On-vehicle interface device

Abstract

An on-vehicle interface device (20) is configured to be mounted on a vehicle so as to be able to receive an input operation from a driver (D) of a vehicle (V). The on-vehicle interface device (20) is provided with a foot state detection unit (2311) and an operation content determination unit (232). The foot state detection unit detects a foot state including motion of a foot (D4) of the driver by using a non-contact type sensor (225). The operation content determination unit determines the content of the input operation on the basis of the foot state detected by the foot state detection unit.

Description

In-vehicle interface device CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application is based on Japanese Patent Application No. 2023-200002, filed on November 27, 2023, the contents of which are incorporated herein by reference.

[0002] The present disclosure relates to an in-vehicle interface device that is mounted in a vehicle and receives input operations from a driver of the vehicle.

[0003] Patent Literature 1 discloses a method and system for performing gesture-based control in a vehicle. Specifically, associations between multiple predefined gestures and multiple functions can be maintained in combination with multiple predefined regions in the vehicle. A user can perform gestures in the regions in the vehicle. Exemplary gestures include swiping, pointing, tapping, grasping, and pinching. Exemplary regions include a steering wheel, an air conditioner vent, etc. The vehicle can include one or more cameras configured to record a three-dimensional image of the gesture. The vehicle can detect the gesture and the region based on the three-dimensional image. Furthermore, the vehicle can select a function associated with the gesture and the region based on the association between the gesture and the function. The vehicle can then initiate operation of the function in the vehicle. The functions can include, for example, any function of the vehicle. For example, the functions can include changing the audio volume or selecting music in the vehicle, changing the fan speed or temperature of the air conditioner, changing the seat position, etc. Additionally, functions may include, for example, changing the wiper speed, opening / closing / changing the position of windows, opening / closing / changing the position of sunscreens, opening / closing / changing the position of sunroofs in vehicles, etc. Additionally, functions may include, for example, changing the speed of a navigation control system, etc.

[0004] Patent No. 6126199

[0005] Conventional vehicle operations, such as driving operations, by drivers are primarily based on the operation of a steering wheel, pedals, buttons, and the like. However, there is a time lag before the driver's intentions or will are reflected, and the layout of buttons is complicated, leaving room for improvement in terms of convenience. In this regard, the technology disclosed in Patent Document 1 mainly uses gestures by the driver's hands. On the other hand, the driver's feet, particularly the left foot, which is unlikely to operate pedals for acceleration or deceleration, have a relatively large amount of free movement, unlike the hands, which are often required to hold or rest on the steering wheel, and are therefore well suited to expressing the driver's intentions or will.

[0006] The present disclosure has been made in consideration of the circumstances exemplified above, etc. That is, the present disclosure provides a technology that enables, for example, a driver's intention or intent to be more accurately reflected in vehicle control.

[0007] The in-vehicle interface device is configured to be mounted in a vehicle and to receive an input operation from a driver of the vehicle. In one aspect of the present disclosure, the in-vehicle interface device includes: a foot state detection unit that detects a foot state including a foot movement of the driver using a non-contact sensor; and an operation content determination unit that determines the content of the input operation based on the foot state detected by the foot state detection unit.

[0008] In addition, in each section of the application documents, each element may be assigned a reference symbol in parentheses. In this case, the reference symbol merely indicates an example of the correspondence between the element and the specific configuration described in the embodiment described below. Therefore, the present disclosure is not limited in any way by the description of the reference symbol.

[0009] Fig. 1 is a schematic diagram showing a state in which the interior of a vehicle cabin in a vehicle to which an in-vehicle interface device according to an embodiment is applied, as seen from the side. Fig. 2 is a perspective view showing a state in which the foot space shown in Fig. 1 is seen from diagonally above. Fig. 3 is a block diagram showing a schematic configuration of an in-vehicle system mounted on the vehicle shown in Fig. 1. Fig. 4 is a schematic diagram for explaining a state of movement of the driver's feet detected by a foot state detection unit shown in Fig. 3. Fig. 5 is a schematic diagram for explaining a state of movement of the driver's feet detected by a foot state detection unit shown in Fig. 3.

[0010] (Embodiments) Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Note that if a description of various modifications applicable to one embodiment is inserted in the middle of a series of descriptions related to the embodiment, it may hinder understanding of the embodiment. For this reason, the modifications will be described together after the series of descriptions related to the embodiment, rather than in the middle of the series of descriptions related to the embodiment.

[0011] (General Configuration of Vehicle) Referring to FIG. 1 , in this embodiment, the vehicle V is a so-called standard automobile and has a box-shaped vehicle body V1. Hereinafter, for ease of explanation, the concepts of directions, "front," "rear," "up," "down," "right," and "left," are defined as shown in FIGS. 1 and 2 . "Down" refers to the same direction as the direction of gravity when the vehicle V is stably placed on a horizontal surface in a drivable state, and "up" refers to the opposite direction. That is, the up-down direction refers to a direction parallel to the direction of gravity when the vehicle V is stably placed on a horizontal surface in a drivable state. "Front" refers to the traveling direction when the vehicle V travels forward in a straight line on a horizontal surface, and "rear" refers to the opposite direction. That is, the fore-and-aft direction refers to a direction parallel to the overall length of the vehicle V. "Right" refers to the positive X-axis direction in a right-handed XYZ coordinate system, where the positive Z-axis direction is "up" and the positive Y-axis direction is "front," and "left" refers to the opposite direction. That is, the left-right direction refers to a direction parallel to the vehicle width direction.

[0012] In this embodiment, the vehicle V is configured as a so-called "right-hand drive vehicle" that complies with Japan's road traffic regulations for left-hand traffic. A passenger compartment V2, which is the interior space of the vehicle body V1, is provided with multiple passenger seats, including a driver's seat V3. The passenger seat V3 will be referred to as the driver D hereinafter. The driver's seat V3 includes a seat cushion V31 that provides a seating surface for the driver D, a seat back V32 that supports the driver D from behind, and a headrest V33. A dashboard V4 is disposed in front of the driver's seat V3. A steering wheel V5 is disposed protruding from the dashboard V4 toward the driver's seat V3. Pedals V7 and a footrest V8 are disposed in a foot space V6, which is a space below the dashboard V4. As shown in FIG. 2 , the pedals V7 include an accelerator pedal V71 and a brake pedal V72. The accelerator pedal V71 is disposed to the right of the brake pedal V72. The footrest V8 is disposed to the left of the brake pedal V72. That is, the accelerator pedal V71, the brake pedal V72, and the footrest V8 are arranged in this order from right to left. A floor mat V10 is laid on a floor V9 at the bottom of the foot space V6.

