JP2007204032A - On-vehicle warning device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an on-vehicle warning device in which a face and a sight line of a vehicle driver who directs the face and the sight line to a non-front side by looking aside and napping are certainly directed in a vehicle front direction. <P>SOLUTION: When the vehicle driver looks aside, the direction of looking aside relative to the vehicle front side is detected (step 116). Further, when such looking aside is generated and possibility that a vehicle collides with a front obstacle reaches to a threshold value level, a seat belt attached to the vehicle driver is pulled in a direction opposite to the looking aside direction. Specifically, when the driver faces a center panel in a cabin and looks aside, it is pulled to a road side on a side of a driver's seat. Further, when the driver faces a road on the side of the driver's seat and looks aside, it is pulled to a central side in the cabin (steps 118, 120). <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an in-vehicle alarm device, and in particular, when a vehicle driver does not point his / her line of sight toward the front of the vehicle, such as when looking aside in the lateral direction or when looking forward due to dozing, The present invention relates to a vehicle-mounted alarm device that issues an alarm to the vehicle driver.

2. Description of the Related Art Conventionally, there has been known a device that gives a warning to a vehicle driver for collision avoidance or collision mitigation when the possibility of collision of the host vehicle with an obstacle ahead of the vehicle reaches a predetermined level (for example, a patent Reference 1). In this apparatus, it is detected whether or not the driver is looking aside to remove the line of sight from the front of the vehicle, using a captured image taken by a camera provided in the vehicle interior. Then, when the driver's aside is detected, the predetermined level relating to the possibility of collision with a front obstacle for performing an alarm by voice output or display output to the vehicle driver is changed small. For this reason, according to the conventional device, when the vehicle driver looks aside, the warning can be output earlier than when the vehicle driver does not look aside. It is possible to improve safety when the vehicle is running while quickly relieving a side look.
JP 2004-145725 A

  However, in the above-described conventional apparatus, even when the vehicle driver looks aside, the warning to the vehicle driver is only a sound output for stimulating hearing and a display output for stimulating vision. The alarm by the voice output may be extinguished due to the occupant's speaking voice or the noise of the vehicle itself or around the vehicle, and the alarm by the display output does not function unless the driver sees the display. For this reason, there is a possibility that a function sufficient for turning the face of the vehicle driver looking aside toward the front of the vehicle may not be achieved only by an alarm by voice or display as in the conventional device. This also applies to an alarm that should be given when the vehicle driver falls asleep and falls forward.

  The present invention has been made in view of the above-described points, and an object thereof is to provide an in-vehicle alarm device capable of surely directing the face and line of sight of a vehicle driver who looks aside or falls asleep to the front of the vehicle. To do.

  The above object is an in-vehicle alarm device that warns the vehicle driver when the vehicle driver is not facing the front of the vehicle, and detects the direction in which the vehicle driver is facing the front of the vehicle. Direction detecting means, and seat belt control means for pulling a seat belt worn by the vehicle driver in a direction opposite to the direction detected by the direction detecting means when the vehicle driver is not facing the front of the vehicle; Is achieved by an in-vehicle alarm device.

  In the invention of this aspect, when the vehicle driver is not facing the front of the vehicle, the seat belt worn by the driver is pulled in a direction opposite to the direction of the line of sight and the face facing the front of the vehicle. When the seat belt is pulled in the direction opposite to the direction of the driver, the force that the driver's body (torso) is restrained by the seat increases especially on the side opposite to the direction of the driver. A driver who faces the front is prompted to experience a face and line of sight toward the front of the vehicle. Therefore, according to the present invention, an appropriate bodily sensation alarm corresponding to the direction in which the driver faces the non-front is made, so that the face and line of sight of the vehicle driver facing the non-front of the vehicle can be reliably It becomes possible to go to.

  By the way, in the above-described in-vehicle alarm device, the direction detection means includes a look-ahead direction detection means for detecting a look-ahead direction of the vehicle driver with respect to the front of the vehicle, and the seat belt control means is looked aside by the vehicle driver. In this case, if the seat belt is pulled in a direction opposite to the direction of looking aside detected by the looking-ahead direction detecting means, the face or line of sight of the vehicle driver who looks aside is surely turned to the front of the vehicle. Is possible.

  In this case, when the vehicle driver is looking aside with the line of sight toward the center panel in the vehicle compartment, the seat belt control means pulls the seat belt to the road side next to the driver's seat. It is possible to ensure that the face and line of sight of the vehicle driver looking aside on the center panel side is directed to the front of the vehicle.

  In addition, when the vehicle driver is looking aside toward the road side next to the driver's seat, the seat belt control means can pull the seat belt toward the center of the passenger compartment, Thus, the face and line of sight of the vehicle driver looking aside on the road side can be surely directed to the front of the vehicle.

