver's driving skill level.

[0096] The second output processing unit 67 may set a threshold for evaluating the stability of the vehicle 10's behavior based on the driver attribute information input from the input unit 19. For example, the second output processing unit 67 may set a smaller threshold value the higher the estimated driving skill, and a larger threshold value the lower the estimated driving skill, based on the information related to the driver's driving skill acquired as driver attribute information. This means that, for example, in the case of a driver with high driving skill and stable vehicle 10 behavior, the threshold is lowered, and the vehicle 10's behavior needs to be more stable than that of a driver with low driving skill to generate the same reward sound. Therefore, drivers with high driving skill can be guided to further stabilize the vehicle 10's behavior. On the other hand, drivers with low driving skill can be guided to an appropriate level of behavioral stability according to their driving skill.

[0097] The driver attribute information related to the driver's driving skills includes at least one of the following, obtained via the input unit 19: the driver's age, years since obtaining their license, driving frequency, and years since their last drive. In other words, if the driver is elderly, the threshold is increased because there is a higher possibility that their driving skills have declined. Also, the longer the years since obtaining their license, the lower the threshold is assumed to be because their driving skills are thought to be higher. Also, the more frequently they drive, the lower the threshold is assumed to be because their driving skills are thought to be higher. Also, the longer the years since their last drive (blank period), the higher the threshold is assumed to be because their driving skills are thought to have declined.

[0098] Furthermore, the second output processing unit 67 may adjust the threshold based on data on the stability of the driver's behavior during past driving, in conjunction with the information acquired via the input unit 19. For example, the second output processing unit 67 may use information on the number or frequency of times the index value calculated by the data processing unit 63 exceeded the threshold during the same driver's past driving. In this case, the threshold is reduced because the fewer the number of times or the less frequently the index value exceeds the threshold, the higher the estimated driving skill. Alternatively, the second output processing unit 67 may use information on the evaluation of the stability of the driver's behavior obtained during the same driver's past driving. In this case, the threshold is reduced because the higher the evaluation of the stability of the behavior, the higher the estimated driving skill.

[0099] Furthermore, the second output processing unit 67 may change the number of thresholds based on information about the driver's attributes that can estimate the driver's driving skills. In this case, the higher the estimated driver's driving skills, the more thresholds are increased. The more thresholds there are, the more detailed information the driver can be given about the stability of the vehicle 10's behavior.

[0100] The reward sound output in the second output control mode is a sound that can give the driver a sense of accomplishment as the stability of the vehicle 10's behavior increases, and it changes depending on the calculated stability of the behavior or evaluation value. The reward sound can be a sound that the driver finds pleasant, such as a medal acquisition sound, applause sound, fireworks sound, or a chord consisting of multiple sounds with different pitches or timbres.

[0101] For example, if the reward sound is a medal acquisition sound, the number of medals acquired will increase as the stability of vehicle 10's behavior increases. The medal acquisition sound can be, for example, the sound of a metal coin being dropped on a hard floor. Also, if the reward sound is an applause sound, the number of applause will increase as the stability of vehicle 10's behavior increases. Also, if the reward sound is a fireworks sound, the number of fireworks will increase as the stability of vehicle 10's behavior increases. Also, if the reward sound is a chord, the number of notes will increase as the stability of vehicle 10's behavior increases.

[0102] However, the reward sounds that can be set are not limited to these examples. For example, instead of changing the number of medals won, the number of people applauding, the number of fireworks, or the number of notes that make up a chord, or in conjunction with changing these, the volume or pitch may be changed. In this case, the higher the stability of the vehicle 10's behavior, the greater the sense of accomplishment the driver can feel by setting the volume higher or the pitch lower. Also, if the reward sound is the sound of winning a medal, applause, or fireworks, the tempo of the output sound may be changed. In this case, the higher the stability of the vehicle 10's behavior, the greater the sense of accomplishment the driver can feel by setting the tempo to be faster. Furthermore, if the reward sound is a chord, it may be set as a chord when the stability of the vehicle 10's behavior is high, while at least one of the notes that make up the chord may be changed by a semitone to set as a dissonant chord when the stability of the vehicle 10's behavior is low.

[0103] Furthermore, when evaluating the stability of the behavior using multiple data points from acceleration, angular velocity, jerk, or angular acceleration, the second output processing unit 67 may evaluate the stability of the behavior based on the index value of each of the multiple data points. In this case, the second output processing unit 67 may compare each index value with a threshold and set the number of medals won, the number of people applauding, the number of fireworks, or the number of sounds based on the combined evaluation results for each index value. Alternatively, a threshold and a type of reward sound may be set for each of the multiple data points, and the second output processing unit 67 may set the output sound for each data point based on the relationship between the index value and the threshold for each data point and output them as a single reward sound.

[0104] Furthermore, the evaluation of the vehicle's longitudinal movement and its lateral movement may be given as separate reward sounds. This allows the driver to distinguish between longitudinal and lateral movement and recognize the stability of the vehicle's behavior as a result of their own driving operations.

[0105] In this manner, the second output processing unit 67 sets the timbre or type of the reward sound to the timbre or type selected by the user, such as a driver, and calculates information indicating the stability of the vehicle 10's behavior based on the index value calculated by the data processing unit 63, and sets a reward sound corresponding to the calculated stability of the behavior. As a result, the index value calculated by the data processing unit 63 is converted into information about the sound to be output.

[0106] Furthermore, the second output processing unit 67 may generate a sound effect different from the normal reward sound when the vehicle 10 maintains a high level of stability in its behavior for a predetermined section over multiple sections. This can stimulate the driver's motivation to maintain a stable driving state for the vehicle 10. For example, the second output processing unit 67 may generate a sound effect in place of, or along with, the reward sound when the number of consecutive sections in which the index value calculated by the data processing unit 63 did not exceed a threshold reaches a predetermined number. The sound effect is preferably a sound that gives the driver a sense of accomplishment, such as a fanfare, which can give an even greater sense of accomplishment than the reward sound.

[0107] For example, when calculating the stability or evaluation value of behavior using a single threshold, a predetermined sound effect is generated each time the number of consecutive intervals in which the index value calculated from the measurement data for each interval does not exceed that threshold reaches a predetermined number. Alternatively, when calculating the stability or evaluation value of behavior using multiple thresholds, a predetermined sound effect is generated each time the number of consecutive intervals in which the index value calculated from the measurement data for each interval does not exceed the largest of the multiple thresholds reaches a predetermined number. Or, different sound effects may be set for each of the multiple thresholds, and a predetermined sound effect may be generated each time the number of consecutive intervals in which the index value does not exceed each threshold reaches a predetermined number.

[0108] The second output processing unit 67 controls the drive of the sound output device 31 based on the calculated output sound information and generates a reward sound. In this embodiment, the second output processing unit 67 outputs a set tone or type of reward sound in a manner corresponding to the stability of the behavior each time a predetermined section is traveled.

[0109] The second output processing unit 67 may set conditions for data processing by the data processing unit 63 based on the driver attribute information described above. For example, the second output processing unit 67 may set the number of data types used by the data processing unit 63 when calculating an index value indicating the magnitude of the vehicle 10's behavior based on the driver attribute information described above.

[0110] In this case, the second output processing unit 67 increases the number of data types used to calculate the index value as the estimated driver's driving skill from the driver's attribute information increases, and decreases the number of data types used to calculate the index value as the estimated driver's driving skill decreases. As a result, for example, in the case of a driver with high driving skill and stable vehicle behavior 10, the driving operation state is evaluated based on a larger number of data types, and the vehicle behavior can be guided to further stabilize the vehicle behavior 10. On the other hand, for drivers with low driving skill, the driving operation state is evaluated based on a relatively small number of data, so the vehicle behavior can be guided to an appropriate level of stability according to the driver's driving skill.

[0111] Furthermore, even when increasing or decreasing the types of data used to calculate the index values, prioritizing the use of lateral jerk or yaw angle angular acceleration data, regardless of the number of data types used, makes it easier to evaluate the driver's steering operation. Similarly, prioritizing the use of longitudinal jerk or roll angle angular acceleration data makes it easier to evaluate the driver's accelerator and brake operation.

[0112] The setting of thresholds and the increase or decrease of data types used to calculate index values ​​based on driver attribute information may be carried out in accordance with the example shown in Figure 3. For example, when evaluating the stability of behavior using a first threshold and a second threshold (first threshold < second threshold), the second output processing unit 67 increases or decreases the thresholds and the data types based on the driver attribute information, relative to the pre-set reference values ​​of the first and second thresholds. For example, when calculating index values ​​as index values ​​from 0 to 100, the reference value of the first threshold may be set to "30" and the reference value of the second threshold to "60," and the first and second thresholds may be increased or decreased by multiplying each by a coefficient less than 1 or a coefficient greater than 1 based on the respective information.

