JP2010049383A - Warning device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a warning device for vehicle, in which a warning operation timing can be set according to actual operating situations in consideration of detecting a line of sight of an occupant and detecting the operating state of an in-vehicle apparatus. <P>SOLUTION: Line-of-sight image information of an occupant is read (S1). Whether or not the line-of-sight of the occupant faces any region other than a predetermined region is decided. Whether or not the occupant is operating in-vehicle apparatus is decided (S3). When the decision result is Yes, the timing of starting a warning operation is set to 0.6 times a reference value of 2s. When the decision result is No, the timing of starting a warning operation is set to 0.8 times the reference value of 2s (S7). Processing proceeds to S5, and subsequent processes are executed. When the decision result is NO in S2, the timing of starting the warning operation is set to the reference value of 2s, to determine a distracted state. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an alarm device for a vehicle that activates an alarm when the occupant's line-of-sight direction is outside a predetermined normal line-of-sight region, that is, so-called side-arming operation, and in particular, the alarm operation timing can be changed.

  2. Description of the Related Art Conventionally, there is an apparatus that detects an aside look and issues an alarm by capturing an occupant's face image with an in-vehicle camera and detecting the sight of the occupant. Various techniques for correcting other in-vehicle controls in accordance with the look-aside state of the occupant have been proposed.

  Patent Document 1 discloses a technique in which an image of an occupant's face is captured by an in-vehicle camera to detect a side look, and even if the occupant is looking aside, an alarm is not activated unless the inter-vehicle distance from the preceding vehicle decreases by a predetermined value or more. Proposed. In Patent Document 1, even if the look-aside state continues, an unnecessary alarm can be prevented when the occupant determines that the vehicle is sufficiently safe and the so-called inter-vehicle distance does not decrease by a predetermined value or more.

  Patent Document 2 detects an occupant's line of sight, and when the occupant is facing the front, warns an obstacle with a reference threshold, and when the occupant is looking aside, the obstacle is detected with a stricter threshold than the reference. There has been proposed a technique for performing an alarm and detecting an obstacle using a reference threshold when it is impossible to detect the sight of the occupant. In Patent Document 2, obstacle detection can be performed appropriately even in a situation where it is impossible to detect a side of a passenger.

Japanese Patent Laid-Open No. 10-181380 JP 2007-72631 A

  The conventional occupant side look determination is performed by detecting the sight line of the occupant and determining whether or not the occupant is facing the front. When the occupant is looking aside as in Patent Document 2 based on this determination result, The mainstream was to give warnings early. In Patent Document 1, even if the side-viewing state continues, if the occupant determines that the vehicle is sufficiently safe, a device is proposed that delays the alarm using the inter-vehicle distance from the preceding vehicle as a parameter. This is a side look determination that can be determined only when the inter-vehicle distance from the preceding vehicle is close.

  Since most of the occupant's side look is assumed to be related to the operation of in-vehicle devices such as audio, air conditioners, navigation devices, etc., the detection of the operation state of the in-vehicle device is the determination requirement for the aside look determination as well as the detection of the sight line of the occupant. It is possible. However, in the case of a skilled occupant, it is also possible to operate the device without looking at the operation unit of the in-vehicle device. If such an aside determination is made, the occupant will be bothered by an unnecessary alarm.

  If the side-by-side detection is performed with the same weighting for the detection of the occupant's line of sight and the operation state detection of the in-vehicle device, an unnecessary alarm is generated, but only the detection of the occupant's line of sight determines the side-by-side determination according to the actual driving situation. I can't do it. In other words, in order to perform an accurate look-aside determination, it is necessary to perform a determination according to the actual driving situation and further an alarm operation in consideration of both the passenger's line of sight and the operating state of the in-vehicle device.

  An object of the present invention is to provide an alarm device for a vehicle capable of setting an alarm operation timing according to an actual driving situation in consideration of detection of an occupant's line of sight and detection of an operation state of an in-vehicle device.

  The invention of claim 1 is a gaze direction detection means for detecting the sight line direction of the occupant, and an alarm means that is activated when the sight line direction of the occupant detected by the gaze direction detection means is outside a predetermined normal gaze area. An in-vehicle device operation state detecting means for detecting an operation state of the in-vehicle device by an occupant and an alarm operation timing changing means for changing an alarm operation timing of the alarm means, and the in-vehicle device by the occupant The alarm when the occupant's line-of-sight direction is within a predetermined area is activated later than the alarm when the occupant's line-of-sight direction is outside the predetermined area.