  Further, in the above-described in-vehicle warning device, the vehicle is provided with a side-viewing angle detection unit that detects a side-viewing angle of the vehicle driver with respect to the front of the vehicle, and the seat belt control unit is configured to respond to the side-viewing angle detected by the side-viewing angle detection unit If it has a generation force changing means for changing the force pulling the seat belt in a direction opposite to the side look direction, it further comprises a side look angle detecting means for detecting a side look angle of the vehicle driver with respect to the front of the vehicle, The seat belt control means includes displacement amount changing means for changing a displacement amount for pulling the seat belt in a direction opposite to the looking-ahead direction according to the looking-ahead angle detected by the looking-ahead angle detecting means. For example, you can encourage the vehicle driver who looks aside to properly face the situation that looks aside and turn his face or line of sight toward the front of the vehicle. It is possible to suited the driver's face and line-of-sight to without excess or deficiency surely the front side of the vehicle.

  In these in-vehicle warning devices, the seat belt control means may be configured such that when the vehicle driver looks aside and the possibility of collision between the host vehicle and the front obstacle reaches a predetermined level, the seat belt direction of the seat belt is determined. If you start pulling in the opposite direction, the vehicle will look aside when the possibility of a collision with a forward obstacle becomes high while suppressing the driver from being bothered by an alarm as much as possible. The driver can be urged to turn his face or line of sight toward the front of the vehicle based on the experience.

  On the other hand, in the above-described in-vehicle warning device, the line-of-sight direction detection unit includes a downward determination unit that determines whether or not a vehicle driver's face is facing downward with respect to the front of the vehicle, and the seat belt control unit includes: If the seat belt is pulled upward when it is determined by the downward determining means that the face is facing downward, the vehicle driver's face or line of sight is surely kept facing the vehicle. It can be turned to the front.

  The vehicle-mounted alarm device further includes a downward degree detection unit that detects a downward degree of the line of sight of the vehicle driver with respect to the front of the vehicle, and the seat belt control unit is configured to detect the downward degree detected by the downward degree detection unit. Accordingly, the seat belt further includes a downward force detecting means for detecting a downward degree of the line of sight of the vehicle driver with respect to the front of the vehicle. If the control means has displacement amount changing means for changing the displacement amount for pulling the seat belt upward in accordance with the downward degree detected by the downward degree detection means, the vehicle turns the face or line of sight downward. The driver can be encouraged to respond appropriately to the situation and turn his face and line of sight toward the front of the vehicle. To ensure neither too much nor too little of the face and the line of sight of the vehicle operator to turn to it is possible to suited to the front of the vehicle.

  In these in-vehicle warning devices, the downward degree detection means may detect the downward degree based on the distance between the upper body of the vehicle driver and the vehicle seat.

  According to the present invention, the face or line of sight of a vehicle driver who turns his face or line of sight toward the front by looking aside or falling asleep can be reliably directed toward the front of the vehicle.

  Hereinafter, specific embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a system configuration diagram of an in-vehicle alarm device 10 according to a first embodiment of the present invention. The in-vehicle alarm device 10 of the present embodiment predicts a collision between the host vehicle and a preceding vehicle that travels in the same direction as the host vehicle that exists as a front obstacle in front of the host vehicle, and the collision possibility is relatively low. This is a pre-crash safety (PCS) system that issues a warning for avoiding or mitigating a collision toward a vehicle driver when the vehicle becomes high.

  As shown in FIG. 1, the in-vehicle warning device 10 includes an electronic control unit (hereinafter referred to as an inter-vehicle control ECU) 12 that performs a collision prediction with a front obstacle mainly composed of a computer. The inter-vehicle control ECU 12 is connected to a radar sensor 14 disposed on a bumper, a front grill or the like at the front end of the vehicle body. The radar sensor 14 includes, for example, a millimeter wave radar, a laser radar, a camera, and the like, and outputs a signal corresponding to an obstacle existing in front of the host vehicle to the inter-vehicle control ECU 12. Based on the output signal of the radar sensor 14, the inter-vehicle control ECU 12 detects the presence or absence of a front obstacle to be aware of when the host vehicle travels, and when such a front obstacle exists, the host vehicle and its front obstacle And the relative speed between the two is detected based on the detected distance and the vehicle speed detected using a vehicle speed sensor or the like. Also, the probability (own lane probability) that the front obstacle exists on the lane in which the host vehicle travels is calculated.