[0113] Alternatively, if the data available for evaluating the stability of the behavior consists of 12 parameters—longitudinal acceleration, lateral acceleration, vertical acceleration, yaw angle angular velocity, pitch angle angular velocity, roll angle angular velocity, longitudinal jerk, lateral jerk, vertical jerk, yaw angle angular acceleration, pitch angle angular acceleration, and roll angle angular acceleration—then five parameters may be used as the baseline, and the number of parameters may be increased or decreased by one based on each piece of information. However, the threshold and the number of data types must be increased or decreased within the range of the pre-set maximum and minimum values, respectively.

[0114] Furthermore, the coefficients used to increase or decrease the threshold, and the increments or decrements used to increase or decrease the number of data types, may be constant regardless of the information, or they may be weighted according to the information.

[0115] The following describes the data conversion process, sound conversion process, and condition setting process in the second output control mode with reference to Figures 7 and 8. In the following example, a predetermined section for evaluating the stability of the vehicle 10's behavior is defined as a section divided by a predetermined travel time, and for each section traveled, a reward sound is generated by comparing the absolute value of the lateral jerk obtained from the measured lateral acceleration data with a first threshold thre1 and a second threshold thre2.

[0116] Figure 7 is an explanatory diagram showing an example of sound conversion processing by the second output processing unit 67. Figure 7 shows an example in which the stability of the behavior is evaluated using the value of lateral jerk (lateral acceleration) obtained from the measurement data of lateral acceleration detected by the acceleration sensor, which is one of the vehicle body behavior measurement devices 11, as an index value, and a reward sound is set.

[0117] The data processing unit 63, similar to the first output control mode, performs smoothing and absolute value conversion processing on the measured lateral acceleration data to convert it into absolute value data of lateral acceleration, and further performs time differentiation processing to convert the measured lateral acceleration data into absolute value data of lateral jerk (see Figure 4).

[0118] As shown in Figure 7, the second output processing unit 67 sets the reward sound based on the result of comparing the maximum absolute value (index value) of the lateral acceleration in each section seg1 to seg5 with the first threshold thre1 and the second threshold thre2, each time the vehicle travels through each section seg1 to seg5. Specifically, in the first section seg1, since the maximum index value is less than or equal to the first threshold thre1, the second output processing unit 67 sets the reward sound to the first reward sound. In the second section seg2, the fourth section seg4, and the fifth section seg5, since the maximum index value exceeds the first threshold thre1 and is less than or equal to the second threshold thre2, the second output processing unit 67 sets the reward sound to the second reward sound. On the other hand, in the third section seg3, since the maximum index value exceeds the second threshold thre2, the second output processing unit 67 is set not to output a reward sound.

[0119] In this case, the second output processing unit 67 may end the current section and start the next section when the index value exceeds the largest threshold (the second threshold thre2 in the example of Figure 7) while driving through each section. Specifically, when sections are divided by driving time or driving distance, the time or distance count may be reset and the count for the driving time or driving distance of the next section may be started when the index value exceeds the largest threshold while driving through the current section. This makes it easier for the driver to feel a sense of accomplishment, as even if the behavior of the vehicle 10 becomes large for just a moment, the subsequent stability of the vehicle 10's behavior increases and a reward sound is output.

[0120] Figure 8 is an explanatory diagram showing examples of the settings for the first and second reward sounds. In the example shown in Figure 7 above, the first reward sound is set when the stability of the behavior is high, and the second reward sound is set when the stability of the behavior is moderate. When the type of reward sound is set to a medal acquisition sound, the number of medals acquired for the first reward sound is set to 2, and the number of medals acquired for the second reward sound is set to 1. Also, when the type of reward sound is set to an applause sound, the first reward sound is set to the sound of multiple people applauding, and the second reward sound is set to the sound of one person applauding. Also, when the type of reward sound is set to a fireworks sound, the first reward sound is set to the sound of multiple fireworks, and the second reward sound is set to the sound of one firework. Also, when the type of reward sound is set to a chord, the first reward sound is set to a chord consisting of 5 notes, and the second reward sound is set to a chord consisting of 3 notes.

[0121] In this way, a reward sound corresponding to the stability of the vehicle 10's behavior is output. This makes the stability of the vehicle 10's behavior audible, allowing the driver to recognize an evaluation of their own driving performance in real time while the vehicle is in motion, and in a manner that suppresses a decline in attention.

[0122] Next, with reference to Figures 7 and 9, we will explain an example in which the threshold settings are changed according to the differences in the driver's driving skills. Figure 9 is an explanatory diagram showing an example in which the first and second thresholds are reduced according to the driver's driving skills. Figure 7 shows the absolute value of lateral acceleration obtained from the driving operations of a driver with low driving skills, and Figure 9 shows the absolute value of lateral acceleration obtained from the driving operations of a driver with high driving skills. The first threshold thre1_a and the second threshold thre2_a in Figure 9 correspond to the first threshold thre1 and the second threshold thre2 shown in Figure 7.

[0123] As shown in Figure 7, the absolute value (index value) of lateral acceleration is relatively large when a driver with low driving skills is operating, so the first threshold thre1_a and the second threshold thre2_a are set to relatively large values. Also, as shown in Figure 9, the absolute value (index value) of lateral acceleration is relatively small when a driver with high driving skills is operating, so the first threshold thre1_b and the second threshold thre2_b are set to relatively small values. In the example shown in Figure 9, the first threshold thre1_b and the second threshold thre2_b are obtained by multiplying the first threshold thre1_a and the second threshold thre2_a by 0.5, respectively.

[0124] If the first threshold thre1_a and the second threshold thre2_a are applied directly to the absolute value data of lateral acceleration shown in Figure 9, the reward tones for the first interval seg1, the second interval seg2, the fourth interval seg4, and the fifth interval seg5 are set to the first reward tones, and the reward tones for the third interval seg3 are set to the second reward tones. In contrast, if the first threshold thre1_b and the second threshold thre2_b are applied to the absolute value data of lateral acceleration shown in Figure 9, the reward tones for the first interval seg1 are set to the first reward tones, the reward tones for the second interval seg2, the fourth interval seg4, and the fifth interval seg5 are set to the second reward tones, and the reward tones for the third interval seg3 are not output. Therefore, the higher the driver's driving skill, the higher the stability of the behavior required to output the first and second reward tones, and thus it is possible to guide the driver to a driving operation state that further improves the stability of the behavior.

[0125] Furthermore, the second output processing unit 67 may stop outputting sound in driving environments where the stability of the vehicle 10's behavior decreases. For example, in situations such as driving on unpaved roads like gravel roads or driving while avoiding other vehicles in congested areas, the stability of the vehicle 10's behavior tends to decrease regardless of the driver's driving skill, so the second output processing unit 67 stops outputting sound. This prevents the driver from being presented with inaccurate evaluations. It also prevents the driver from being led to inappropriate driving conditions based on inaccurate evaluations. Driving environments where the stability of the vehicle 10's behavior decreases can be identified, for example, from the road surface conditions and the number of other vehicles estimated based on detection data from external cameras, LiDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging), radar sensors, etc. Unpaved roads may also be identified based on changes in the vertical acceleration of the vehicle body included in the measurement data input from the vehicle body behavior measurement device 11.

[0126] (2-7-7. Control Mode Setting Section) The control mode setting unit 69 of the control unit 53 performs a process to set the control mode for outputting sound to either the first output control mode or the second output control mode, according to predetermined determination conditions. As described above, in the first output control mode, the driver can be made to recognize changes in the stability of the vehicle 10's behavior in real time and intuitively through auditory stimuli while driving. In the second output control mode, the sound output is a reward sound that gives the driver a sense of accomplishment, thus motivating the driver to perform driving operations that make the vehicle 10's behavior more stable. The control mode setting unit 69 takes into account the characteristics of these two control modes and switches to the optimal control mode according to the situation, thereby more effectively guiding the driver's driving operations of the vehicle 10 to a driving operation state that enhances the stability of the vehicle's behavior.

[0127] For example, the control mode setting unit 69 sets the control mode to the first output control mode or the second output control mode, using at least one of the following as a determination criterion: the driving environment of the vehicle 10, the driver's desire to improve their driving skills, the driver's driving characteristics, the driver's past history of using auditory stimulus control, and familiarity with auditory stimuli.

[0128] (Determination based on operating environment) Specifically, the control mode setting unit 69 can set the control mode based on the driving environment of the vehicle 10 as follows. For example, if the distance to the vehicle in front is short, the control mode selects the first output control mode, which recognizes the stability of the vehicle 10's behavior in real time and performs driving operations accordingly, rather than the second output control mode, which may cause a delay in braking by the driver after receiving an auditory stimulus. More specifically, the control mode setting unit 69 sets the control mode to the first output control mode when the distance to the vehicle in front, or the collision grace period determined based on the distance to the vehicle in front and the relative speed, falls below a preset threshold. This reduces the risk of rear-end collisions when the distance to the vehicle in front suddenly decreases.