  According to the first aspect of the present invention, it is possible to determine the look-aside determination from the two viewpoints of the sight line direction of the occupant and the operation state of the in-vehicle device, and an accurate look-ahead determination according to the actual driving situation is possible. In addition, in consideration of the operation of a skilled occupant, the alarm when the occupant's operation state of the in-vehicle device is detected and the sight line direction of the occupant is within a predetermined area is more than the alarm when the occupant's line of sight direction is outside the predetermined area. The weighting has been changed to make it work slowly.

  According to a second aspect of the present invention, in the first aspect of the invention, there is provided a dangerous state detecting means for detecting a dangerous state of the own vehicle, and the alarm means is activated according to the dangerous state detected by the dangerous state detecting means. It is characterized by changing the timing.

  The invention according to claim 3 is the invention according to claim 2, wherein the dangerous state detection means is an obstacle detection means in front of the host vehicle, and the higher the possibility of collision with the detected obstacle, the higher the timing of the alarm operation. It is characterized by being quick.

  According to a fourth aspect of the present invention, in the second aspect of the present invention, the dangerous state detecting means is a lane departure detecting means for determining a departure from the traveling lane of the host vehicle, and the alarm is activated as the detected possibility of departure from the traveling lane increases. It is characterized by making the timing of the earlier.

  According to the first aspect of the present invention, the vehicle-mounted device operation state detection means for detecting the operation state of the vehicle-mounted device by the occupant and the alarm operation timing change means for changing the alarm operation timing of the alarm means are provided. The alarm activation timing according to the actual driving situation is activated because the alarm when the operating state of the device is detected and the occupant's line-of-sight direction is within the predetermined area is activated later than the alarm when the occupant's line-of-sight direction is outside the predetermined area Can be set.

  In other words, the side-by-side determination can be made from the two viewpoints of the occupant's line-of-sight direction and the operation of the in-vehicle device, so that an accurate side-by-side determination can be performed. In addition, when the operating state of the in-vehicle device by the occupant is detected and the sight line direction of the occupant is within the predetermined region, the so-called sight direction point of view that causes the occupant to operate slower than when the sight line direction is outside the predetermined region is Since it is determined to be heavier than the viewpoint of operation, it is possible to make an accurate look-aside determination according to the actual driving situation, and an unnecessary alarm can be prevented.

  According to the invention of claim 2, there is a dangerous state detection means for detecting a dangerous state of the host vehicle, and the timing of the alarm operation of the warning means is changed according to the dangerous state detected by the dangerous state detection means. Depending on the degree of danger of the vehicle, it is possible to use different alarm timings in detail, so that better alarms can be made.

  According to the invention of claim 3, the dangerous state detection means is an obstacle detection means in front of the host vehicle, and the higher the possibility of collision with the detected obstacle, the earlier the timing of the alarm operation, Collision avoidance is possible.

  According to the invention of claim 4, the dangerous state detection means is a lane departure detection means for determining the departure of the traveling lane of the host vehicle, and in order to speed up the alarm operation timing as the detected possibility of departure from the traveling lane increases. It is possible to avoid driving lane departure.

  The vehicle alarm device according to the present invention includes a gaze direction detection unit that detects a gaze direction of the occupant, and a warning that is activated when the gaze direction of the occupant detected by the gaze direction detection unit is outside a predetermined normal gaze region. Means.

  As shown in FIGS. 1 and 2, the alarm device 1 installed in the vehicle V includes an inner camera 2, an audio device 3 as an in-vehicle device, an air conditioner 4, a navigation device 5, a speaker 6 as an alarm means, A buzzer 7, a lamp 8, a display 9, and a control unit 10 (hereinafter referred to as ECU) are provided, and these 2 to 10 are electrically connected as shown in FIG. In the alarm device 1 of the present embodiment, at least one of the speaker 6 and the buzzer 7 can be left out and omitted. In addition, a CCD camera 16 that captures the situation in front of the vehicle V is mounted on the lower end surface of the roof for use in obstacle detection and control for lane departure warning.

  As shown in FIG. 3, the inner camera 2 is installed on the upper surface of the column of the steering 11 of the vehicle V, images the occupant's face, and outputs the image information signal to the ECU 10. The ECU 10 includes a line-of-sight detection unit 12 (line-of-sight detection unit), an armpit determination unit 13, and an operation timing change unit 14 (alarm operation timing change unit) that changes the operation timing of the armpit warning inside the armpit determination unit 13. ) And an in-vehicle device operation state detection unit 15 (in-vehicle device operation state detection means) for detecting the operation state of the in-vehicle device by the occupant.