  A face orientation sensor 16 is also connected to the inter-vehicle control ECU 12. The face direction sensor 16 includes a camera provided for photographing the face of the vehicle driver sitting on the vehicle seat, and a processing unit that processes a captured image of the camera. The camera is arranged, for example, on the upper surface of the steering column cover or in the combination meter, and through the opening that opens on the surface of the steering wheel for the driver to grasp the steering wheel and to view the combination meter, the vehicle traveling direction The direction of the vehicle driver and the direction in which the head of the vehicle driver is present are taken, and the face of the vehicle driver is photographed from substantially the front. For night photography, a lamp that projects infrared rays toward the face of the vehicle driver may be provided.

  In the face orientation sensor 16, the video signal of the camera is supplied to the processing unit. The processing unit extracts an image showing the driver's face by performing binarization processing and feature point extraction processing based on the video signal supplied from the camera, and the driver's face width and The center line of the face is detected, and the left / right distance ratio of the face shown in the image is calculated from those parameters, and the direction in which the driver's face faces is determined from the left / right distance ratio (specifically, the left side of the vehicle traveling direction And the angle from the front of the vehicle (face orientation angle) θ. Information of the face direction and face direction angle θ of the vehicle driver detected by the processing unit (note that the face direction information is included in the face direction angle information, the vehicle front direction is 0 °, and the traveling direction is − and + The left side and the right side may be distinguished from each other.) Is supplied to the inter-vehicle distance control ECU 12 as an output of the face direction sensor 16. The inter-vehicle control ECU 12 detects, based on the output information of the face direction sensor 16, the face direction and the face angle θ that the vehicle driver faces.

  The inter-vehicle control ECU 12 is controlled by a seat belt control ECU 20 mainly configured by a computer, which controls the winding of the seat belt of the driver's seat, and the alarm display and alarm buzzer via the CAN communication line 18. A body ECU 22 is connected. The inter-vehicle control ECU 12, the seat belt control ECU 20, and the body ECU 22 can exchange information with each other through the CAN communication line 18. In this embodiment, the seat belt of the driver's seat on which the vehicle driver is seated is a so-called three-point seat that restrains the driver by inserting a body portion that can expand and contract the belt into a buckle portion fixed to the vehicle body side. It is a belt.

  FIG. 2 shows a configuration diagram of the seat belt 24 applied to the in-vehicle alarm device 10 of the present embodiment. FIG. 2 shows a side view when the seat belt 24 is viewed from the side of the vehicle. For example, two reversible motors 26 and 28 that are electrically operated are connected to the seat belt control ECU 20. The motor 26 is a motor capable of winding the belt of the main body 24 a of the seat belt 24, and takes up the belt of the main body 24 a of the seat belt 24 in accordance with a drive command from the seat belt control ECU 20. The motor 28 is a motor that can move the buckle portion 24b of the seat belt 24 relative to the vehicle body floor or the vehicle seat. The motor 28 moves the buckle portion 24b of the seat belt 24 according to a drive command from the seat belt control ECU 20. Move relative. Hereinafter, the motor 26 is referred to as a main body side motor 26, and the motor 28 is referred to as a buckle side motor 28.

  Note that the relative movement of the seat belt buckle portion 24b by the buckle motor 28 described above causes the movable portion 24b2 to be directed in the longitudinal direction of the vehicle body relative to the vehicle floor of the buckle portion 24b or the fixed portion 24b1 with respect to the vehicle seat, as shown in FIG. However, it may be moved in the vehicle width direction.

  Further, a warning display 30 and a warning buzzer 32 are connected to the body ECU 22. The alarm display 30 is configured, for example, as a meter unit provided on an instrument panel in the passenger compartment. The alarm display is displayed according to a drive command from the body ECU 22 as will be described later, thereby alerting the vehicle driver visually. Do. The alarm buzzer 32 is a buzzer alarm provided in the passenger compartment, and alerts the vehicle driver through hearing by making a buzzer sound according to a drive command from the body ECU 22 as will be described later.

  Next, operation | movement of the vehicle-mounted alarm device 10 of a present Example is demonstrated. FIG. 3 shows a flowchart of an example of a control routine executed in the in-vehicle alarm device 10 of the present embodiment.

  In the present embodiment, the inter-vehicle control ECU 12 detects a front obstacle that should be noted that the host vehicle travels based on the output from the radar sensor 14 every predetermined time after the vehicle is started (after the accessory is turned on and the ignition is turned on). The presence or absence is detected (step 100). Then, when the presence of a forward obstacle is detected, based on the distance and relative speed with the forward obstacle, the course of the own vehicle, the position of the forward obstacle with respect to the course (own lane probability), etc. The possibility that the host vehicle collides with the obstacle ahead (the possibility of collision) is calculated (step 102). In addition, since the possibility of the collision increases as the time until the own vehicle collides with the obstacle ahead, the possibility of the collision calculated by the inter-vehicle control ECU 12 is based on the relative speed between the own vehicle and the obstacle ahead. The value corresponding to the time obtained by dividing by (collision prediction time) may be used. In this case, the shorter the collision prediction time, the larger the value.