[0129] Furthermore, in situations where the behavior of vehicle 10 is likely to change due to road conditions or the influence of other vehicles in the surrounding area, it is desirable to perform driving operations in accordance with the changes in the behavior of vehicle 10. For this reason, in such situations, the control mode setting unit 69 selects a first output control mode in which the driver recognizes the decrease in the stability of the vehicle 10's behavior in real time and performs driving operations accordingly. On the other hand, in situations where the behavior of vehicle 10 is unlikely to change, it is desirable to maintain stable vehicle 10 behavior. For this reason, in such situations, the control mode setting unit 69 selects a second output control mode. Specifically, the control mode setting unit 69 sets the control mode to the first output control mode when driving on a curve or in an urban area with many other vehicles, while setting the control mode to the second output control mode when driving on a straight road or when there are few other vehicles in the surrounding area.

[0130] The control mode setting unit 69 can determine the driving environment of the vehicle 10 based on information about the surrounding environment detected by the vehicle surrounding environment detection device 13. The control mode setting unit 69 may also determine road conditions based on the position of the vehicle 10 on map data detected by the vehicle position information detection device 17. In addition, the control mode setting unit 69 may acquire information about other vehicles using the vehicle-to-vehicle communication device and determine the number of other vehicles in the vicinity.

[0131] (Assessment based on motivation to improve driving skills) Furthermore, the control mode setting unit 69 can set the control mode based on the driver's motivation to improve their driving skills, as follows. The first output control mode is a mode that makes the driver aware of the instability of the vehicle 10's behavior, and if the driver's motivation to improve their driving skills is low, the effect of stabilizing the vehicle 10's behavior may be reduced. For this reason, the control mode setting unit 69 sets the control mode to the second output control mode if the driver is a driver with low motivation to improve their driving skills. On the other hand, if the driver is highly motivated to improve their driving skills, it is thought that the effect of stabilizing the vehicle 10's behavior will be increased by pointing out many areas for improvement. For this reason, the control mode setting unit 69 sets the control mode to the first output control mode if the driver is a driver with high motivation to improve their driving skills.

[0132] The control mode setting unit 69 can determine the driver's motivation to improve their driving skills based on information input via the input unit 19, for example, in the form of a questionnaire in which the driver answers questions presented by the information processing device 50. Alternatively, the control mode setting unit 69 may determine the driver's motivation to improve their driving skills by referring to data in which the driver's motivation to improve their driving skills has been determined in advance.

[0133] (Determination based on driving characteristics) Furthermore, the control mode setting unit 69 can set the control mode based on the driver's driving characteristics as a determination criterion, as follows: Drivers with low driving skills or limited driving experience may not know what specific driving operations to perform to stabilize the behavior of the vehicle 10. For this reason, if the driver has low driving skills or limited driving experience, the control mode setting unit 69 does not select the first output control mode, which recognizes the instability of the vehicle 10's behavior, but instead sets the control mode to the second output control mode.

[0134] The control mode setting unit 69 can determine the driver's driving skills based on information input via the input unit 19, for example, in the form of a questionnaire in which the driver answers questions presented by the information processing device 50. Alternatively, the control mode setting unit 69 may determine the driver's driving skills by referring to data in which the driver's driving skills have been determined in advance. Furthermore, the control mode setting unit 69 may determine the driver's driving skills by referring to the driver's driving history.

[0135] (Determination based on past use history of auditory stimulus control) Furthermore, the control mode setting unit 69 can set the control mode based on the driver's past usage history of auditory stimulus control, as follows. For example, the control mode setting unit 69 selects a control mode that has a high stabilization effect on the behavior of the vehicle 10 in the driving environment to be driven, based on the vehicle 10's driving history and the usage history of control that presents the driver with an evaluation of the driver's driving operation state through auditory stimuli (hereinafter also referred to as "auditory stimulus control"). It is desirable to have a history of the same driver driving the planned driving route, but if there is no driving history by the same driver, the driving history of other drivers and the usage history of auditory stimulus control during driving may be referred to.

[0136] Specifically, if the control mode setting unit 69 has a history of using auditory stimulus control in the first output control mode and the second output control mode when driving on a mountain pass, it will select the control mode in which the vehicle 10's behavior was more stable when the driver drives on a similar mountain pass. If the driver does not have a history of driving on a similar mountain pass, it will refer to the history of other drivers driving on a similar mountain pass and select the control mode in which the vehicle 10's behavior was more stable. This makes it possible to set the control mode to one that is highly effective in stabilizing the vehicle 10's behavior according to the driving route to be taken.

[0137] (Assessment based on habituation to auditory stimuli) Furthermore, the control mode setting unit 69 can set the control mode based on the condition of familiarity with auditory stimuli, as follows. In other words, it is conceivable that the effect of stabilizing the behavior of the vehicle 10 will decrease as the driver becomes accustomed to the auditory stimuli in the same control mode. For this reason, the control mode setting unit 69 determines the effect of stabilizing the behavior of the vehicle 10 when the same control mode is used for a predetermined time or a predetermined distance, and switches the control mode if the effect of stabilizing the behavior of the vehicle 10 decreases.

[0138] <3. Operation of driver assistance systems> Next, an example of the control processing by the information processing device 50 as an example of the operation of the driving support device according to this embodiment will be described.

[0139] Figure 10 is a flowchart showing the main routine of the control processing performed by the control unit 53 of the information processing device 50. First, the control unit 53 determines whether or not to start the execution of auditory stimulus control (step S1). The conditions for starting the execution of auditory stimulus control are not particularly limited. For example, if auditory stimulus control is always performed while the vehicle's driving system is running, the control unit 53 may determine to start the execution of auditory stimulus control when the driving system is started. Alternatively, the control unit 53 may determine to start the execution of auditory stimulus control when it detects that the driver is seated in the driver's seat based on the output signal of the driver camera or the load sensor installed in the driver's seat. Furthermore, if the driver or other occupant can switch the execution of auditory stimulus control on or off, the control unit 53 may determine to start the execution of auditory stimulus control when the execution of auditory stimulus control is switched from off to on.

[0140] If it is determined that auditory stimulus control should not be started (S1 / No), the control unit 53 repeatedly executes the determination process in step S1. If it is determined that auditory stimulus control should be started (S1 / Yes), the control mode setting unit 69 of the control unit 53 executes the process of setting the control mode (step S3). Several examples of the process of setting the control mode are described below.

[0141] (Determination based on operating environment) Figure 11 is a flowchart showing an example of the process of setting a control mode based on the driving environment of the vehicle 10 as a determination condition. First, the control mode setting unit 69 acquires information to determine the road conditions on which the vehicle 10 is traveling (step S21). For example, the control mode setting unit 69 determines whether the location on which the vehicle 10 is traveling is an urban area or a mountain road based on the location of the vehicle 10 on the map data detected by the vehicle position information detection device 17. Alternatively, the control mode setting unit 69 may determine the curvature or radius of curvature of the road on which the vehicle 10 is traveling based on high-precision map information or data detected by the vehicle surrounding conditions detection device 13. In this case, for example, a road with a radius of curvature of 1,000m or more is determined as a straight road, and a road with a radius of curvature of less than 1,000m is determined as a curve. The reference value of curvature or radius of curvature may be set to any value. Furthermore, the method for determining whether the road shape is a straight road or a curve is not limited to the above example.

[0142] Next, the control mode setting unit 69 determines whether the identified road is a straight road or not (step S23). Here, the control mode setting unit 69 determines whether the behavior of the vehicle 10 is likely to change due to road conditions or the influence of other vehicles in the surrounding area. For example, the control mode setting unit 69 determines that the road is not a straight road when the vehicle 10 is traveling on a curve, in an urban area with many other vehicles, or on a mountain road with many curves.

[0143] If the road is not a straight road (S23 / No), the behavior of vehicle 10 is likely to change due to road conditions and the influence of other surrounding vehicles. Therefore, in order to allow the driver to perform driving operations in accordance with the changes in the behavior of vehicle 10, the control mode setting unit 69 sets the control mode to the first output control mode (step S31). This allows the driver to recognize the decrease in the stability of the vehicle 10's behavior in real time and perform driving operations accordingly.

[0144] On the other hand, if the road is a straight road (S23 / Yes), the control mode setting unit 69 measures whether there is a vehicle ahead, and if there is a vehicle ahead, the distance and relative speed to the vehicle ahead (step S25). The presence or absence of a vehicle ahead, the distance and relative speed to the vehicle ahead can be obtained based on data detected by the vehicle surrounding conditions detection device 13.

[0145] Next, the control mode setting unit 69 determines whether the collision grace period with the vehicle ahead exceeds a preset threshold (step S27). The collision grace period is calculated based on the distance and relative speed to the vehicle ahead. If the collision grace period is below the threshold (S27 / No), the distance to the vehicle ahead is close in relation to the relative speed, so the control mode setting unit 69 sets the control mode to the first output control mode to prevent the driver from braking too late after receiving an auditory stimulus. This reduces the risk of a rear-end collision when the distance to the vehicle ahead suddenly decreases.