  The line-of-sight direction detection unit 12 is configured to detect the line of sight of the occupant based on image information from the inner camera 2. The look-ahead determination unit 13 faces the occupant's line of sight detected by the line-of-sight direction detection unit 12 for a predetermined time, for example, for a period of 2 seconds as a reference value except for the predetermined area A set on the windshield W of the vehicle V. It is determined whether the occupant's line of sight is facing a region other than the predetermined area A for 2 seconds.

  The in-vehicle device operation state detection unit 15 detects and detects the state in which the occupant is operating any one of the audio device 3, the air conditioner 4, and the navigation device 5 as the in-vehicle device by detecting the respective electrical operation signals. Yes. The operation timing changing unit 14 is configured to change the timing at which the in-vehicle device operation state detection unit 15 starts the operation of the alarm means, that is, a predetermined time for determining what is called a look-aside.

  Next, the aside alarm processing executed by the ECU 10 will be described in detail based on the flowchart of FIG. It should be noted that a program for executing the aside alarm processing is stored in a computer ROM or the like of the ECU 10.

  First, the occupant's line-of-sight image information is read from the inner camera 2 (S1), and then image analysis is performed. In addition to the predetermined area A in which the occupant's line of sight is facing during driving, the predetermined area A shown in FIG. It is determined whether it is facing (S2). If the result of determination in S2 is Yes, the timer starts counting, and the process proceeds to S3.

  In S3, it is determined whether or not the occupant is operating an in-vehicle device such as the audio device 3, and if yes, the alarm activation start timing is set to the reference value 2 seconds × 0.6, that is, 1.2 seconds. (S4), and the process proceeds to S5. Next, it is determined whether or not the line of sight of the occupant is facing the area other than the predetermined area A for 1.2 seconds. If yes, at least one of the speaker 6 and the buzzer 7 is activated to alert the occupant (S6). ), Return. If the result of determination in S5 is No, the process returns to S2.

  As a result of the determination in S3, in the case of No, the alarm activation start timing is set to the reference value 2 seconds × 0.8, that is, 1.6 seconds (S7), the process proceeds to S5, and the subsequent processing is performed. Here, the reason why the operation start is set longer than the timing of the alarm operation start in S4 is that the occupant's line of sight is directed to a region other than the predetermined area A, but is not operating other in-vehicle devices. This is because it is assumed that attention is paid to driving compared to S4.

  If the result of determination in S2 is No, the alarm activation start timing is set to the reference value of 2 seconds (S8), the process proceeds to S5, and the subsequent processing is performed. That is, even if the occupant is operating an in-vehicle device such as the audio device 3, the line of sight is not directed to a region other than the predetermined area A, and therefore the reference value for the side-view determination is not changed.

  With the above configuration, the determination of looking aside can be made by determining the looking aside from the two viewpoints of the sight line direction of the occupant and the operation of the in-vehicle device. In addition, when the occupant's operating state of the in-vehicle device is detected and the sight line direction of the occupant is within the predetermined region, the occupant operates more slowly than when the sight line direction of the occupant is outside the predetermined region. It is possible to make a side-by-side judgment and prevent unnecessary alarms.

  Based on FIG.5 and FIG.6, the aside alarm process which concerns on Example 2 is demonstrated. The difference from the first embodiment is that the control of the armpit warning only is performed in the first embodiment, whereas the control of the armpit alarm and the obstacle detection is performed in the second embodiment. In addition, the same code | symbol is attached | subjected to the mechanism similar to Example 1. FIG.

  As shown in FIG. 5, the alarm device 1 installed in the vehicle V is similar to the first embodiment, and includes an inner camera 2, an audio device 3 as an in-vehicle device, an air conditioner 4, a navigation device 5, and alarm means. Speaker 6, buzzer 7, lamp 8, display 9, and control unit 10, and further includes a millimeter wave radar 17, a collision sensor 18, a vehicle speed sensor 19, a rudder angle sensor 20, a brake device 21, and a pretensioner device 22. is doing.

  The millimeter wave radar 17 is a radar means that can detect the other vehicle in front of the vehicle V and can detect the relative speed between the detected other vehicle and the vehicle V. For example, a rear bumper of the vehicle V can be connected to an emblem or the like. Mounted forward on the side. In place of the millimeter wave radar 17, various radars having the above functions can be employed.