[0013] FIG. 1 shows a state in which a driver D is seated in a driver's seat V3 in a driving position. The "driving position" refers to an appropriate seating position relative to the driver's seat V3 that allows the driver D to accurately operate the steering wheel V5 and pedals V7. In this driving position, the driver D's head D1 is supported from behind by a headrest V33, and the driver's torso D2 is in close contact with the seatback V32. The driver D's arms D3 are extended forward with their elbows slightly bent, and the driver D grasps the steering wheel V5 with his hands D31. The driver D's feet D4 are the portions of the legs D5 that extend beyond the ankles D6. The driver D's right foot D41 operates the pedals V7, and the driver D's left foot D42 is often placed on a footrest V8. That is, the vehicle V in this embodiment is configured as a so-called automatic or semi-automatic vehicle that does not require the driver D's left foot D42 to operate a clutch. Most of the thigh D52 of the driver D's leg D5, which is closer to the base than the knee D51, is in close contact with the seat cushion V31. The shin D53, which is the portion between the foot D4 and the knee D51, extends diagonally downward and forward from the knee D51 so that the driver D's right foot D41 can easily operate the pedal V7 or change pedals.

[0014] (Overview of the In-Vehicle System) A vehicle V is equipped with an in-vehicle system 1 shown in FIG. 3. The vehicle V equipped with the in-vehicle system 1 may be referred to as the "host vehicle" hereinafter. In this embodiment, the host vehicle has a driving automation function. That is, the in-vehicle system 1 is configured to function as a driving automation system for the host vehicle when installed in the host vehicle. The "driving automation system" is a system for achieving a driving automation level corresponding to at least one of levels 1 to 5 specified in the "SAE J3016" standard published by SAE International. SAE stands for Society of Automotive Engineers. Level X in "SAE J3016" will be referred to simply as "SAE Level X" hereinafter. X is any value between 0 and 5. The larger the value of X in SAE Level X, or the more dynamic driving tasks the driving automation system is responsible for, i.e., executes, the higher the driving automation level is expressed. Furthermore, a change to a higher level of driving automation is referred to as an "increase" in the level of driving automation. Conversely, the smaller the value of X, or the fewer dynamic driving tasks the driving automation system is responsible for, i.e., performs, the lower the level of driving automation is expressed. Furthermore, a change to a lower level of driving automation is referred to as a "decrease" in the level of driving automation. Therefore, for example, even if there is no level change at SAE Level 1 or 2, the level of driving automation may increase or decrease depending on whether the dynamic driving tasks the driving automation system is responsible for, i.e., performs.

[0015] (Definition of Driver Assistance and Automated Driving) The specific details of SAE Levels 0 to 5 are as follows. In this description, driver D is a vehicle occupant who is responsible for or performs a dynamic driving task. The "dynamic driving task" refers to all operational and tactical functions that must be performed in real time when operating a vehicle in road traffic, excluding strategic functions. Driving behavior in general can be categorized into three types of functions: strategic, tactical, and operational. "Strategic" functions include route planning, route selection, etc., and specifically include determining or selecting a route plan, such as "whether to go or not, when, where, and how to go." "Tactical" functions relate to vehicle operation in traffic situations, such as deciding whether and when to overtake or change lanes during the route, selecting an appropriate speed, and checking mirrors. "Operational" functions relate to instantaneous reactions, such as making minor corrections to steering, braking, accelerating, and accelerating operations to maintain lane position or avoid sudden obstacles or hazards in the vehicle's path.

[0016] "OEDR" stands for Object and Event Detection and Response, and is also referred to as "object and event detection and response." OEDR includes monitoring the driving environment. Monitoring the driving environment includes detecting, recognizing, and classifying objects and events. Monitoring the driving environment also includes preparing to respond to objects and events as needed. A "constrained domain" is a specific condition in which a driving automation system or its functions are designed to operate, and is also referred to as an operational design domain or ODD. ODD stands for Operational Design Domain. A constrained domain includes at least one of multiple constraints, such as geographical, environmental, speed, and time.

[0017] SAE Level 0: Manual driving...Driver D performs all dynamic driving tasks. SAE Level 1: Driving assistance...The driving automation system continuously performs either the longitudinal vehicle motion control subtask or the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. The longitudinal vehicle motion control subtask is starting, accelerating / decelerating, and stopping. The lateral vehicle motion control subtask is steering. However, the driving automation system does not simultaneously perform both the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask. Level 2: Advanced driving assistance...The driving automation system continuously performs the longitudinal vehicle motion control subtask and the lateral vehicle motion control subtask of the dynamic driving task in a specific limited area. Driver D is expected to supervise the driving automation system by performing the OEDR, a subtask of the dynamic driving task. SAE Level 3: Conditional automated driving...The driving automation system continuously performs all dynamic driving tasks in a specific limited area. In principle, driver D is not obligated to perform OEDR such as periphery monitoring. Periphery monitoring involves monitoring the traffic environment around the vehicle. However, if it becomes difficult to maintain the driving automation level, the driving automation system will request driver D to take over driving with sufficient time to spare. Driver D must respond appropriately to this request. - SAE Level 4: Highly automated driving...The driving automation system continuously performs all dynamic driving tasks in specific limited areas. If it becomes difficult to maintain the driving automation level in the limited areas, the driving automation system will take action. - SAE Level 5: Fully automated driving...The driving automation system continuously performs all dynamic driving tasks indefinitely, not limited to specific limited areas. If it becomes difficult to maintain the driving automation level, the driving automation system will also take action indefinitely, not limited to specific limited areas.

[0018] The in-vehicle system 1 is configured to be able to perform various driving controls when the vehicle is being driven and various associated notification or warning operations, etc. In this embodiment, the in-vehicle system 1 is configured to be able to perform at least autonomous driving of SAE level 3 or higher, advanced driving assistance of SAE level 2, and driving assistance of SAE level 1. Therefore, the in-vehicle system 1 according to this embodiment can be referred to as an "autonomous driving system" when performing autonomous driving, and as a "driving assistance system" when performing driving assistance or advanced driving assistance.