[0146] On the other hand, if the collision grace period is greater than or equal to the threshold (S27 / No), a sufficient distance between vehicles is maintained, so the control mode setting unit 69 sets the control mode to the second output control mode (step S29). In other words, on a straight road, the behavior of the vehicle 10 is unlikely to change, and there is little risk of the distance to the vehicle in front rapidly decreasing. Therefore, in order to maintain stable vehicle behavior, the control mode setting unit 69 selects the second output control mode, which does not output sound corresponding to the behavior of the vehicle 10 in real time. This makes it possible to maintain stable vehicle behavior.

[0147] The collision grace period threshold may be set to any value. Alternatively, instead of the collision grace period, it may be determined whether the distance to the vehicle in front exceeds a threshold, or whether the number of other vehicles or bicycles or pedestrians traveling around vehicle 10 exceeds a threshold.

[0148] (Determination based on driver characteristics) Figure 12 is a flowchart showing an example of a process for setting a control mode based on the characteristics of the driver of vehicle 10. Here, the driver characteristics include information on the driver's driving skills or information on their motivation to improve their driving skills.

[0149] First, the control mode setting unit 69 acquires driver information stored in the storage unit 55 (step S41). The driver's driving skills or willingness to improve them can be determined based on information input via the input unit 19 in the form of a questionnaire in which the driver answers questions presented by the information processing device 50. The control mode setting unit 69 may also refer to data in which the driver's driving skills or willingness to improve them has been determined in advance. More specifically, the control mode setting unit 69 may determine the driver's driving skills based on the number of years since obtaining a driver's license, the frequency of driving in the past year, the driving time or distance traveled, and the number of days since the last time the vehicle was driven. Furthermore, the control mode setting unit 69 may refer to the driver's driving history and determine the driver's driving skills based on the stability of the behavior, such as the cumulative value of acceleration or jerk, the number of times a threshold was exceeded, and the number of times corrective operations were performed. For example, information for determining the driver's driving skills or willingness to improve them is evaluated as "low" or "high" for each item and stored.

[0150] Next, the control mode setting unit 69 determines whether the driver has high driving skills or a strong desire to improve them (step S43). For example, the control mode setting unit 69 determines whether the driver has high driving skills or a strong desire to improve them by calculating the average of "low" or "high" values ​​for each item of information used to determine the driver's driving skills or their desire to improve them. However, the method for determining whether the driver has high driving skills or a strong desire to improve them is not particularly limited.

[0151] If the driver has high driving skills or a strong desire to improve their driving skills (S43 / Yes), the control mode setting unit 69 sets the control mode to the first output control mode (step S45). Since a driver with high driving skills is expected to understand what specific driving operations should be performed to stabilize the behavior of the vehicle 10, the control mode setting unit 69 selects the first output control mode, which allows the driver to recognize the instability of the vehicle 10's behavior in real time. This guides the driver's driving operations toward driving operations that stabilize the vehicle 10's behavior. Furthermore, since there are more opportunities to point out areas for improvement in the vehicle 10's driving operations to a driver with a strong desire to improve their driving skills, the effect of stabilizing the vehicle 10's behavior can be enhanced.

[0152] On the other hand, if the driver's driving skills or desire to improve their driving skills are low (S43 / No), the control mode setting unit 69 sets the control mode to the second output control mode (step S47). Drivers with low driving skills or little driving experience may not know what specific driving operations to perform to stabilize the behavior of the vehicle 10. Therefore, the control mode setting unit 69 does not select the first output control mode, which makes the driver aware of the instability of the vehicle 10's behavior, and sets the control mode to the second output control mode. Furthermore, for drivers with low motivation to improve their driving skills, the driver will not be frequently made aware of the instability of the vehicle 10's behavior, thus reducing the risk of a decrease in the effectiveness of stabilizing the vehicle 10's behavior.

[0153] In the initial state where driver information is not stored, it may be predetermined which of the first or second output control modes to use, or the driver may be allowed to select it.

[0154] (Determination based on past use history of auditory stimulus control) Figure 13 is a flowchart showing an example of a process for setting a control mode using the driver's past auditory stimulus control usage history as a determination criterion. First, the control mode setting unit 69 acquires information on the vehicle 10's planned route (step S51). The information on the planned route can be obtained, for example, based on the vehicle 10's position on map data and the vehicle 10's direction of travel, as detected by the vehicle position information detection device 17. If a driving route and destination have been set in the navigation system, the information on that driving route may be used. The information on the planned route also includes information on road conditions, such as road width, road radius of curvature, number of lanes, road gradient, and driving distance. For example, the control mode setting unit 69 refers to high-precision map data stored in a storage device built into or connected to the storage unit 55 or information processing device 50, or in an external server that can communicate via wireless communication means, and acquires information on the road conditions of the corresponding planned route.

[0155] Next, the control mode setting unit 69 refers to the driver's past driving history and auditory stimulus control usage history to determine whether the driver has previously driven the planned route and whether there is a record of auditory stimulus control usage history at that time (step S53). The driver's past driving history and auditory stimulus control usage history are stored as a database in a storage device built into or connected to the storage unit 55 or information processing device 50, or in an external server that can be communicated via wireless communication means. Table 1 shows an example of a database that records driving history and auditory stimulus control usage history. In the example shown in Table 1, the maximum value of the absolute value of the lateral acceleration is used as the "index value," and a smaller index value means that the vehicle 10's behavior is more stable. Also, in the example shown in Table 1, the "starting point" is specified by latitude / longitude, but the information that identifies the starting point may be an address or road name that can identify the location of the road driven.

[0156] [Table 1]

[0157] The control mode setting unit 69 determines whether there is a driving history and auditory stimulus control usage history corresponding to the planned driving route acquired in step S51 in the history stored in the database. If there is a record of the driver having driven the planned driving route in the past and a history of auditory stimulus control usage at that time (S53 / Yes), the control mode setting unit 69 refers to the recorded usage history and selects a control mode that is highly effective in stabilizing the behavior of the vehicle 10 when driving the planned driving route (step S59). In the example in Table 1, the index value of the history recorded on "2021 / 1 / 3" is smaller than the index value of the history recorded on "2020 / 12 / 9", and it is determined that the first output control mode is more effective in stabilizing the behavior of the vehicle 10 under the road conditions of the planned driving route.

[0158] On the other hand, if the driver has not previously driven the planned route and there is no record of their use of auditory stimulus control during that time (S53 / No), the control mode setting unit 69 determines whether there is a history in the database of the driver driving on roads with similar road conditions to the planned route and a history of their use of auditory stimulus control (step S55). For example, the control mode setting unit 69 determines that the road conditions are similar to those of the planned route if the difference between the values ​​of each item of the road conditions for the planned route and the values ​​of each item of the road conditions in the history recorded in the database is within a preset tolerance range. The tolerance range can be, for example, a difference of plus or minus 10% for each item, but it can be set arbitrarily. Alternatively, the control mode setting unit 69 may determine that the road conditions are similar to those of the planned route if the values ​​obtained by truncating or rounding the number of digits of each item of the road conditions are the same. Furthermore, the method for determining whether there is a history of driving on roads with road conditions similar to the planned route and a history of using auditory stimulus control is not limited to the above example, and may be determined according to any arbitrary determination criteria.

[0159] If the driver has a history of driving on roads with similar road conditions to the planned route and a history of using auditory stimulus control (S55 / Yes), the control mode setting unit 69 refers to the relevant usage history and selects a control mode that is highly effective in stabilizing the behavior of the vehicle 10 (step S59). On the other hand, if the driver does not have a history of driving on roads with similar road conditions to the planned route and a history of using auditory stimulus control (S55 / No), the control mode setting unit 69 refers to the history of other drivers who have driven on the planned route in the past or on roads with similar road conditions to the planned route and the history of their use of auditory stimulus control (step S57). The control mode setting unit 69 then refers to the relevant usage history and selects a control mode that is highly effective in stabilizing the behavior of the vehicle 10 (step S59).

[0160] In addition, in the initial state where the database does not store driver information, or does not contain the history of other drivers, it may be predetermined which of the first or second output control modes to use, or the driver may be allowed to select which of the first or second output control modes to use.

[0161] (Assessment based on habituation to auditory stimuli) Figure 14 is a flowchart illustrating an example of a process for setting a control mode based on habituation to auditory stimuli. First, the control mode setting unit 69 refers to the current setting state of the control mode (step S61). Next, the control mode setting unit 69 determines whether the usage time or distance traveled for the currently set control mode exceeds a preset threshold (step S63). The threshold can be set to any value, but for example, the usage time threshold may be within the range of 15 to 60 minutes, and the distance traveled threshold may be within the range of 10 to 40 km.