  In general, a vehicle driver makes a predetermined time (e.g., 1.8 seconds) before colliding with a forward obstacle (e.g., a preceding vehicle or a stopped vehicle) ahead on the same lane as the host vehicle. Actions such as a steering operation and a brake operation for avoiding a collision are often started by 2 seconds; about 30 meters before the speed of 60 km / h. Therefore, in order to avoid collision and reduce damage, it is effective to give a warning or warning to the vehicle driver at an early timing before the collision. However, when the driver is scheduled to take a collision avoidance action in the near future, assuming that the warning is given to the driver before the above predetermined time when the vehicle driver can take a collision avoidance action. In some cases, a warning may occur, and the driver may feel bothered and uncomfortable.

  In addition, when a vehicle collides with the front, the driver looks at the inner mirror, the outer mirror on the driver's seat or on the passenger's seat, the display on the passenger compartment, or the outside of the vehicle for safety confirmation on the left and right sides of the vehicle. Often caused by carelessness due to looking aside. Therefore, in order to avoid collision and reduce damage to the vehicle, when the driver's attention to the front of the vehicle is reduced before the collision, the above warning is given to the vehicle driver at an earlier timing than usual. It is appropriate to do.

  Therefore, the inter-vehicle control ECU 12 determines the possibility of collision that can effectively take the collision avoidance action while suppressing the driver from feeling uncomfortable, that is, the time until the collision (for example, 1.8 seconds or 2 seconds). , Stored in the storage device in advance as a reference threshold level (reference time t1 until the collision) for starting the alarm, and whether the driver tilts his face from the front of the vehicle, that is, looks aside A threshold value θ0 (for example, ± 15 °) of the face orientation angle for determining whether or not is stored in the storage device in advance. The reference time t1 and the threshold value θ0 may be values obtained experimentally in advance.

  The inter-vehicle control ECU 12 also determines the driver's face direction based on the output from the face direction sensor 16 every predetermined time after the vehicle is started (further, while the seat belt of the driver's seat is inserted into the seat buckle). Is detected (step 104). Then, by comparing the detected face orientation angle θ with a predetermined threshold value θ0, it is determined whether or not the driver's face is almost facing the front of the vehicle (step 106).

  As a result of the determination, when the face orientation angle θ falls within the range of the threshold value θ0, it is determined that the driver's face is almost facing the front of the vehicle, and the current vehicle and the forward obstacle as described above. When the possibility of collision with an object is calculated, the calculated possibility of collision (collision prediction time) is compared with a normal reference threshold level (reference time t1) (step 108). Note that it is determined that the driver's face is almost facing the front of the vehicle after the duration of the state in which the face orientation angle θ is within the range of the threshold value θ0 has reached a predetermined time, The duration of the state in which the value is outside the range of the threshold value θ0 may be until a predetermined time is reached, and when such a determination is made, the calculated collision probability is compared with the reference threshold level. Become.

  Then, based on the comparison result, when the collision prediction time is longer than the reference time t1 and the possibility of collision has not reached the reference threshold level (when a negative determination is made at step 108), no command is issued while the collision prediction is performed. When the time falls below the reference time t1 and the possibility of collision exceeds the reference threshold level (when affirmative determination is made in step 108), an alarm is given by the alarm display 30 and the alarm buzzer 32 from that time to at least the collision. Thus, a command is issued to the body ECU 22 via the CAN communication line 18 (step 110). When such a command is received by the body ECU 22, a drive command is issued from the body ECU 22 to the alarm display 30 and the alarm buzzer 32, so that an operation for avoiding or mitigating the collision between the host vehicle and the front obstacle is performed. In order to urge the driver, warning display by the warning display 30 is performed, and buzzer sounding by the warning buzzer 32 is performed.

  When determining that the face angle θ is outside the range of the threshold value θ0 in step 106, the inter-vehicle control ECU 12 determines that the driver's face is not facing the front of the vehicle. By making the threshold time tt that the predicted collision time with the front obstacle should reach in order to start the warning to the person longer than the above-mentioned reference time t1 (by making it earlier with respect to the collision time), The threshold level that should be reached by the collision is lowered from the reference threshold level. Note that it is determined that the driver's face is not facing the front of the vehicle after the duration of the state in which the face orientation angle θ is outside the range of the threshold value θ0 reaches a predetermined time, The duration of the state within the range of the threshold value θ0 may be until reaching a predetermined time. Further, as the duration of the sideward look at which the driver's face is not facing the front of the vehicle is longer, the advance time from the reference time t1 of the threshold time tt is increased and the threshold level is lowered. May be.