[0019] The advanced driving assistance that can be performed by the in-vehicle system 1 according to this embodiment includes so-called "hands-off driving." In hands-off driving, the in-vehicle system 1 automatically controls starting, steering, acceleration / deceleration, lane changes, and stopping, provided that the driver D appropriately responds to intervention requests from the in-vehicle system 1. Hands-off driving does not require the driver D to be in a hands-on state, but does require the driver D to monitor road conditions, traffic conditions, the presence of obstacles, and the like around the vehicle. The "hands-on state" refers to a state in which the driver D can interfere with the steering of the vehicle, i.e., the lateral vehicle motion control subtask, and typically refers to a state in which the driver D can instantly operate the steering wheel V5 with his / her hands D31 while sitting in the driver's seat V3 in a driving position. In a hands-on state, driver D normally holds the steering wheel V5 with his / her hand D31, but a state in which his / her hand D31 is placed on the steering wheel V5, i.e., a state in which driver D's hand D31 is touching the steering wheel V5 in a state in which he / she can immediately grasp it, can also be considered a "hands-on state."

[0020] During automated driving, or depending on the content of the advanced driving assistance being executed, the leg-on state is not required, and the leg-off state is permitted. The "leg-on state" refers to a state in which the foot D4 of the driver D in a driving posture is positioned so that the pedal V7 can be immediately depressed, typically a state in which the right foot D41 is positioned on the pedal V7. The "leg-on state" includes a state in which the driver D's foot D4 is depressing the pedal V7 and a state in which the driver D's foot D4 is not depressing the pedal V7 but is lightly touching the pedal V7. In contrast, the "leg-off state" refers to a state in which the driver D's foot D4 is not positioned so that the pedal V7 can be immediately depressed, typically a state in which the right foot D41 is not positioned on the pedal V7. Specifically, for example, during ACC operation, hands-off driving, or automated driving, the leg-off state is permitted, and the right foot D41 can be placed, for example, in front of or to the right of the accelerator pedal V71, or raised above it using an ottoman (not shown). ACC stands for adaptive cruise control. That is, ACC is a control system that performs constant-speed cruise control to make the host vehicle travel at a constant target speed when there is no preceding vehicle ahead of the host vehicle, and performs follow-up cruise control to make the host vehicle follow the preceding vehicle at a speed equal to or slower than the target speed when there is a preceding vehicle ahead. Hereinafter, in this specification, SAE Level 3 autonomous driving will be simply referred to as "autonomous driving" unless otherwise specified.

[0021] (Configuration of Components of the In-Vehicle System) As shown in FIG. 3 , the in-vehicle system 1 is configured as an in-vehicle network including an in-vehicle communication line 10 and multiple nodes interconnected via the in-vehicle communication line 10. The in-vehicle system 1 is configured to comply with a predetermined communication standard such as CAN (internationally registered trademark: International Registration Number 1048262A). CAN (internationally registered trademark) is an abbreviation for Controller Area Network. The in-vehicle system 1 includes a vehicle state sensor 11, an external environment state sensor 12, a perimeter monitoring sensor 13, a locator 14, a communication module 15, a driver state detection unit 16, a driving control device 17, an air conditioning device 18, an interior lighting device 19, and an HMI device 20. HMI stands for human-machine interface. The HMI device 20 includes an output device 21, an input device 22, and an HMI control device 23. The vehicle state sensors 11 to the interior lighting device 19 and the HMI control device 23 are connected to the in-vehicle communication line 10. The output device 21 and the input device 22 are connected to the HMI control device 23.

[0022] (Various Sensors) The vehicle state sensor 11 is configured to generate outputs corresponding to various quantities related to the driving state of the host vehicle. The "various quantities related to the driving state" include, for example, various quantities related to the driving operation state by the driver D or the driving automation system, such as the accelerator opening, braking operation amount, shift position, steering angle, etc. The "various quantities related to the driving state" also include physical quantities related to the behavior of the host vehicle, such as vehicle speed, angular velocity, longitudinal acceleration, lateral acceleration, etc. Specifically, the vehicle state sensor 11 includes, in addition to an accelerator pedal sensor 111 and a brake pedal sensor 112, well-known sensors necessary for vehicle driving control, such as a steering angle sensor, a wheel speed sensor, an angular velocity sensor, and an acceleration sensor. The vehicle state sensor 11 is configured to be able to provide detection outputs to various components, such as the driving control device 17, via the in-vehicle communication line 10.

[0023] The external environment sensor 12 is configured to generate outputs corresponding to various quantities related to the natural environment within the driving environment of the vehicle. The "various quantities related to the natural environment" include physical quantities such as outside air temperature, rainfall, and illuminance. For the sake of simplicity of illustration and explanation, the external environment sensor 12 is a general term for well-known sensors such as an outside air temperature sensor, a raindrop sensor, and an illuminance sensor. The external environment sensor 12 is configured to provide detection outputs to various components, such as the driving control device 17, via the in-vehicle communication line 10.

[0024] The perimeter monitoring sensor 13 is configured to detect the driving environment of the vehicle other than those primarily detectable by the external environment sensor 12. Specifically, the perimeter monitoring sensor 13 is configured to detect moving and stationary objects within a predetermined detection range around the vehicle. "Moving objects" include pedestrians, cyclists, animals, and other moving vehicles. "Stationary objects" include fallen objects on the road, guardrails, curbs, parked vehicles, road signs, road markings, as well as roadside structures (e.g., walls, buildings, etc.). The perimeter monitoring sensor 13 may also be referred to as an "ADAS sensor." ADAS stands for Advanced Driver-Assistance Systems.

[0025] In this embodiment, the perimeter monitoring sensor 13 includes a camera 131 and an object detection sensor 132 for detecting moving and stationary objects. The camera 131 is configured to capture images of the surroundings of the vehicle. In this embodiment, the camera 131 is a digital camera device equipped with an image sensor such as a CCD or CMOS. CCD stands for Charge Coupled Device. CMOS stands for Complementary Metal-Oxide-Semiconductor. The object detection sensor 132 is a millimeter-wave radar sensor, submillimeter-wave radar sensor, or laser radar sensor that transmits and receives radar waves and is mounted on the front of the vehicle body V1 of the vehicle. The object detection sensor 132 is configured to output signals corresponding to the position and relative velocity of a reflection point. A "reflection point" is a point on the surface of an object around the vehicle that is estimated to have reflected radar waves. The "relative velocity" is the velocity of the reflection point, i.e., the object that reflected the radar waves, relative to the vehicle.

[0026] (Locator) The locator 14 is configured to acquire highly accurate position information of the vehicle by so-called composite positioning. Specifically, the locator 14 has a GNSS receiver 141, an inertial acquisition unit 142, a high-accuracy map DB 143, and a locator ECU 144. GNSS stands for Global Navigation Satellite System. DB stands for database. ECU stands for Electronic Control Unit. "High-accuracy position information" is, for example, position information having a position accuracy that can be used for driving automation levels of SAE Level 2 or higher, specifically, with an error of less than 10 cm.