  The ECU 10 includes an obstacle detection unit 23 as a dangerous state detection unit in addition to the side-view determination unit 13 and the in-vehicle device operation state detection unit 15. The obstacle detection unit 23 determines whether or not the distance between the obstacle detected by the millimeter wave radar 17 and the vehicle V is within a predetermined distance, and when the detected obstacle is within the predetermined distance, the speaker 6 of the alarm means. In addition, at least one of the buzzer 7, the lamp 8, and the display 9 is operated as a notification unit, and the brake device 21 and the pretensioner device 22 are operated.

  The obstacle detection unit 23 is configured to activate the alarm means when the distance from the obstacle detected by the millimeter wave radar 17 approaches the first distance. When the distance to the obstacle detected by the millimeter wave radar 17 approaches a second distance that is closer than the first distance, the brake device 21 activates a primary brake that is relatively weak and alerts the occupant, When approaching a third distance that is closer than the second distance, the secondary brake that avoids the collision is activated. Further, when the obstacle approaches a fourth distance that is closer than the third distance, the seat belt is retracted by a seat belt pretensioner (not shown) to restrain the occupant with a predetermined tension.

  Next, the aside alarm processing executed by the ECU 10 will be described in detail based on the flowchart of FIG. It should be noted that a program for executing the aside alarm processing is stored in a computer ROM or the like of the ECU 10.

  First, the occupant's line-of-sight image information is read from the inner camera 2 (S11), and then image analysis is performed to determine whether or not the occupant's line of sight is directed to a region other than the predetermined area A facing during driving. (S12). If the result of determination in S12 is Yes, the timer starts counting, and the process proceeds to S13.

  In S13, it is determined whether or not the occupant is operating an in-vehicle device such as the audio device 3, and in the case of Yes, it is determined whether the risk level of the own vehicle (vehicle V) is high (S14). The criterion of the risk determination in S14 determines that the risk is high when the distance from the obstacle detected by the millimeter wave radar 17 approaches the first distance.

  If the result of determination in S14 is Yes, the alarm activation start timing is set to the reference value 2 seconds × 0.2, that is, 0.4 seconds (S15), and the process proceeds to S16. Next, it is determined whether or not the sight line of the occupant is facing outside the predetermined area A for 0.4 seconds (S16). If Yes, at least one of the speaker 6 and the buzzer 7 is activated to alert the occupant to look aside. Perform (S17) and return. If the result of determination in S16 is No, the process returns to S12.

  If the result of determination in S14 is No, the risk of the host vehicle is not high, so the alarm activation start timing is set to the reference value 2 seconds × 0.4, that is, 0.8 seconds (S18), S16 The following processing is performed. Here, the reason why the operation start is set longer than the alarm operation start timing in S15 is that the distance from the obstacle is not close to the first distance and the risk of collision is low.

  If the result of determination in S13 is No, it is determined whether the risk level of the host vehicle is high (S19). As in S14, the criterion for risk determination in S19 is determined by whether or not the distance to the obstacle detected by the millimeter wave radar 17 has approached the first distance. If the result of determination in S19 is Yes, the alarm activation start timing is set to the reference value of 2 seconds × 0.4, that is, 0.8 seconds (S18), the process proceeds to S16, and the subsequent processing is performed. If the result of determination in S19 is No, the alarm activation start timing is set to the reference value of 2 seconds × 0.6, that is, 1.2 seconds (S20), the process proceeds to S16, and the subsequent processing is performed.

  If the result of determination in S12 is No, it is determined whether or not the occupant is operating an in-vehicle device such as the audio device 3 (S21). If the result of determination in S21 is Yes, it is determined whether the risk of the host vehicle is high (S22). As in S14, the criterion for risk determination in S22 is determined by whether or not the distance from the obstacle detected by the millimeter wave radar 17 has approached the first distance. As a result of the determination in S22, in the case of Yes, the alarm activation start timing is set to the reference value 2 seconds × 0.6 seconds (S23), the process proceeds to S16, and the subsequent processing is performed. If the result of determination in S22 is No, the alarm activation start timing is set to the reference value of 2 seconds × 0.8 seconds (S24), the process proceeds to S16, and the subsequent processing is performed.