  Then, in the situation where the inter-vehicle control ECU 12 determines that the driver's face is not facing the front of the vehicle, when calculating the possibility of collision between the host vehicle and the front obstacle at each time point, the calculated collision By comparing the possibility with the threshold level lowered as described above, it is determined whether or not the calculated collision predicted time is equal to or less than the threshold time tt previously set from the reference time t1 as described above. A determination is made (step 112).

  As a result, when the collision prediction time is longer than the threshold time tt longer than the reference time t1 and the possibility of collision does not reach the threshold level after the level decrease (during negative determination in step 112), While no command is given, when the predicted collision time is less than the above threshold time tt and the possibility of collision reaches the above threshold level (when affirmative determination is made in step 112), at least the time of the collision A command is issued to the body ECU 22 via the CAN communication line 18 so that the alarm is displayed by the alarm display 30 and the alarm buzzer 32 (step 114). When such a command is received by the body ECU 22, a drive command is issued from the body ECU 22 to the alarm display 30 and the alarm buzzer 32, so that an operation for avoiding or mitigating the collision between the host vehicle and the front obstacle is performed. In order to urge the driver, warning display by the warning display 30 is performed, and buzzer sounding by the warning buzzer 32 is performed.

  As described above, in the vehicle-mounted alarm device 10 according to the present embodiment, before the collision with the front obstacle, the alarm display by the alarm display 30 for collision avoidance or damage reduction and the buzzer alarm by the alarm buzzer 32 are operated. When the driver is facing the front of the vehicle, this is done when the timing at which the driver can normally take collision avoidance has elapsed, while when the driver is not facing the front of the vehicle, the driver This can be done before the timing at which a collision avoidance action can be taken. In other words, before the collision with the front obstacle, when the driver is not facing the front of the vehicle, the alarm start timing for collision avoidance or damage reduction, when the driver is facing the front of the vehicle It is possible to speed up. Therefore, according to the present embodiment, before the collision with the front obstacle, while preventing the driver from being bothered by the alarm as much as possible, it is possible to prevent the collision avoidance action due to the driver's looking aside from being delayed. This makes it possible to improve safety during vehicle travel.

  By the way, as described above, even when the vehicle driver is looking aside without turning his face to the front of the vehicle when the vehicle is running, the alarm to the driver is displayed by the alarm display 30 that stimulates vision, If there are only two buzzer sounds by the alarm buzzer 32 that stimulates the hearing, the alarm display is an alarm that does not function unless the driver sees the display, and the buzzer sound is the voice of the passenger, the vehicle itself and the vehicle Since it may be wiped out by noise from the surroundings, there is a possibility that a sufficient function may not be fulfilled to make the driver's face looking aside face the front of the vehicle.

  Therefore, in the vehicle-mounted alarm device 10 of the present embodiment, when the vehicle driver is looking aside without facing his face to the front of the vehicle, the alarm display on the alarm display 30 is different from when the face is facing the front of the vehicle. In addition to the buzzer sounding by the alarm buzzer 32, as a further alarm, the feature is that the user is encouraged to face the front of the vehicle by the bodily sensation. Hereinafter, with reference to FIG. 4, the characteristic part of a present Example is demonstrated. FIG. 4 is a diagram for explaining a method of causing the vehicle driver's face to face the front of the vehicle by bodily sensation in the in-vehicle alarm device 10 of the present embodiment.

  In the system of the present embodiment, as described above, the body side motor 26 for winding up the belt of the body portion 24a of the seat belt 24 of the vehicle seat on which the vehicle driver is seated, and the buckle portion 24b are connected to the vehicle body floor. Or the buckle side motor 28 for making it move relatively with respect to a vehicle seat is provided. When the vehicle driver wears the seat belt 24, when the belt of the main body portion 24 a is wound up by the main body side motor 26, the belt is pulled toward the side where the winding is performed, so that the body of the driver ( The force with which the body) is restrained by the vehicle seat increases especially on the winding side. Similarly, when the buckle side motor 28 moves the buckle portion 24b toward the rear side of the vehicle body (the right side shown in FIG. 2), the belt of the main body portion 24a moves to the side of the buckle portion 24b opposite to the winding side. By being pulled to a certain side, the force with which the driver's body is restrained by the vehicle seat increases particularly on the buckle portion 24b side.

  Therefore, in this embodiment, it is possible to pull the seat belt 24 in opposite directions by using the main body side motor 26 and the buckle side motor 28. In this regard, when the vehicle driver is looking aside, if the direction in which the seat belt 24 is pulled is switched in accordance with the direction of the vehicle looking toward the front of the vehicle, the face of the vehicle driver looking aside is directed toward the front of the vehicle. Can be encouraged.