[0027] The GNSS receiver 141 is configured to receive positioning signals transmitted from a plurality of positioning satellites, i.e., artificial satellites. In this embodiment, the GNSS receiver 141 is configured to be able to receive positioning signals from positioning satellites in at least one of satellite positioning systems such as GPS, QZSS, GLONASS, Galileo, IRNSS, and the Beidou satellite navigation system. GPS is an abbreviation for Global Positioning System. QZSS is an abbreviation for Quasi-Zenith Satellite System. GLONASS is an abbreviation for Global Navigation Satellite System. IRNSS is an abbreviation for Indian Regional Navigation Satellite System.

[0028] The inertia acquisition unit 142 is configured to acquire the acceleration and angular velocity acting on the host vehicle. In this embodiment, the inertia acquisition unit 142 is provided as a three-axis gyro sensor and a three-axis acceleration sensor built into a box-shaped housing of the locator 14.

[0029] The high-precision map DB 143 is primarily composed of non-volatile rewritable memory so that it can rewritably store high-precision map information and retain the stored contents even when the power is turned off. Examples of non-volatile rewritable memory include a hard disk, EEPROM, flash ROM, etc. EEPROM stands for Electronically Erasable and Programmable ROM. ROM stands for Read Only Memory. The high-precision map information may also be referred to as high-precision map data. The high-precision map information includes map information with higher accuracy than map information used in conventional car navigation systems, which can handle position errors of approximately several meters. Specifically, the high-precision map DB 143 stores information that can be used for driving automation levels of SAE Level 2 or higher, such as three-dimensional road shape information, lane number information, and traffic regulation information, in accordance with predetermined standards such as the ADASIS standard. ADASIS stands for Advanced Driver Assistance Systems Interface Specification.

[0030] The locator ECU 144 is configured as a so-called in-vehicle microcomputer equipped with a CPU, ROM, RAM, input / output interface, etc. (not shown). CPU stands for Central Processing Unit. RAM stands for Random Access Memory. The locator ECU 144 is configured to sequentially calculate the position, direction, etc. of the vehicle based on the positioning signal received by the GNSS receiver 141, the acceleration and angular velocity acquired by the inertia acquisition unit 142, the vehicle speed acquired from the vehicle state sensor 11, etc. The locator 14 is configured to be able to provide the results of calculations of the position, direction, etc. by the locator ECU 144 to each part of the driving control device 17 and the HMI control device 23 via the in-vehicle communication line 10.

[0031] (Communication Module) The communication module 15 is configured to enable V2X communication in the vehicle using wireless communication compliant with a predetermined communication standard. V2X is an abbreviation for Vehicle to X or Vehicle to Everything. The communication module 15 may also be referred to as a DCM. DCM is an abbreviation for Data Communication Module. Specifically, for example, the communication module 15 is configured to acquire the latest high-precision map information from a probe server on the cloud. The communication module 15 stores the acquired latest high-precision map information in the high-precision map DB 143 by cooperating with the locator ECU 144. The communication module 15 is also configured to acquire traffic information including information on traffic conditions (e.g., congestion information) from the probe server and / or a predetermined database. The communication module 15 is also configured to acquire information such as the lighting status and timing of traffic light changes at intersections ahead of the vehicle from the probe server and / or a predetermined database.

[0032] (Driver State Detection Unit) The driver state detection unit 16 is configured to detect the driver state. The "driver state" refers to the state of the driver D of the vehicle, and includes at least one of the line of sight, posture, behavior, psychological state, etc. Specifically, in this embodiment, the driver state detection unit 16 is configured to detect the face direction, line of sight, seating posture, grip state of the steering wheel V5, etc. of the driver D. In addition, the driver state detection unit 16 is configured to be able to provide the detection results of the driver state to each unit, such as the driving control device 17 and the HMI control device 23, via the in-vehicle communication line 10.

[0033] (Driving Control Device) The driving control device 17 is configured to perform driving control such as acceleration / deceleration and steering of the vehicle based on signals and information acquired from the vehicle state sensor 11, the external environment state sensor 12, the periphery monitoring sensor 13, the locator 14, etc. In this embodiment, the driving control device 17 is configured as an "autonomous driving ECU" or a "driving assistance ECU." That is, the driving control device 17 is configured to realize an autonomous driving function and a driving assistance function by executing predetermined driving control operations. In this embodiment, the "predetermined driving control operations" include vehicle control operations, i.e., dynamic driving task execution operations, corresponding to SAE Levels 1 to 3.

[0034] The driving control device 17 has a configuration as a so-called in-vehicle microcomputer, including a CPU, ROM, non-volatile rewritable memory, RAM, input / output interface, etc. (not shown). Specifically, the driving control device 17 has an automation level determination unit 171, a detection system control unit 172, a drive system control unit 173, and a braking system control unit 174 as functional configurations or functional units realized on the in-vehicle microcomputer.

[0035] The automation level determination unit 171 is configured to set the driving automation level of the host vehicle to one of SAE levels 0 to 3. The automation level determination unit 171 is also configured to switch between activation and deactivation of functions such as ACC. In other words, the automation level determination unit 171 is configured to determine a driving mode related to driving automation. The driving control device 17 is configured to be able to provide the driving mode determination result by the automation level determination unit 171 to each component such as the HMI control device 23 via the in-vehicle communication line 10.

[0036] The detection system control unit 172 controls the object detection operation by the perimeter monitoring sensor 13 and recognizes the presence of objects around the vehicle based on the object detection results using the perimeter monitoring sensor 13. The drive system control unit 173 controls the operation of the drive system, i.e., the powertrain, of the vehicle. That is, the drive system control unit 173 controls the operation of the drive source, which is the engine and / or motor, and the operation of the power transmission mechanism (e.g., a transmission mechanism) between the drive source and the wheels. The brake system control unit 174 controls the operation of the brake mechanism of the vehicle. That is, the brake system control unit 174 controls the brake pressure, which is the pressure of the working fluid in the friction brake mechanism, and the braking force. Furthermore, if the vehicle is equipped with a regenerative brake mechanism, the brake system control unit 174 controls the utilization state of the regenerative brake mechanism, i.e., whether it is on or off and how effective it is.