  If the result of determination in S21 is No, it is determined whether the risk level of the host vehicle is high (S25). As in S14, the criterion for risk determination in S25 is based on whether or not the distance from the obstacle detected by the millimeter wave radar 17 has approached the first distance. If the result of determination in S25 is Yes, the alarm activation start timing is set to the reference value of 2 seconds x 0.8 seconds (S24), the flow proceeds to S16, and the subsequent processing is performed. If the result of determination in S25 is No, the alarm activation start timing is set to the reference value of 2 seconds (S26), the flow proceeds to S16, and the subsequent processing is performed.

  With the above configuration, while performing cooperative control with obstacle detection, alarm activation starts by three factors: the risk level of the own vehicle, the so-called collision possibility, the attention of the in-vehicle device, and the presence or absence of the operation of the in-vehicle device. The timing can be classified into eight ways, making it possible to make an accurate look-aside determination according to the actual driving situation and prevent unnecessary alarms. It is also possible to set the risk determination criteria of S14, S19, S22, and S26 different from the first distance, the second distance, the third distance, and the fourth distance, respectively.

  Based on FIG. 7, the aside alarm processing according to the third embodiment will be described. The difference from the first embodiment is the control of the armpit warning only in the first embodiment, but the second embodiment is the cooperative control of the armpit warning and the lane departure detection. In addition, the same code | symbol is attached | subjected to the mechanism similar to Example 1 and Example 2. FIG.

  As shown in FIG. 7, the alarm device 1 equipped in the vehicle V is similar to the first embodiment, and includes an inner camera 2, an audio device 3 as an in-vehicle device, an air conditioner 4, a navigation device 5, and alarm means. Speaker 6, buzzer 7, lamp 8, display 9, and control unit 10, and further includes a CCD camera 16, a millimeter wave radar 17, a collision sensor 18, a vehicle speed sensor 19, and a steering angle sensor 20.

  The CCD camera 16 is an imaging means (on-vehicle camera) that images the front of the host vehicle. For example, the CCD camera 16 is mounted forward on the upper rear side of the windshield of the vehicle V, and more specifically, forward of the host vehicle. A lane marking such as a white line that divides the vehicle traveling lane can be imaged, and image information captured by the CCD camera 16 is supplied to the ECU 10.

  The ECU 10 includes a lane departure detection unit 24 as a dangerous state detection unit in addition to the side-view determination unit 13 and the in-vehicle device operation state detection unit 15. The lane departure detection unit 24 sets a departure determination line along both edges in the width direction of the host vehicle traveling lane recognized by the CCD camera 16, and determines whether or not the host vehicle has deviated from the departure determination line. When a departure is determined, at least one of the speaker 6, the buzzer 7, the lamp 8, and the display 9 is controlled to issue a departure warning.

The lane departure detection unit 24 sets departure determination lines on the left and right sides of the host vehicle lane, calculates the rate of change in the vehicle width direction position of the host vehicle based on the vehicle speed and the steering angle, A time T for the left front wheel or the right front wheel to reach the departure determination line is calculated. When the time T is determined to shorter than the predetermined time T ₀ is determined that there is a lane departure possible.

  Similar to the second embodiment, the armpit warning process executed by the ECU 10 is performed based on the flowchart of FIG.

  First, the occupant's line-of-sight image information is read from the inner camera 2 (S11), and then image analysis is performed to determine whether or not the occupant's line of sight is directed to a region other than the predetermined area A facing during driving. (S12). If the result of determination in S2 is Yes, counting by a timer is started, and the process proceeds to S13.

In S13, it is determined whether or not the occupant is operating the in-vehicle device. If Yes, it is determined whether the risk of the host vehicle is high (S14). Criteria risk assessment in S14 is determined that the left front wheel or a right front wheel of the vehicle is high risk when it reaches the early departure judgment line than the predetermined time T _0.

  If the result of determination in S14 is Yes, the alarm activation start timing is set to the reference value of 2 seconds × 0.2 seconds (S15), and the process proceeds to S16. Next, it is determined whether or not the line of sight of the occupant is outside the predetermined area A for 0.4 seconds (S16). If Yes, the occupant is alerted to look aside (S17), and the process returns. If the result of determination in S16 is No, the process returns to S12.

  If the result of determination in S14 is No, the risk of the host vehicle is not high, so the alarm activation start timing is set to the reference value 2 seconds × 0.4 seconds (S18), and the process proceeds to S16. Perform the process. Here, the reason why the operation start is set longer than the alarm operation start timing in S15 is that the possibility of lane departure is low.