  In the present embodiment, the inter-vehicle control ECU 12 determines that the driver's face is not facing the front of the vehicle, and the threshold value after the predicted collision time is equal to or less than the above threshold time tt and the possibility of collision is lowered. When the level is reached (when the determination in step 112 is affirmative), the driver detected in step 104 above, together with an alarm command by the alarm display display 30 and the alarm buzzer 32 to the body ECU 22 via the CAN communication line 18. The face direction is determined based on the face angle θ including the face direction (step 116), and the seat belt continues in a direction opposite to the face direction from the time when the condition is satisfied to at least the time of the collision. An alarm command is issued to the seat belt control ECU 20 so that 24 is pulled.

  For example, as shown in FIG. 4A, when the driver's face is directed to the left in the vehicle traveling direction with a center panel such as a navigation screen, the seat belt 24 is pulled to the right in the vehicle traveling direction. An alarm command is issued to the belt control ECU 20 (step 118). In this case, the seat belt control ECU 20 issues a drive command to wind up the belt of the main body portion 24a to the main body side motor 26 that is on the right side of the driver's seat and winds the belt of the main body portion 24a of the seat belt 24. When the main body side motor 26 is commanded to drive while the driver is looking aside, the belt of the main body portion 24a of the seat belt 24 is continuously wound for a predetermined period, so that the belt is driven. Since the force (component force) pulled in the direction opposite to the driver's side-viewing direction (the vehicle interior center panel side) (the road side next to the driver's seat) acts, the force that restrains the driver's body to the vehicle seat In particular, it increases on the side opposite to the aside.

  Also, as shown in FIG. 4B, when the driver's face is directed to the right in the vehicle traveling direction with the road next to the driver's seat, the seat belt control is performed so that the seat belt 24 is pulled to the left in the vehicle traveling direction. An alarm command is issued to the ECU 20 (step 120). In this case, the seat belt control ECU 20 is located on the left side of the driver's seat (in the center of the passenger compartment) and moves the buckle 24b relative to the reference position with respect to the buckle motor 28 that relatively moves the buckle 24b of the seat belt 24. A drive command is issued so as to make a relative movement toward the rear (right side shown in FIG. 2). When the buckle-side motor 28 is commanded to drive while the driver is looking aside, the buckle portion 24b of the seat belt 24 continues toward the rear of the vehicle body with respect to the vehicle floor or vehicle seat for a predetermined period. As a result of the relative movement, a force (component force) is applied to the belt in a direction opposite to the driver's side-view direction (the road side next to the driver's seat) (the vehicle interior center side). The force with which the body of the vehicle is restrained by the vehicle seat increases particularly on the side opposite to the side of the side.

  Thus, in the in-vehicle warning device 10 of the present embodiment, in a situation where the vehicle driver is looking aside without facing his face to the front of the vehicle, the side look must always correspond to the direction of the looking toward the vehicle front. The seat belt 24 can be continuously pulled in the direction opposite to the direction, and the force with which the driver's body is restrained by the vehicle seat can be increased particularly on the side opposite to the side of the side. In this case, the vehicle driver looking aside is urged to turn his face or line of sight toward the front of the vehicle due to the bodily sensation.

  Therefore, according to the in-vehicle warning device 10 of the present embodiment, a warning by a buzzer 32 with a large noise around the vehicle is temporarily provided by giving a warning based on an appropriate sensation according to the looking direction to the vehicle driver looking aside. Even in the situation where the sound is blown out and the warning display by the warning display 30 is not visually recognized by the driver, the face and line of sight of the driver looking aside can be surely faced to the front of the vehicle.

  In this regard, in the in-vehicle alarm device 10 of the present embodiment, before the collision with the front obstacle, when the driver does not face the front of the vehicle, as an alarm to the driver for collision avoidance or damage reduction Before passing the timing when the driver can take a normal collision avoidance action, not only the alarm display by the display display 30 and the buzzer sound by the alarm buzzer 32, but also the appropriate sensation alarm according to the direction of looking aside by pulling the seat belt 24. Therefore, it is possible to prevent the collision avoidance action due to the driver's side effects from being delayed, while suppressing annoying the driver by an alarm as much as possible. It is possible to improve safety when the vehicle is running.

  By the way, when the driver's face angle θ is outside the range of the threshold value θ0 as described above and the driver's face is not facing the front of the vehicle, the seat belt 24 is moved by the main body side motor 26 and the buckle side motor 28 as shown in FIG. The seat belt 24 is pulled with a constant force or a certain amount of displacement regardless of the magnitude of the driver's face angle θ, as shown in FIG. When the driver's face is turned toward the front of the vehicle, an excessive warning may occur or, on the contrary, an insufficient warning may occur.