[0037] The air conditioner 18 is configured to adjust the temperature inside the vehicle compartment V2. That is, the air conditioner 18 is configured to perform a heating function to heat the vehicle compartment V2 and a cooling function to supply cool air into the vehicle compartment V2.

[0038] (Interior Lighting Device) The interior lighting device 19 is configured to be able to variably set the lighting state inside the vehicle compartment V2. Specifically, the interior lighting device 19 includes so-called ambient lights. The ambient lights are provided on the ceiling, door trim, etc. of the vehicle compartment V2, and are configured to be able to change the light emission state, including the light emission color. In other words, the interior lighting device 19 is configured as an interior device that affects the vision of the driver D.

[0039] (HMI Device) The HMI device 20 is configured to accept input operations from occupants such as the driver D, other than accelerator and brake operations using the pedals V7, and to output various information or content audiovisually to the occupant. Specifically, the output device 21 includes an instrument panel 211, a console display device 212, a HUD device 213, an AV device 214, and a speaker 215. HUD stands for head-up display. The input device 22 includes a meter switch 221, a console switch 222, a handlebar switch 223, a microphone 224, and a foot state sensor 225.

[0040] The instrument panel 211 is provided on the dashboard V4 and includes a meter display that displays vehicle driving conditions such as vehicle speed and coolant temperature, and an information display that displays various information such as radio stations and mileage. The console display device 212 is provided on a center console (not shown) and is configured to display a navigation map, a second task, and the set temperature and airflow of the air conditioning device 18. The second task is a task other than driving performed by the driver D, and includes, for example, reading, operating a mobile communication terminal, and watching video content. Examples of "video content" include movies, concert videos, music videos, and television broadcasts. The second task is also referred to as a "non-driving task" or a "secondary activity." The HUD device 213 is configured to display a display image including letters and / or symbols in front of the driver D. That is, the HUD device 213 is configured to form a virtual display image in front of the driver D using AR technology, thereby superimposing the display image on the foreground including the road surface ahead of the vehicle. AR is an abbreviation for Augmented Reality. The AV device 214 is configured to be able to output music content and / or video content using the console display device 212 and the speaker 215. The speaker 215 is provided to perform the audio output function of the AV device 214 and also to perform the audio output function for various guidance, notifications, or warnings while driving. In this way, the output device 21 is configured as an in-vehicle device that affects the vision and / or hearing of the driver D.

[0041] The meter switch 221 is provided to be able to accept various operations related to the display state or content of the instrument panel 211, such as an operation to reset the trip meter. The console switch 222 is arranged around the console display device 212 and is provided to be able to accept operations for the air conditioning unit 18, the AV device 214, etc. The handlebar switch 223 is provided on a spoke portion of the handlebar V5, etc. The handlebar switch 223 is provided to be able to accept various operations related to the display state or content of the instrument panel 211 (for example, changing the display items, etc.) and various operations such as volume control for the AV device 214. The microphone 224 is provided to enable voice input by the driver D.

[0042] The foot state sensor 225 is a non-contact sensor for detecting the foot state, including the position and movement of the driver D's foot D4, and is provided at the top of the foot space V6. In other words, the "foot state" includes the position, movement, and combinations thereof of the foot D4. In this embodiment, the foot state sensor 225 is a so-called foot camera that captures the foot space V6 from above and is disposed so as to include at least the pedal V7 and its surroundings in its field of view. That is, the foot state sensor 225 is provided to be able to detect, for example, whether the driver D's foot D4 is on the accelerator pedal V71, the brake pedal V72, or whether the driver D's foot D4 is moving from one of the accelerator pedal V71 and the brake pedal V72 to the other. The foot state sensor 225 is also provided to be able to detect the state of the driver D's foot D4 and leg D5 and the surrounding conditions in the foot space V6. The "state" of the driver D's foot D4 and leg D5 includes the type of footwear, movement, orientation, and bending state of the joints, etc. That is, the state of the leg D5 includes the position, orientation, movement, and combinations thereof, of the knee D51, thigh D52, and shin D53 of the leg D5. The "surrounding conditions" of the driver D's foot D4 and leg D5 include movement-impeding conditions that hinder the movement of the foot D4. Movement-impeding conditions include the presence of an obstacle in the foot space V6, a defect in the floor mat V10, or the presence of something stuck to the pedal V7. Defects in the floor mat V10 include the floor mat V10 being misaligned, curled up, or out of standard (i.e., the shape or size is not suitable for the floor V9), etc.

[0043] (HMI Control Device) The HMI control device 23 has a configuration as a so-called HCU that controls the operations of the output device 21 and the input device 22 included in the HMI device 20. HCU is an abbreviation for HMI Control Unit. The HMI control device 23 has a configuration as a so-called in-vehicle microcomputer that includes a CPU, ROM, non-volatile rewritable memory, RAM, input / output interface, etc. (not shown). The HMI control device 23 has an input information acquisition unit 231, an operation content determination unit 232, a foot situation determination unit 233, and a control content determination unit 234 as functional configurations or functional units realized on the microcomputer.

[0044] The input information acquisition unit 231 is configured to acquire input information from the input device 22. In this embodiment, the input information acquisition unit 231 has a foot state detection unit 2311. The foot state detection unit 2311 is configured to detect the foot state of the driver D using the foot state sensor 225. In other words, the foot state detection unit 2311 is configured to recognize the position of the foot D4 of the driver D and the movement or gesture of the foot D4 based on the image signal acquired from the foot state sensor 225.