  If the result of determination in S13 is No, it is determined whether the risk level of the host vehicle is high (S19). As in S14, the criterion for risk determination in S19 is determined by whether or not there is a high possibility of lane departure. If the result of determination in S19 is Yes, the alarm activation start timing is set to the reference value of 2 seconds × 0.4 seconds (S18), the flow proceeds to S16, and the subsequent processing is performed. If the result of determination in S19 is No, the alarm activation start timing is set to the reference value of 2 seconds × 0.6 seconds (S20), the process proceeds to S16, and the subsequent processing is performed.

  If the result of determination in S12 is No, it is determined whether or not the in-vehicle device is being operated (S21). If the result of determination in S21 is Yes, it is determined whether the risk of the host vehicle is high (S22). The criteria for the risk determination in S22 are the same as in S14. As a result of the determination in S22, in the case of Yes, the alarm activation start timing is set to the reference value 2 seconds × 0.6 seconds (S23), the process proceeds to S16, and the subsequent processing is performed. If the result of determination in S22 is No, the alarm activation start timing is set to the reference value of 2 seconds × 0.8 seconds (S24), the process proceeds to S16, and the subsequent processing is performed.

  If the result of determination in S21 is No, it is determined whether the risk level of the host vehicle is high (S25). The criteria for risk determination in S25 are the same as in S14. If the result of determination in S25 is Yes, the alarm activation start timing is set to the reference value of 2 seconds x 0.8 seconds (S24), the flow proceeds to S16, and the subsequent processing is performed. If the result of determination in S25 is No, the alarm activation start timing is set to the reference value of 2 seconds (S26), the flow proceeds to S16, and the subsequent processing is performed.

  With the above configuration, while performing cooperative control with lane departure detection, alarm activation starts based on three factors: the risk level of the host vehicle, the so-called possibility of departure, the attention of the in-vehicle device, and the presence or absence of the operation of the in-vehicle device. The timing can be classified into eight ways, making it possible to make an accurate look-aside determination according to the actual driving situation and prevent unnecessary alarms.

  In addition, various modifications can be added without departing from the spirit of the present invention. The dangerous state detection means is not limited to collision detection and lane departure detection, and any control can be applied as long as the vehicle uses driving support control.

It is a schematic side view of a vehicle on which a passenger's line-of-sight direction detection means is mounted. 1 is a block diagram of an alarm device according to Embodiment 1. FIG. It is the schematic which looked at the windshield in which the visual recognition range was set from the vehicle interior. 3 is a flowchart of alarm processing according to the first embodiment. 6 is a block diagram of an alarm device according to Embodiment 2. FIG. 10 is a flowchart of alarm processing according to the second embodiment. FIG. 6 is a block diagram of an alarm device according to a third embodiment.

Explanation of symbols

V Vehicle 1 Alarm device 2 Inner camera 3 Audio device 4 Air conditioner 5 Navigation device 6 Speaker 7 Buzzer 8 Lamp 9 Display 12 Line-of-sight detection unit 13 Side-view determination unit 14 Operation timing change unit 15 In-vehicle device operation state detection unit 16 CCD camera 17 Millimeter wave radar 23 Obstacle detection unit 24 Lane departure detection unit

Claims (4)

In an alarm device for a vehicle having gaze direction detection means for detecting a gaze direction of an occupant and alarm means that is activated when the gaze direction of the occupant detected by the gaze direction detection means is outside a predetermined normal gaze area ,
In-vehicle device operation state detection means for detecting the operation state of the in-vehicle device by the occupant;
Alarm operation timing changing means for changing the alarm operation timing of the alarm means,
An alarm device for a vehicle characterized in that an alarm when an operation state of an in-vehicle device by an occupant is detected and an occupant's line-of-sight direction is within a predetermined area is activated later than an alarm when the occupant's line-of-sight direction is outside the predetermined area . Having a dangerous state detection means for detecting a dangerous state of the own vehicle;
2. The vehicle alarm device according to claim 1, wherein the alarm operation timing of the alarm unit is changed in accordance with the dangerous state detected by the dangerous state detection unit.   3. The vehicle according to claim 2, wherein the dangerous state detection means is an obstacle detection means in front of the host vehicle, and the timing of the alarm operation is advanced as the possibility of collision with the detected obstacle is higher. Alarm device.   3. The danger state detection means is a lane departure detection means for determining a departure from a traveling lane of the host vehicle, and the timing of the alarm operation is advanced as the detected possibility of departure from the traveling lane increases. Vehicle alarm device.

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