  Therefore, in the in-vehicle alarm device 10 of the present embodiment, the inter-vehicle control ECU 12 performs an alarm command to the seat belt control ECU 20 to pull the seat belt 24 in a direction opposite to the driver's face direction. The force or displacement amount for pulling the seat belt 24 to be commanded is changed according to the face angle θ that exceeds the driver's threshold value θ0. Specifically, as the face angle θ increases beyond the threshold value θ0 with respect to the vehicle front direction, the tension of the seat belt 24 increases or the displacement amount to be pulled increases. Performs a warning command to pull the seat belt 24 in the opposite direction.

  According to such a configuration, when the face direction of the vehicle driver is not significantly deviated from the front direction of the vehicle, the seat belt 24 is pulled with a relatively small force without causing a large displacement, and the face direction is the front direction of the vehicle. When there is a large deviation from the direction, the seat belt 24 is pulled with a relatively large force or with a large displacement. Therefore, according to the in-vehicle alarm device 10 of the present embodiment, it is possible to prompt the vehicle driver who looks aside to finely face the face and line of sight toward the front of the vehicle in an appropriate manner corresponding to the looking-aside situation (face angle). Therefore, the face and line of sight of the vehicle driver looking aside can be reliably faced to the front of the vehicle without excess or deficiency.

  In the first embodiment, the threshold level of the possibility of collision, that is, the threshold time tt of the predicted collision time corresponds to the “predetermined level” described in the claims, and the inter-vehicle distance control is performed. The ECU 12 executes the process of step 116 in the routine shown in FIG. 3 so that the “direction detection means” and the “aside direction detection means” described in the claims execute the processes of steps 118 and 120. The "seat belt control means" described in the claims executes the processing of step 104, so that the "side look angle detection means" described in the claims is opposite to the face direction of the driver. When issuing a warning command to pull the seat belt 24 in the direction, the face direction that exceeds the driver's threshold value θ0 exceeds the force or displacement that pulls the seat belt 24. Set forth in the appended claims by changing according to the angle θ "generating force changing means" and the "displacement amount changing means" is realized, respectively.

  By the way, in the first embodiment described above, the information on the vehicle driver's face orientation angle θ is used to predict a collision between the host vehicle and the front obstacle, and an alarm is issued when the collision possibility becomes relatively high. However, the present invention is not limited to this, and may be applied to a system that warns a vehicle driver according to the magnitude of the face orientation angle θ. .

  Further, in the first embodiment described above, the face orientation angle θ at which the face faces from the front of the vehicle is detected as the look-ahead direction or look-ahead angle of the vehicle driver, but the present invention is not limited to this. Alternatively, the direction of the vehicle driver's eyes, that is, the line of sight may be detected.

  In the first embodiment, the pulling of the seat belt 24 toward the road side next to the driver's seat and the center side of the passenger compartment is continued until at least the time of the collision after the collision possibility reaches the threshold level. However, the present invention is not limited to this, and may be performed intermittently at a predetermined cycle.

  Further, in the first embodiment described above, the buckle side capable of moving the buckle portion 24b of the seat belt 24 relative to the vehicle body floor or the vehicle seat to pull the seat belt 24 toward the center of the vehicle interior. Although the motor 28 is provided, the present invention is not limited to this, and the belt of the buckle portion 24b is similar to the main body side motor 26 used for pulling the seat belt 24 to the road side next to the driver's seat. It is good also as providing the buckle side motor which can wind up.

  In addition, the first embodiment described above is a system corresponding to both a case where the vehicle driver looks aside toward the center panel side in the passenger compartment and a case where the vehicle driver looks aside toward the road side next to the driver's seat. For example, a system that only supports when the vehicle driver looks aside with the face facing the center panel in the vehicle interior, or conversely, the vehicle driver looks aside with the face facing the side of the driver's seat. It is also possible to apply to a system corresponding only to a case.

  FIG. 5 shows a system configuration diagram of the in-vehicle alarm device 50 according to the second embodiment of the present invention. The on-vehicle alarm device 50 of the present embodiment is a vehicle alarm system that issues an alarm for alerting a vehicle driver when the vehicle driver falls into a state of falling before the upper body is tilted forward due to dozing or the like. It is.

  As shown in FIG. 5, the in-vehicle alarm device 50 includes a camera (hereinafter referred to as a driver monitor camera) 52 provided for photographing the face of the vehicle driver sitting on the vehicle seat. The driver monitor camera 52 is disposed, for example, in the upper surface of the steering column cover or in the combination meter, and through the opening that opens on the surface of the steering wheel so that the driver can grasp the steering wheel and visually recognize the combination meter, It is directed in the direction that faces the vehicle traveling direction and in the direction in which the head of the vehicle driver is present, and the vehicle driver's face is photographed from slightly below to obliquely upward. For night photography, a lamp that projects infrared rays toward the face of the vehicle driver may be provided.