[0045] 4 and 5 schematically show the movement directions of the foot D4 that constitute the movement or gesture of the foot D4. As shown in FIG. 4 , the foot D4 can move in a stepping direction DS along the extension direction of the shin D53 by contracting and extending the leg D5. The foot D4 can also move in a dorsi-plantar flexion direction DR along the rotation direction around the ankle D6. That is, the foot D4 can rotate in a dorsi-flexion direction in which the toes, which are the tip of the foot D4, approach the knee D51, and in a plantar flexion direction in which the toes move away from the knee D51. The foot D4 can also move in a foot length direction DL, which is a first direction, by rotating the shin D53 around the knee D51 in the front-to-back direction. The foot length direction DL is a direction from the heel to the toes that defines the length of the foot D4 and is perpendicular to the foot width direction DW. The foot length direction DL is a direction along the front-to-back direction in a plan view seen from above vertically. Specifically, it is parallel to the front-to-back direction or intersects with the front-to-back direction at a small angle of approximately 20 degrees or less. The foot D4 can also move in a foot width direction DW, which is a second direction. The foot width direction DW is the width direction of the foot D4. In a plan view seen from above vertically, it is parallel to the left-to-right direction or intersects with the left-to-right direction at a small angle of approximately 20 degrees or less. That is, the foot width direction DW is a direction along the left-to-right direction. The step-in direction DS, which is a third direction, is a direction that intersects with the foot length direction DL and the foot width direction DW and can typically be defined as a direction perpendicular to these directions. Furthermore, as shown in FIG. 5 , which shows the foot D4 viewed from above or diagonally above with a line of sight along the step-in direction DS, the foot D4 can move in a first inclined direction DD1 and a second inclined direction DD2 that intersect with the foot length direction DL and the foot width direction DW. 5 , in a coordinate system with the foot width direction DW as the horizontal axis and the foot length direction DL as the vertical axis, the first inclination direction DD1 is the direction from the origin toward the first or third quadrant, and the second inclination direction DD2 is the direction from the origin toward the second or fourth quadrant. Thus, the movement or gesture of the foot D4 is three-dimensional, and its directions include at least one of the foot length direction DL, the foot width direction DW, the stepping direction DS, the dorsi-plantar flexion direction DR, the first inclination direction DD1, and the second inclination direction DD2. Alternatively, the direction of the movement or gesture of the foot D4 includes at least one of the forward / backward direction, the left / right direction, and the up / down direction.

[0046] The operation content determination unit 232 determines the content of the input operation by the driver D's foot D4 based on the foot state detected by the foot state detection unit 2311. The foot situation determination unit 233 determines the situation around the driver D's foot D4 in the footwell V6. Specifically, the foot situation determination unit 233 determines whether an operation obstruction situation has occurred in the footwell V6. The control content determination unit 234 determines the control content of the host vehicle based on the determination results of the operation content determination unit 232 and the foot situation determination unit 233. Specifically, the control content determination unit 234 determines the content of operation control of each part of the host vehicle in accordance with the content of the input operation determined by the operation content determination unit 232. Furthermore, when the foot situation determination unit 233 determines that an operation obstruction situation has occurred, the control content determination unit 234 issues a warning to the driver D using the output device 21.

[0047] (Outline of Operation) Hereinafter, an outline of the operation of the configuration according to this embodiment and the effects achieved by this configuration will be described with reference to the drawings.

[0048] The driving control device 17 controls the driving of the vehicle based on signals or information received from the vehicle state sensor 11, the external environment state sensor 12, the surroundings monitoring sensor 13, the locator 14, the driver state detection unit 16, and the HMI control device 23. Specifically, the drive system control unit 173 controls the operation of the drive source and the power transmission mechanism based on an input signal from the accelerator pedal sensor 111. Furthermore, the braking system control unit 174 controls the operation of the braking mechanism based on an input signal from the brake pedal sensor 112. The air conditioning device 18, the interior lighting device 19, and the AV device 214 are operated based on input operations via the input device 22.

[0049] Furthermore, the driving control device 17 determines the execution of selectable driving automation levels depending on the current position, vehicle speed, driver state, etc. of the vehicle. For example, when the in-vehicle system 1 is started without any input operation from the driver D and without any initial setting, the driving control device 17 determines the driving automation level to SAE Level 1, which enables automatic emergency braking and collision mitigation control. The "initial setting" here includes the setting state of the driving automation level or driving mode that was saved for the next start-up when the in-vehicle system 1 was last stopped. Therefore, for example, if automated driving of SAE Level 3 or higher was being performed immediately before the in-vehicle system 1 was last stopped, the driving control device 17 can determine the driving automation level to SAE Level 3 at the time of the current start-up. Also, for example, when the vehicle enters an SAE Level 3 ODD from outside the ODD and the driver D inputs an operation to approve the transition to SAE Level 3, the driving control device 17 transitions the driving automation level from the current SAE Level 2 or lower to SAE Level 3.

[0050] In this embodiment, as described above, the host vehicle is a so-called automatic or semi-automatic vehicle that does not require clutch operation by the driver D's left foot D42. Therefore, the driver D's left foot D42 can be moved more freely than the right foot D41 within a range that does not interfere with driving. Furthermore, during ACC or automated driving, the driver D's right foot D41 can also be moved relatively freely, except when an override operation by depressing the pedal V7 is required. In contrast, the driver D's hand D31 is required to grasp the steering wheel V5 or to place it on the steering wheel V5 to the extent that it can be grasped immediately at SAE level 2 or lower. Therefore, the driver D's foot D4, particularly the left foot D42, which is unlikely to operate the pedal V7 for acceleration / deceleration operation, is suitable for performing input operations to express the driver D's intentions or will.

[0051] Therefore, in this embodiment, the foot state detection unit 2311 detects the foot state including the movement of the driver D's foot D4 using the foot state sensor 225, which is a non-contact sensor. Specifically, for example, the foot state detection unit 2311 detects gestures including movements in the foot length direction DL along the front-rear direction and / or the foot width direction DW along the left-right direction. Typically, the foot state detection unit 2311 detects the movement of the driver D's left foot D42 or a gesture resulting therefrom. Furthermore, during ACC or autonomous driving, the foot state detection unit 2311 detects the movement of the driver D's right foot D41 or a gesture resulting therefrom. More specifically, for example, the foot state detection unit 2311 detects the movement of the driver D's foot D4 in the stepping direction DS and the dorsi-plantar flexion direction DR as shown in FIG. 4 . Also, for example, the foot state detection unit 2311 detects the movement of the driver D's foot D4 in the foot length direction DL, the foot width direction DW, the first inclination direction DD1, and the second inclination direction DD2, as shown in Figure 5.

[0052] The operation content determination unit 232 determines the content of the input operation based on the foot state detected by the foot state detection unit 2311. Specifically, the operation content determination unit 232 reads out the vehicle control content corresponding to the actually detected foot state, for example, using a lookup table that describes the correspondence between the foot state and the vehicle control content. Then, the control content decision unit 234 decides the control content of the host vehicle based on the determination result by the operation content determination unit 232.

[0053] An input operation using the driver D's foot D4 can be used, for example, to select a function related to driving assistance for the vehicle. Specifically, referring to FIG. 5 , for example, a reciprocating movement of the driver D's left foot D42 in a first tilt direction DD1 can be associated with ACC activation, while a reciprocating movement in a second tilt direction DD2 can be associated with ACC termination. Furthermore, during ACC activation, a reciprocating movement of the driver D's left foot D42 in a foot length direction DL can be associated with a vehicle-to-vehicle shortening instruction, while a reciprocating movement in a foot width direction DW can be associated with a vehicle-to-vehicle extending instruction. Furthermore, for example, a movement in which the driver D supinates the left shin D53 and rotates the toe of the left foot D42 counterclockwise while stepping on the left foot D42 can be associated with EPB activation, while a reverse movement can be associated with EPB release. EPB stands for electronic parking brake.