[0162] If the usage time or mileage of the currently set control mode does not exceed the threshold (S63 / No), it is not determined that the user has become accustomed to the auditory stimulus control of the current control mode, and the control mode setting unit 69 maintains the current control mode setting (step S67). On the other hand, if the usage time or mileage of the currently set control mode exceeds the threshold (S63 / Yes), the control mode setting unit 69 determines whether or not the current control mode has an effect on stabilizing the behavior of the vehicle 10 (step S65).

[0163] Figure 15 is an explanatory diagram illustrating an example of a method for determining whether or not there is an effect in stabilizing the behavior of the vehicle 10. In the example shown in Figure 15, the control mode setting unit 69 compares an index value of the vehicle 10's behavior in a section where it has traveled for a certain amount of time or distance after starting to use the current control mode (also called the "start-of-use section") (also called the "initial index value") with an index value of the vehicle 10's behavior in a section where it has traveled for a certain amount of time or distance before the usage time or distance exceeds a threshold (also called the "end-of-use section") (also called the "end-of-use index value") to determine whether or not there is an effect in stabilizing the behavior of the vehicle 10. For example, if the maximum value of lateral acceleration is used as the index value, a smaller index value indicates a higher degree of stability in the behavior of the vehicle 10. Therefore, the control mode setting unit 69 determines that there is an effect in stabilizing the behavior of the vehicle 10 if the difference between the initial index value and the end-of-use index value is greater than or equal to a preset threshold, or if the ratio of the end-of-use index value to the initial index value is less than a preset threshold.

[0164] Figures 16 and 17 are explanatory diagrams illustrating another example of a method for determining whether or not there is an effect in stabilizing the behavior of the vehicle 10. If the road conditions during the use of the current control mode differ from section to section, it is considered difficult to compare them in the example of Figure 15. Therefore, in the example shown in Figures 16 and 17, the control mode setting unit 69 refers to the database exemplified in Table 1, extracts multiple sections with matching road conditions, and determines the effect of stabilizing the behavior of the vehicle 10. If there are multiple combinations of sections with matching road conditions, the stability of the vehicle 10's behavior may be determined for the road conditions with the most matching sections. Specifically, as shown in Figure 16, if there is a combination of sections A-1 to A-3 with matching road conditions and a combination of sections B-1 to B-4 with matching road conditions, the control mode setting unit 69 selects the combination of sections B-1 to B-4 with matching road conditions.

[0165] Figure 17 shows the index value (maximum lateral jerk) and an approximation line representing the change in the index value for each of the sections B-1 to B-4 where the road conditions are the same. In the example shown in Figure 17, the index value decreases as the usage time of the current control mode elapses, and the control mode setting unit 69 determines that there is an effect in stabilizing the behavior of the vehicle 10. In this case, the control mode setting unit 69 may also determine that there is an effect in stabilizing the behavior of the vehicle 10 if the slope of the approximation line representing the change in the index value is smaller than a preset threshold (larger on the negative side).

[0166] If it is determined that the current control mode has a stabilizing effect on the behavior of the vehicle 10 while it is set (S65 / Yes), it is not determined that the user has become accustomed to the auditory stimulus control of the current control mode, and there is no need to change the control mode. For this reason, the control mode setting unit 69 maintains the current control mode setting (step S67). On the other hand, if it is not determined that the current control mode has a stabilizing effect on the behavior of the vehicle 10 while it is set (S65 / No), it is considered that the user has become accustomed to the auditory stimulus control of the current control mode, and therefore the control mode setting unit 69 switches the control mode setting (step S69).

[0167] Thus, the control mode setting unit 69 sets the control mode using at least one of the following as a determination condition: the driving environment of the vehicle 10, the driver's desire to improve their driving skills, the driver's driving characteristics, the driver's past use history of auditory stimulus control, and familiarity with auditory stimuli. The driver may be able to select which determination condition to use to set the control mode. Alternatively, each determination condition may be weighted, and the control mode may be set using multiple determination conditions.

[0168] Furthermore, a minimum time or minimum driving distance for using a single control mode may be set. This prevents the control mode from switching too frequently and prevents driver confusion. The control mode setting unit 69 may also notify the driver in advance when switching control modes. This also prevents driver confusion. In this case, the control mode setting unit 69 may request driver approval when switching control modes and switch the control mode after obtaining driver approval.

[0169] Returning to Figure 10, after the process of setting the control mode is completed, the first output processing unit 65 determines whether the set control mode is the first output control mode (step S5). If the set control mode is the first output control mode (S5 / Yes), the first output processing unit 65 performs auditory stimulus control in the first output control mode (step S7). An example of auditory stimulus control in the first output control mode is described below.

[0170] [Processing in the first output control mode] Figure 18 is a flowchart showing the main routine for auditory stimulus control processing in the first output control mode.

[0171] First, the first output processing unit 65 determines whether or not to start auditory stimulus control in the first output control mode (step S71). If the control mode is not set to the first output control mode (S71 / No), the first output processing unit 65 repeats the determination in step S71. On the other hand, if the control mode is set to the first output control mode (S71 / Yes), the first output processing unit 65 executes the condition setting process (step S73).

[0172] Figure 19 is a flowchart of the condition setting process. As shown in Figure 19, in the condition setting process, first, the acquisition unit 61 acquires information about the driver's attributes transmitted from the input unit 19 (step S91). For example, the acquisition unit 61 acquires at least one of the following: the driver's age, the number of years since obtaining their license, the frequency of driving, the number of years since their last drive, etc. This information may be input in the form of a questionnaire in which the driver answers questions presented by the information processing device 50, or it may be input as data that has been determined or stored in advance. Furthermore, the acquisition unit 61 may acquire data on evaluations of past driving operation states for the same driver from the storage unit 55.

[0173] Next, the acquisition unit 61 acquires information about the conditions around the vehicle, which is input from the vehicle surroundings detection device 13 (step S93). For example, the acquisition unit 61 acquires information about other vehicles, bicycles, pedestrians, road signs, and other obstacles around the vehicle, as well as information about the distance to these objects and their relative speed. The acquisition unit 61 may also acquire information about the width of the road.

[0174] Next, the acquisition unit 61 acquires information about the weather in the vehicle's driving area, which is output from the weather information detection device 15 (step S95). For example, the acquisition unit 61 acquires information on rainfall, snowfall, wind speed, wind direction, and road surface freezing conditions.

[0175] Next, the first output processing unit 65 sets the number and type of data to be used to calculate an index value that reflects the magnitude of the vehicle's behavior, based on the acquired information regarding the driver's attributes, the conditions around the vehicle, and the weather in the vehicle's driving area (step S97). In this embodiment, the number of data to be used to calculate the index value is set according to the setting example shown in Figure 3. For example, the available data are set to 12: longitudinal acceleration, lateral acceleration, vertical acceleration, yaw angle angular velocity, pitch angle angular velocity, roll angle angular velocity, longitudinal jerk, lateral jerk, vertical jerk, yaw angle angular acceleration, pitch angle angular acceleration, and roll angle angular acceleration, and the number of data to be used to calculate the index value is set from among these data.

[0176] According to the example settings shown in Figure 3, the more highly the driver's driving skills are estimated to be based on information about the driver's attributes, the more data used is increased, while the less highly the driver's driving skills are estimated, the fewer data is used. Also, according to the example settings shown in Figure 3, the more the estimated driving environment, based on information about the surrounding conditions of the vehicle and weather information, is a driving environment where it is desirable to improve the stability of the vehicle's behavior or a driving environment where the stability of the vehicle's behavior is likely to decrease, the more data is used. For example, the first output processing unit 65 sets the number of data to be used by adding or subtracting 1 for each piece of information, with a minimum of 1 and a maximum of 12, using 5 as the reference value. In this case, the first output processing unit 65 prioritizes the use of longitudinal jerk, lateral jerk, yaw angle angular acceleration, and pitch angle angular acceleration, as these better reflect the influence of the driver's driving operation state. Alternatively, the first output processing unit 65 may set the data to be used to correspond to the behavior of either the longitudinal or lateral behavior of the vehicle body, which is the evaluation target behavior.

[0177] Next, the first output processing unit 65 sets the upper limit value lim of the output sound change region based on the acquired information regarding the driver's attributes, the surrounding conditions of the vehicle, and the weather conditions of the vehicle's driving area (step S99). In this embodiment, the upper limit value lim of the output sound change region is set according to the setting example shown in Figure 3. In this embodiment, in order to evaluate the magnitude of the vehicle 10's behavior using one or more data, each data used is replaced with the same index (for example, an index value from 0 to 100), and the average value of all the data used is taken as the index value. Therefore, the upper limit value lim is set from five levels, for example, 30, 40, 50, 60, and 70, by adding or subtracting 10 for each piece of information, with a reference value of 50. However, the method for determining the index value when using multiple data, and the setting value of the upper limit value Lim, are not limited to this example.

[0178] According to the example settings shown in Figure 3, the higher the estimated driver's driving skill based on information about the driver's attributes, the smaller the upper limit lim is set to. Conversely, the lower the estimated driver's driving skill, the larger the upper limit lim is set to. Also, according to the example settings shown in Figure 3, the lower the estimated driving environment based on information about the vehicle's surroundings and weather conditions, the more desirable it is to enhance the vehicle's stability or the more likely it is to decrease the vehicle's stability.

[0179] Returning to Figure 18, after the condition setting process in step S73, the acquisition unit 61 acquires data indicating the behavior of the vehicle 10 transmitted from the vehicle body behavior measurement device 11 (step S75). In this embodiment, the acquisition unit 61 acquires data on vehicle speed, longitudinal acceleration, lateral acceleration, vertical acceleration, angular velocity of roll angle, angular velocity of pitch angle, and angular velocity of yaw angle.

[0180] Next, the data processing unit 63 performs smoothing, absolute value conversion, and differentiation processing on each acquired data to calculate an index value indicating the magnitude of the vehicle 10's behavior (step S77). At this time, the data processing unit 63 may perform data processing only on the number and type of data set in the condition setting process of step S13 and calculate the index value. Alternatively, the data processing unit 63 may perform data processing on all data indicating the magnitude of the vehicle 10's behavior and calculate the index value using only the number and type of data set in the condition setting process of step S13. Furthermore, in this embodiment, the data processing unit 63 replaces each data used with the same index (for example, an index value from 0 to 100) and uses the average value of all the data used as the index value.

[0181] Next, the first output processing unit 65 converts the calculated index value into information for the sound to be output (step S79). Specifically, the first output processing unit 65 sets the output sound change region according to the upper limit value lim set in the condition setting process of step S73, and assigns the setting of the output sound change element for each index value. In this embodiment, a piano sound is used as the timbre of the output sound, and the first output processing unit 65 assigns an index value for each pre-set musical scale. More specifically, in the region where the index value is below the lower limit value of the output sound change region, the first output processing unit 65 sets the pitch of the output sound to the lowest musical scale. On the other hand, in the region where the index value is above the upper limit value of the output sound change region, the first output processing unit 65 sets the pitch of the output sound to the highest musical scale. Furthermore, if the index value is within the output sound change region, the first output processing unit 65 assigns an index value for each musical scale corresponding to each key between the lowest and highest musical scales. Then, the first output processing unit 65 sets the pitch corresponding to the index value calculated in step S77 to the pitch of the piano sound to be output.

[0182] Next, the first output processing unit 65 controls the drive of the sound output device 31 based on the output sound information set in step S79, and outputs a piano sound of the set pitch (step S81). As a result, the driver is presented with an evaluation of the driving operation status in real time as an audible sound. Since the output sound does not contain text information in the form of speech or display, the driver can intuitively recognize the evaluation of the driving operation status. Therefore, a decrease in attention can be suppressed.

[0183] As described above, in the auditory stimulus control in the first output control mode, data indicating the behavior of the vehicle 10 is acquired while the vehicle is in motion, and a sound that changes according to the behavior is continuously output. At that time, an upper limit (threshold) is set for an index value indicating the magnitude of the behavior based on the vehicle's driving conditions, and if the index value is less than the upper limit, the sound changes continuously according to the index value, and if the index value is greater than or equal to the upper limit, a constant sound is output. Therefore, the driver can be made to recognize the evaluation of the driving operation state in real time while driving. In addition, since the output sound does not contain text information in the form of display or voice, the driver can be made to intuitively recognize information about the driving operation state through auditory stimuli, and a decrease in attention can be suppressed.

[0184] Furthermore, in the auditory stimulus control in the first output control mode, the elements of the output sound change in accordance with the change in the index value, so the driver can intuitively recognize the change in the stability of the vehicle 10's behavior. In particular, in the output sound change region, as the index value increases, the pitch or frequency of the output sound is increased, the volume is increased, the tempo is increased, or the number of timbres constituting the chord is reduced, so the driver can intuitively recognize the decrease in the vehicle's stability. In addition, in the driving support device 1 according to this embodiment, a constant sound is output when the index value is above the upper limit, so the driver can intuitively recognize that the vehicle 10's behavior is in a state of decreased stability.

[0185] Furthermore, in the auditory stimulus control in the first output control mode, an upper limit is set based on information about attributes related to the driver's driving skills. In particular, the higher the driver's driving skills, the lower the upper limit is set, and the lower the driver's driving skills, the higher the upper limit is set. Therefore, for drivers with high driving skills, it is possible to guide them to a driving operation state that further enhances the stability of the vehicle 10's behavior. For drivers with low driving skills, it is possible to guide them to an appropriate level of behavioral stability according to their driving skills.

[0186] Furthermore, in the auditory stimulus control in the first output control mode, an upper limit is set based on information about the driving environment that affects the stability of the vehicle's behavior. In particular, the upper limit is reduced in driving environments where it is desirable to increase the stability of the vehicle's behavior or in driving environments where the stability of the vehicle's behavior tends to decrease, thus guiding the driver's driving operation state to a driving operation state that further increases the stability of the vehicle's behavior.

[0187] Furthermore, in the first output control mode, auditory stimulus control is stopped in driving environments where the stability of the vehicle's behavior decreases. This prevents the driver from being presented with inaccurate evaluations. It also prevents the driver from being led into inappropriate driving conditions based on inaccurate evaluations.

[0188] Returning to Figure 10, in step S5, if the control mode is not set to the first output control mode (S5 / No), the second output processing unit 67 determines whether the control mode is set to the second output control mode (step S9). If the control mode is set to the second output control mode (S9 / Yes), the second output processing unit 67 performs auditory stimulus control in the second output control mode (step S11). An example of auditory stimulus control in the second output control mode is described below.

[0189] [Processing in the second output control mode] Figure 20 is a flowchart showing the main routine for auditory stimulus control processing in the second output control mode. The following example describes a case in which a reward sound is generated by comparing the evaluation value with a first threshold thre1 and a second threshold thre2 each time the vehicle travels through a predetermined time interval.

[0190] First, the second output processing unit 67 determines whether or not to start auditory stimulus control in the second output control mode (step S101). If the control mode is not set to the second output control mode (S101 / No), the second output processing unit 67 repeats the determination in step S101. On the other hand, if the control mode is set to the second output control mode (S101 / Yes), the second output processing unit 67 executes the condition setting process (step S103).

[0191] Figure 21 is a flowchart of the condition setting process. As shown in Figure 21, in the condition setting process, first, the acquisition unit 61 acquires information about the driver's attributes transmitted from the input unit 19 (step S121). For example, the acquisition unit 61 acquires at least one of the following: the driver's age, the number of years since obtaining their license, the frequency of driving, the number of years since their last drive, etc. This information may be input in the form of a questionnaire in which the driver answers questions presented by the information processing device 50, or it may be input as data that has been determined or stored in advance. Furthermore, the acquisition unit 61 may acquire data on evaluations of past driving operation states for the same driver from the storage unit 55.

[0192] Next, the second output processing unit 67 sets the number and type of data to be used to evaluate the stability of the vehicle 10's behavior based on the acquired information regarding the driver's attributes (step S123). In this embodiment, the number of data to be used to evaluate the stability of the behavior is set according to the setting example shown in Figure 3. For example, the available data are set to 12 types: longitudinal acceleration, lateral acceleration, vertical acceleration, yaw angle angular velocity, pitch angle angular velocity, roll angle angular velocity, longitudinal jerk, lateral jerk, vertical jerk, yaw angle angular acceleration, pitch angle angular acceleration, and roll angle angular acceleration, and the number of data to be used to evaluate the stability of the behavior is set from among these data.

[0193] According to the example settings shown in Figure 3, the more highly the driver's driving skills are estimated to be based on information about the driver's attributes, the more data used is increased, while the less highly the driver's driving skills are estimated, the fewer data is used. For example, the second output processing unit 67 sets the number of data to be used by adding or subtracting 1 for each piece of information, with a minimum of 1 and a maximum of 12, using 5 as the baseline value. In this case, the second output processing unit 67 prioritizes the use of longitudinal jerk, lateral jerk, yaw angle angular acceleration, and pitch angle angular acceleration, as these better reflect the influence of the driver's driving operation state. Alternatively, the second output processing unit 67 may set the data to be used to correspond to the behavior of either the longitudinal or lateral behavior of the vehicle body, which is the subject of evaluation.

[0194] Next, the second output processing unit 67 sets a first threshold thre1 and a second threshold thre2 based on the acquired information regarding the driver attributes (step S125). In this embodiment, the first threshold thre1 and the second threshold thre2 are set according to the setting example shown in Figure 3. In this embodiment, in order to calculate a single index value using one or more data, each data used is replaced with the same index (for example, a value from 0 to 100), and the average value of all the data used is used as the index value. The second output processing unit 67 sets the reference value of the first threshold thre1 to 30 and the reference value of the second threshold thre2 to 60, and calculates it by multiplying each piece of information by a coefficient greater than 1 or a coefficient less than 1. However, the method for calculating the index value when using multiple data, and the method for setting the first threshold thre1 and the second threshold thre2 are not limited to this example.