[0054] An input operation using the driver D's foot D4 can be used to operate the air conditioner 18, for example. Specifically, referring to FIG. 5 , for example, a movement or gesture of the driver D's left foot D42 moving in a clockwise circular motion can be associated with an operation to turn on the air conditioner 18, while a reverse movement or gesture can be associated with an operation to turn off the air conditioner 18. Incidentally, in a so-called engine vehicle, the engine usually needs to be started in order to turn on the air conditioner 18. Furthermore, in a so-called hybrid vehicle or plug-in hybrid vehicle, even if the remaining battery charge falls below a predetermined level, the engine usually needs to be started in order to turn on the air conditioner 18. In this regard, according to this embodiment, for example, it is possible to start the engine and turn on the air conditioner 18 while applying the brake with the right foot D41.

[0055] The input operation using the driver D's foot D4 can be used, for example, for operations corresponding to the operation of the interior lighting device 19 or the output device 21. Specifically, for example, in response to the rhythmic movement of the driver D's left foot D42, which is the repetition of dorsiflexion and plantar flexion, the brightness or color of the LED or organic EL light-emitting element provided on the interior lighting device 19 or the instrument panel 211 can be changed, thereby enhancing the interior presentation effect of the vehicle. LED stands for Light-Emitting Diode. EL stands for Electro-Luminescence. It is also possible to control the volume using the movement of the driver D's left foot D42. Furthermore, during autonomous driving, the movement or gesture of the driver D's right foot D41 can be used for operations to start, select, switch, and end second task content.

[0056] The state of the foot space V6 is important when performing input operations using various foot conditions as described above. For example, the presence of an obstacle, a defect in the floor mat V10, or the presence of something stuck on the pedal V7 can hinder such input operations. Therefore, the foot space condition determination unit 233 determines whether such an operation-impeding condition has occurred in the foot space V6. If the foot space condition determination unit 233 determines that an operation-impeding condition has occurred, the control content determination unit 234 issues a warning to the driver D using the output device 21. Such a warning can be issued, for example, using the instrument panel 211, the HUD device 213, or the speaker 215.

[0057] (Modifications) The present disclosure is not limited to the above-described embodiment. Therefore, the above-described embodiment can be modified as appropriate. Representative modifications will be described below. In the following description of the modifications, differences from the above-described embodiment will be mainly described. Furthermore, identical or equivalent parts between the above-described embodiment and the modifications are given the same reference numerals. Therefore, in the following description of the modifications, the description of the above-described embodiment can be used as appropriate for components having the same reference numerals as those in the above-described embodiment, unless there is a technical contradiction or special additional explanation.

[0058] The present disclosure is not limited to the specific device configurations described in the above embodiments. For example, the vehicle V equipped with the in-vehicle system 1 is not limited to a standard automobile. Specifically, the vehicle V may be a large vehicle such as a cargo truck. The number of wheels is not particularly limited, and the vehicle V may be a three-wheeled vehicle, or a six- or eight-wheeled vehicle such as a cargo truck. The type of vehicle V may be a conventional automobile equipped with only an internal combustion engine, an electric vehicle or a fuel cell vehicle without an internal combustion engine, or a so-called hybrid vehicle. The shape and structure of the body V1 of the vehicle V are not limited to a box shape, i.e., a substantially rectangular shape in a plan view. There are also no particular limitations on the use of the vehicle V, the position of the driver's seat V3 and the steering wheel V5 in the vehicle width direction, the number of occupants, etc. That is, for example, the host vehicle may be configured as a so-called "left-hand drive vehicle" that complies with road traffic regulations in the United States and other countries that require right-hand traffic. Alternatively, for example, the host vehicle may be configured with passenger seats on both the left and right sides of the driver's seat V3.

[0059] The communication standard for the in-vehicle system 1 may be other than CAN (internationally registered trademark), such as FlexRay (internationally registered trademark). The communication standard for the in-vehicle system 1 is not limited to one type. For example, the in-vehicle system 1 may have a sub-network line that complies with a communication standard such as LIN. LIN is an abbreviation for Local Interconnect Network.

[0060] The vehicle condition sensor 11, the external environment condition sensor 12, and the perimeter monitoring sensor 13 are not limited to the above examples. For example, the perimeter monitoring sensor 13 may include a sonar, i.e., an ultrasonic sensor. Alternatively, the perimeter monitoring sensor 13 may include two or more types of sensors selected from a millimeter wave radar sensor, a submillimeter wave radar sensor, a laser radar sensor, and an ultrasonic sensor. There is also no particular limitation on the number of sensors to be installed.

[0061] The locator 14 is not limited to the above example. For example, the locator 14 does not need to have a built-in gyro sensor and an acceleration sensor. Specifically, the inertia acquisition unit 142 may receive output signals from an angular velocity sensor and an acceleration sensor provided outside the locator 14 as the vehicle state sensor 11.

[0062] In the above embodiment, the driving control device 17 is configured to be able to execute vehicle control operations corresponding to SAE Levels 1 to 3. However, the present disclosure is not limited to such an aspect. That is, for example, the present disclosure may be suitably applied to cases where vehicle control operations corresponding to SAE Levels 1 to 5 can be executed. Furthermore, the levels or categories of driving automation in the present disclosure are not limited to those specified in "SAE J3016." Specifically, "SAE J3016" specifies that the higher the level of driving automation, the larger the level numerical value. However, the present disclosure is not limited to such an aspect. That is, for example, the present disclosure may be similarly applied to standards that specify that the highest level of driving automation is "Level 1" and that the lower the level of driving automation, the larger the level numerical value.

[0063] The output device 21 is not limited to a configuration including the instrument panel 211, the console display device 212, and the HUD device 213. That is, for example, the instrument panel 211 and the console display device 212 may be integrated. Furthermore, the HUD device 213 may be omitted. The input device 22 is also not limited to the above specific example. That is, for example, instead of or in addition to the meter switches 221 and the console switches 222, a touch panel superimposed on the display surface of the instrument panel 211 or the console display device 212 may be used.