[0195] According to the example settings shown in Figure 3, the first threshold thre1 and the second threshold thre2 are set to smaller values ​​as the driver's driving skills are estimated to be higher based on information about the driver's attributes, while the first threshold thre1 and the second threshold thre2 are set to larger values ​​as the driver's driving skills are estimated to be lower.

[0196] Returning to Figure 20, in step S103, after the condition setting process, the second output processing unit 67 initializes counter B, which counts the number of consecutive intervals in which the stability of the vehicle 10's behavior is the same (step S105). The number of consecutive intervals in which the stability of the vehicle 10's behavior is the same refers to, for example, the number of consecutive intervals in which the index value is less than or equal to the first threshold thre1, or in which the index value exceeds the first threshold thre1 and is less than or equal to the second threshold thre2, or in which the index value exceeds the second threshold thre2. When counter B reaches a pre-set counter value C2, the second output processing unit 67 is set to output a sound effect (fanfare) different from the reward sound.

[0197] Next, the second output processing unit 67 turns on a flag to identify whether the index value in each interval has exceeded the first threshold thre1 (step S107). When the flag is ON, it indicates that the index value has not exceeded the first threshold thre1, and when the flag is OFF, it indicates that the index value has exceeded the first threshold thre1.

[0198] Next, the second output processing unit 67 initializes counter A, which measures the travel time for each section (step S109). The second output processing unit 67 is configured to determine that the vehicle has completed travel for a predetermined section when counter A reaches a preset counter value C1.

[0199] Next, the acquisition unit 61 acquires data indicating the behavior of the vehicle 10 transmitted from the vehicle behavior measurement device 11 (step S111). In this embodiment, the acquisition unit 61 acquires data on vehicle speed, longitudinal acceleration, lateral acceleration, vertical acceleration, angular velocity of roll angle, angular velocity of pitch angle, and angular velocity of yaw angle.

[0200] Next, the data processing unit 63 performs smoothing, absolute value conversion, and differentiation processing on each acquired data to calculate an index value indicating the magnitude of the vehicle 10's behavior (step S113). At this time, the data processing unit 63 may perform data processing only on the number and type of data set in the condition setting process of step S103 and calculate the index value. Alternatively, the data processing unit 63 may perform data processing on all data indicating the magnitude of the vehicle 10's behavior and calculate the index value using only the number and type of data set in the condition setting process of step S13. Furthermore, in this embodiment, the data processing unit 63 replaces each data used with the same index (for example, a value from 0 to 100) and uses the average value of all the data used as the index value.

[0201] Next, the second output processing unit 67 performs control to convert the calculated index value into sound information to be output and output it (step S115).

[0202] Figure 22 is a flowchart showing an example of the process of outputting sound based on an index value in the second output control mode. As shown in Figure 22, first, the second output processing unit 67 determines in step S113 whether the index value obtained by the data processing unit 63 is less than or equal to the second threshold thre2 (step S131). If the index value exceeds the second threshold thre2 (S131 / No), the second output processing unit 67 returns to step S105 without switching the flag ON / OFF or counting up counters A and B.

[0203] On the other hand, if the index value is less than or equal to the second threshold thre2 (S131 / Yes), the second output processing unit 67 determines whether the index value is less than or equal to the first threshold thre1 and whether the flag is ON (step S133). If the index value is less than or equal to the first threshold thre1 and the flag is ON (S133 / Yes), the second output processing unit 67 increments counter A (step S135). Next, the second output processing unit 67 determines whether counter A has reached a pre-set counter value C1 (step S137). In step S137, it is determined whether the vehicle has completed traveling a predetermined section based on whether counter A has reached the counter value C1.

[0204] If counter A is less than counter value C1 (S137 / No), that is, if the vehicle has not completed traveling the current section, the process returns to step S111, and the acquisition of measurement data, calculation of index values, and evaluation of index values ​​are repeated as long as the vehicle continues to operate. On the other hand, if counter A has reached counter value C1 (S137 / Yes), the maximum value of the index value in the section traveled is less than or equal to the first threshold thre1, so the second output processing unit 67 sets the reward sound to the first reward sound (step S139). As a result, the second output processing unit 67 controls the drive of the sound output device 31 to generate the first reward sound.

[0205] Next, the second output processing unit 67 increments counter B (step S141). Then, the second output processing unit 67 determines whether or not counter B has reached a predetermined counter value C2 (step S143). In step S143, it is determined whether or not the interval in which the maximum value of the index value is less than or equal to the first threshold thre1 has exceeded a predetermined number of times (counter value C2).

[0206] If counter B is less than counter value C2 (S143 / No), the process returns to step S109 and executes the process from step S109 onwards, starting with resetting counter A. On the other hand, if counter B has reached counter value C2 (S143 / Yes), the interval in which the maximum value of the index value is less than or equal to the first threshold thre1 has continued for a predetermined number of times or more, so the second output processing unit 67 sets the output sound to a sound effect (fanfare) different from the reward sound (step S145). As a result, the second output processing unit 67 controls the drive of the sound output device 31 to generate the sound effect. After the sound effect is generated, the process returns to step S105 and executes the process from step S105 onwards, starting with resetting counter B.

[0207] On the other hand, in step S153 above, if the index value exceeds the first threshold thre1 or the flag is OFF (S153 / No), the second output processing unit 67 sets the flag to OFF (step S147). This indicates that the maximum value of the index value in the currently running section is not less than or equal to the first threshold thre1, that is, it exceeds the first threshold thre1 and is less than the second threshold thre2. Next, the second output processing unit 67 increments counter A (step S149). Next, the second output processing unit 67 determines whether counter A has reached a preset counter value C1 (step S151). In step S151, it is determined whether the vehicle has completed running the predetermined section based on whether counter A has reached the counter value C1.

[0208] If counter A is less than counter value C1 (S151 / No), that is, if the vehicle has not completed traveling the current section, the process returns to step S111, and the acquisition of measurement data, calculation of index values, and evaluation of index values ​​are repeated as long as the vehicle continues to operate. On the other hand, if counter A has reached counter value C1 (S151 / Yes), the maximum value of the index value in the section traveled exceeds the first threshold thre1 and is less than or equal to the second threshold thre2, so the second output processing unit 67 sets the reward sound to the second reward sound (step S153). As a result, the second output processing unit 67 controls the drive of the sound output device 31 to generate the second reward sound.

[0209] Next, the second output processing unit 67 increments counter B (step S155). Then, the second output processing unit 67 determines whether or not counter B has reached a predetermined counter value C2 (step S157). In step S157, it is determined whether or not counter B has reached the counter value C2, and whether or not the interval in which the maximum value of the index value exceeds the first threshold thre1 and is less than or equal to the second threshold thre2 has exceeded a predetermined number of times (counter value C2).

[0210] If counter B is less than counter value C2 (S157 / No), the process returns to step S109 and executes the process from step S109 onwards, starting with resetting counter A. On the other hand, if counter B has reached counter value C2 (S157 / Yes), the second output processing unit 67 sets the output sound to a sound effect (fanfare) different from the reward sound because the interval in which the maximum value of the index value exceeds the first threshold thre1 and is less than or equal to the second threshold thre2 has continued for a predetermined number of times or more. As a result, the second output processing unit 67 controls the drive of the sound output device 31 to generate the sound effect.

[0211] Preferably, the sound effect to be set is different from the sound effect set in step S145 when the interval in which the maximum value of the index value is less than or equal to the first threshold thre1 continues for a predetermined number of times or more. By using a different sound effect, the driver can recognize which level of behavioral stability has continued for a predetermined number of times. After the sound effect is generated, the process returns to step S105 and executes the processing from step S105 onward, starting with resetting counter B.

[0212] As described above, in the auditory stimulus control in the second output control mode, data indicating the behavior of the vehicle 10 is acquired while the vehicle is in motion, and each time a predetermined section is driven, a reward sound corresponding to the stability of the behavior is output based on the stability of the behavior information obtained from the acquired data. This allows the driver to recognize the driving operation state in real time while driving the predetermined section. Furthermore, since the output sound does not contain text information in the form of display or sound, the driver can intuitively recognize information about the driving operation state through auditory stimulation, thereby suppressing a decline in attention. In addition, since the output sound is a reward sound that gives the driver a sense of accomplishment, it can motivate the driver to perform driving operations that make the behavior of the vehicle 10 more stable.