[0064] In the above embodiment, a foot camera is used as the foot condition sensor 225. The foot camera may be a visible light camera, an infrared camera, or a combination of both. However, the present disclosure is not limited to such an embodiment. In other words, an ultrasonic sensor or the like may be used as the foot condition sensor 225 instead of or in addition to the foot camera.

[0065] The present disclosure is not limited to the specific operation examples shown in the above embodiment. For example, in FIG. 5 , the foot length direction DL may be the front-to-rear direction. The foot width direction DW may be the left-to-right direction. That is, the movement or gesture of the driver D's foot D4 is usually a rotational movement centered on a joint such as the knee D51 or the ankle D6. Therefore, even if the driver D intends to move the foot D4 "forward and backward," the foot D4 actually moves on an arc-shaped trajectory centered on the knee D51. Therefore, strictly speaking, the movement of the foot D4 in the foot length direction DL is a movement on an arc-shaped trajectory between an upper front diagonal and a lower rear diagonal. However, the driver D may intentionally move the foot D4 in a direction parallel to the front-to-rear direction. Furthermore, input operation methods based on the foot state other than those described above may also be used. Specifically, for example, the movement of the knee D51 may also be used.

[0066] Similar expressions such as "obtain," "calculate," "estimate," "detect," "sensing," and "determine" may be substituted for each other as appropriate within the scope of technical inconsistency. "Detect" or "detection" and "extract" may also be substituted for each other as appropriate within the scope of technical inconsistency.

[0067] It goes without saying that the elements constituting the above-described embodiments are not necessarily essential unless expressly stated as essential or clearly considered essential in principle. Furthermore, when numerical values ​​such as the number, value, amount, and range of components are mentioned, the present disclosure is not limited to those specific numbers unless expressly stated as essential or clearly limited to a specific number in principle. Similarly, when the shape, direction, positional relationship, etc. of components are mentioned, the present disclosure is not limited to those shapes, directions, positional relationships, etc. unless expressly stated as essential or clearly limited to a specific shape, direction, positional relationship, etc. in principle.

[0068] The modified examples are not limited to the above examples. For example, all or part of one of the multiple specific examples may be combined with all or part of another of the multiple specific examples, provided that there is no technical inconsistency. There is no particular limit to the number of combinations. Similarly, all or part of one of the multiple modified examples may be combined with all or part of another of the multiple modified examples, provided that there is no technical inconsistency. Furthermore, all or part of the above specific example and all or part of the above modified examples may be combined with each other, provided that there is no technical inconsistency.

[0069] (Aspects of the Disclosure) As is clear from the description of the above-described embodiments and modified examples, this specification discloses at least the following matters. [Aspect 1] An in-vehicle interface device (20) that is mounted on a vehicle (V) and accepts an input operation from a driver (D) of the vehicle, the in-vehicle interface device comprising: a foot state detection unit (2311) that detects a foot state including a movement of the driver's foot (D4) using a non-contact sensor (225); and an operation content determination unit (232) that determines the content of the input operation based on the foot state detected by the foot state detection unit. [Aspect 2] The in-vehicle interface device according to Aspect 1, wherein the foot state detection unit detects, in a non-contact manner, a gesture including at least one of movements in a first direction (DL) along the front-rear direction, a second direction (DW) along the left-right direction, and a third direction (DS) intersecting the first direction and the second direction. [Aspect 3] The in-vehicle interface device according to Aspect 1 or 2, wherein the foot state detection unit detects the movement of the driver's left foot (D42) in a non-contact manner. [Aspect 4] The in-vehicle interface device according to any one of Aspects 1 to 3, wherein the input operation includes a function selection related to driving assistance for the vehicle. [Aspect 5] The in-vehicle interface device according to any one of Aspects 1 to 4, wherein the input operation includes a parking brake operation. [Aspect 6] The in-vehicle interface device according to any one of Aspects 1 to 5, wherein the input operation includes an operation for an air conditioning device (18) of the vehicle. [Aspect 7] The in-vehicle interface device according to any one of Aspects 1 to 6, wherein the input operation includes an operation corresponding to an operation of an interior device (19, 21) that affects the driver's vision and / or hearing. [Aspect 8] The in-vehicle interface device according to any one of Aspects 1 to 7, further comprising a foot condition determination unit (233) that determines a condition around the feet, and if the foot condition determination unit determines that the condition is a movement obstruction condition that is hindering movement of the feet, a warning is issued to the driver.[Aspect 9] The in-vehicle interface device according to Aspect 8, wherein the operation-impeding situation includes the presence of an obstacle in the footwell (V6), a defect in a floor mat (V10) laid on the floor (V9) that is the bottom surface of the footwell, or the presence of something stuck to a pedal (V7).

Claims

1. An in-vehicle interface device (20) that is mounted on a vehicle (V) and receives input operations from a driver (D) of the vehicle, the in-vehicle interface device comprising: a foot state detection unit (2311) that detects the foot state including the movement of the driver's foot (D4) using a non-contact sensor (225); and an operation content determination unit (232) that determines the content of the input operation based on the foot state detected by the foot state detection unit.

2. The in-vehicle interface device of claim 1, wherein the foot state detection unit detects, in a non-contact manner, a gesture including at least one of movements in a first direction (DL) along the fore-aft direction, a second direction (DW) along the left-right direction, and a third direction (DS) intersecting the first direction and the second direction, and the operation content determination unit determines the content of the input operation based on the gesture.

3. The in-vehicle interface device according to claim 1, wherein the foot state detection unit detects the movement of the driver's left foot (D42) in a non-contact manner.

4. The in-vehicle interface device according to claim 1, wherein the input operation includes a selection of a function related to driving assistance for the vehicle.

5. The in-vehicle interface device according to claim 1, wherein the input operation includes a parking brake operation.

6. The in-vehicle interface device according to claim 1, wherein the input operation includes an operation on an air conditioning system (18) of the vehicle.

7. The in-vehicle interface device according to claim 1, wherein the input operation includes an operation corresponding to an operation of an in-vehicle device (19, 21) that acts on the driver's vision and / or hearing.

8. An in-vehicle interface device as described in any one of claims 1 to 7, further comprising a foot condition determination unit (233) that determines the condition around the feet, and if the foot condition determination unit determines that the condition is an obstruction condition that is impeding the movement of the feet, a warning is issued to the driver.

9. The in-vehicle interface device according to claim 8, wherein the operation-impeding situation includes the presence of an obstacle in the foot space (V6), a defect in a floor mat (V10) laid on the floor (V9) which is the bottom surface of the foot space, or the presence of an object stuck to a pedal (V7).