[0213] Furthermore, in the second output control mode, auditory stimulus control is performed based on information indicating the stability of the behavior over a predetermined interval. At least one of the following is set: the number of times the reward sound is output, the pitch of the reward sound, the volume of the reward sound, the type of reward sound, the number of sounds that make up the reward sound, or the tempo of the reward sound. This allows the driver to intuitively recognize the level of behavioral stability.

[0214] Furthermore, in auditory stimulus control in the second output control mode, the reward sound may be controlled using the maximum value of an index obtained from measurement data acquired while driving a predetermined section as information indicating the stability of the behavior. In this case, the driving operation state is evaluated based on the magnitude of the behavior when the vehicle 10's behavior becomes most unstable in each section.

[0215] Furthermore, in the auditory stimulus control in the second output control mode, an index value obtained from measurement data acquired while driving a predetermined section is compared with a predetermined threshold, and the number of times the index value exceeds the predetermined threshold is used as information on the stability of the behavior, and a reward sound is output. This avoids evaluating the stability of the vehicle 10's behavior based on the index value when the index value exceeds the threshold only once, and allows for evaluation of the stability of the behavior over the entire section.

[0216] Furthermore, in the second output control mode, auditory stimulus control is set based on information about attributes related to the driver's driving skills. In particular, the higher the driver's driving skills, the lower the threshold is set, and the lower the driver's driving skills, the higher the threshold is set. Therefore, for drivers with high driving skills, it is possible to guide them to a driving operation state that further enhances the stability of the vehicle 10's behavior. For drivers with low driving skills, it is possible to guide them to an appropriate level of behavioral stability according to their driving skills.

[0217] Furthermore, in the second output control mode, auditory stimulus control is stopped in driving environments where the stability of the vehicle 10's behavior decreases. This prevents the driver from being presented with inaccurate evaluations. It also prevents the driver from being led into inappropriate driving conditions based on inaccurate evaluations.

[0218] Returning to Figure 10, the control unit 53 determines whether or not to terminate the execution of auditory stimulus control (step S15). The conditions for terminating the execution of auditory stimulus control are not particularly limited. For example, if auditory stimulus control is performed continuously while the vehicle's driving system is running, the control unit 53 may determine to terminate the execution of auditory stimulus control when the driving system is stopped. Alternatively, the control unit 53 may determine to terminate the execution of auditory stimulus control when it detects that the driver has left the driver's seat. Furthermore, if the driver or other occupant can switch the execution of auditory stimulus control on or off, the control unit 53 may determine to terminate the execution of auditory stimulus control when the execution of auditory stimulus control is switched from on to off.

[0219] If the auditory stimulus control is not terminated (S15 / No), the control unit 53 returns to step S3 and repeatedly executes the processes of each step described above. If the auditory stimulus control is terminated (S15 / Yes), the control unit 53 stops the auditory stimulus control process.

[0220] <4. Effects of this embodiment> As described above, the driver assistance device 1 according to this embodiment can switch between a first output control mode that outputs a sound that allows the driver to intuitively recognize the instability of the vehicle 10's behavior, and a second output control mode that outputs a reward sound that allows the driver to intuitively recognize the high stability of the vehicle 10's behavior, depending on the situation. Therefore, depending on the situation, the control mode that is most effective in stabilizing the vehicle 10's behavior can be selected, and the driver's driving operations can be guided to a driving operation state that further enhances the stability of the vehicle 10's behavior.

[0221] The driver assistance device 1 sets the control mode to either the first output control mode or the second output control mode based on at least one of the following criteria: the driving environment of the vehicle 10, the driver's motivation to improve their driving skills, the driver's driving characteristics, the driver's past use history of auditory stimulus control, and familiarity with auditory stimuli. Therefore, the optimal control mode can be set from various perspectives, such as the driving environment, driver characteristics, and track record of improving behavioral stability.

[0222] While preferred embodiments of the present disclosure have been described in detail above with reference to the attached drawings, the technology of the present disclosure is not limited to such examples. It is clear to any person with ordinary skill in the art to which the present disclosure belongs that various modifications or alterations may be conceived within the scope of the technical idea set forth in the claims, and these will naturally also be understood to fall within the technical scope of the present disclosure.

[0223] For example, each of the following forms also falls within the technical scope of this disclosure. The processor is a driver assistance device that switches between a first output control mode and a second output control mode based on predetermined determination conditions, such as the usage time or mileage of the same control mode. The processor is a driver assistance device that, when the control mode is set to the first output control mode, outputs a sound that changes continuously in accordance with changes in the magnitude of the behavior. A driver assistance device in which, when the control mode is set to the second output control mode, the processor sets at least one of the following based on the stability of the behavior in a predetermined interval: the number of times a reward sound is output, the pitch of the reward sound, the volume of the reward sound, the type of reward sound, the number of sounds that make up the reward sound, or the tempo of the reward sound. In a driver assistance system that outputs sounds corresponding to the behavior of the vehicle, A data acquisition unit that acquires data indicating the vehicle's behavior, A first output processing unit that performs a process to output sound in a first output control mode that continuously outputs sound while changing the output sound according to the magnitude of the vehicle's movement while the vehicle is in motion, A second output processing unit performs a process to output sound in a second output control mode that outputs a reward sound corresponding to the stability of the vehicle's behavior in the predetermined section traveled each time the vehicle travels a predetermined section, A control mode setting unit sets the control mode for outputting sound according to predetermined judgment conditions to either a first output control mode or a second output control mode, A driver assistance system equipped with this system. • One or more processors, The control mode for outputting sound is determined according to predetermined criteria. The system is set to either a first output control mode that continuously outputs sound while changing the output sound according to the magnitude of the vehicle's behavior during vehicle operation, or a second output control mode that outputs a reward sound according to the stability of the vehicle's behavior in a predetermined section after the vehicle has traveled that section. Outputting sound according to the set first output control mode or second output control mode, A recording medium containing a computer program that performs a process including the execution of that process. [Explanation of symbols]

[0224] 1...Driving assistance device, 11...Vehicle body behavior measurement device, 13...Vehicle surrounding conditions detection device, 15...Weather information detection device, 17...Vehicle position information detection device, 19...Input unit, 31...Sound output device, 50...Information processing device, 53...Control unit, 61...Acquisition unit, 63...Data processing unit, 65...First output processing unit, 67...Second output processing unit, 69...Control mode setting unit

Claims

1. In a driver assistance system that outputs sounds corresponding to the behavior of a vehicle, The aforementioned driving assistance device comprises one or more processors and one or more memories that are communicatively connected to the one or more processors. The aforementioned one or more processors The control mode for outputting the aforementioned sound is determined according to predetermined criteria. A first output control mode that continuously outputs a sound that makes the driver aware of the instability of the vehicle's behavior while the vehicle is in motion, while changing the sound according to the magnitude of the vehicle's behavior, or The system is selectively set to a second output control mode, which, each time the vehicle travels a predetermined section, outputs a reward sound to the driver to indicate that the vehicle's behavior is highly stable, depending on the stability of the vehicle's behavior in the predetermined section traveled. A driving assistance device that performs a process to output the sound according to the set first output control mode or the second output control mode.

2. The aforementioned one or more processors Based on the information of the vehicle's driving environment, which includes at least one of other vehicles, pedestrians, and road conditions in the vicinity of the vehicle, the system determines whether or not a situation exists where a decrease in the stability of the vehicle's behavior needs to be recognized in real time. In situations requiring real-time recognition, select the first output control mode. The driving assistance device according to claim 1, wherein the second output control mode is selected when real-time recognition is not required.

3. The aforementioned one or more processors As a predetermined determination condition, the desire to improve driving skills is determined based on the answers to questions regarding the desire to improve the driving skills of the vehicle's driver, or information on the determination results of the desire to improve driving skills is obtained. If it is determined that the driver has a high motivation to improve their driving skills, the first output control mode is selected. The driving support device according to claim 1, wherein if it is determined that the driver's motivation to improve their driving skills is low, the second output control mode is selected.

4. The aforementioned one or more processors As predetermined determination conditions, the driver's driving skills are determined based on at least one of the following: the results of answers to questions regarding the driver's driving skills, the driver's driving experience, and the history of the driver's driving operations of the vehicle. If it is determined that the driver's skill level is high, the first output control mode is selected. The driver assistance device according to claim 1, which selects the second output control mode if it is determined that the driver's skill level is low.

5. A computer program applied to a driver assistance system that assists in the operation of a vehicle, One or more processors, The control mode for outputting the aforementioned sound is determined according to predetermined criteria. The system is selectively set to either a first output control mode, which continuously outputs a sound that alerts the driver to the instability of the vehicle's behavior while the vehicle is in motion, with the output changing according to the magnitude of the vehicle's behavior, or a second output control mode, which, each time the vehicle travels a predetermined section, outputs a reward sound that alerts the driver to the high stability of the vehicle's behavior in the section traveled, according to the stability of the vehicle's behavior in that section. Outputting the sound according to the set first output control mode or the second output control mode, A computer program that performs a process that includes [a specific action].

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