  The driver monitor camera 52 is connected to an electronic control unit (hereinafter referred to as a driver monitor ECU) 54 mainly composed of a computer. The video signal of the driver monitor camera 52 is supplied to the driver monitor ECU 54. The driver monitor ECU 54 performs binarization processing and feature point extraction processing based on the video signal supplied from the camera, thereby extracting an image showing the driver's face, and the driver's nostril from the extracted image. And the open / closed state of the eye is detected.

  The in-vehicle alarm device 50 also includes a headrest sensor 56 and a seat sensor 58. The headrest sensor 56 is built in the headrest of the vehicle seat on which the vehicle driver is seated, and outputs a signal corresponding to whether or not the head of the vehicle driver is in contact with the headrest. The seat sensor 58 is built in substantially the center of the seat back of the vehicle seat, and outputs a signal corresponding to whether the upper body of the vehicle driver is in contact with the seat back.

  The headrest sensor 56 and the seat sensor 58 are connected to an electronic control unit (hereinafter referred to as an occupant detection ECU) 60 mainly composed of a computer. The output signal of the headrest sensor 56 and the output signal of the seat sensor 58 are respectively supplied to the occupant detection ECU 60. The occupant detection ECU 60 determines whether or not the head of the vehicle driver is in contact with the headrest based on a signal supplied from the headrest sensor 56 and also determines whether or not the vehicle driver is based on a signal supplied from the seat sensor 58. It is determined whether the upper body is in contact with the seat back.

  The in-vehicle alarm device 50 also includes a heart rate sensor 62. The heart rate sensor 62 is disposed on the surface of the steering wheel that the vehicle driver holds while driving the vehicle, and outputs a signal corresponding to the heart rate of the vehicle driver. The output signal of the heart rate sensor is supplied to the driver monitor ECU 54 via a CAN communication line described later. The driver monitor ECU 54 detects the heart rate of the vehicle driver based on the signal supplied from the heart rate sensor 62.

  The in-vehicle alarm device 50 further includes a seat belt control ECU 64 that mainly controls a computer and performs a seat belt winding control of a driver's seat and a body ECU 66 that controls an alarm display and an alarm buzzer. . The seat belt control ECU 64 and the body ECU 66, the driver monitor 54, the occupant detection ECU 60, and the heart rate sensor 62 are connected to each other via a CAN communication line 68, and communicate information to each other via the CAN communication line 68. It is possible to do.

  A reversible seat belt actuator 70 that is electrically operated is connected to the seat belt control ECU 64. In this embodiment, the seat belt of the driver's seat on which the vehicle driver is seated is a so-called three-point seat that restrains the driver by inserting a body portion that can expand and contract the belt into a buckle portion fixed to the vehicle body side. It is a belt. The seat belt actuator 70 is an electric motor capable of winding up the seat belt, and fulfills a function of winding up the seat belt in accordance with a drive command from the seat belt control ECU 64.

  In addition, a warning display 72 and a warning buzzer 74 are connected to the body ECU 66. The alarm display 72 constitutes, for example, a meter unit provided on an instrument panel in the passenger compartment. The alarm display is displayed according to a drive command from the body ECU 66 as will be described later, thereby alerting the vehicle driver visually. Do. The alarm buzzer 74 is a buzzer alarm provided in the passenger compartment, and alerts the vehicle driver through hearing by making a buzzer sound according to a drive command from the body ECU 66 as will be described later.

  Next, operation | movement of the vehicle-mounted alarm device 50 of a present Example is demonstrated. FIG. 6 shows a flowchart of an example of a control routine executed in the in-vehicle alarm device 50 of the present embodiment.

  In this embodiment, the driver monitor camera 52 photographs the face of the vehicle driver seated on the vehicle seat at predetermined intervals after the vehicle is started (further, while the seat belt of the driver's seat is inserted into the seat buckle). Then, the video signal is supplied to the driver monitor ECU 54. The driver monitor ECU 54 performs binarization processing and feature point extraction processing based on the video signal from the driver monitor camera 52, thereby detecting the driver's nostril from the captured image and detecting the eye open / closed state. (Step 200). As a result of the detection, it is determined whether or not the driver's eyes are closed for a predetermined time Ta or longer (step 202). The predetermined time Ta is a minimum duration in which the eyes that can be determined that the driver is asleep are continuously closed, and are set in advance.

  If the result of determination in step 202 is negative, the driver monitor ECU 54 repeats the process of step 200 again. On the other hand, if an affirmative determination is made as a result of the determination in step 202, it is determined that the vehicle driver is in an eye-closed state to the extent that the vehicle driver falls asleep (step 204).

  The heart rate sensor 62 sends a signal corresponding to the heart rate of the vehicle driver to the CAN communication line 68 at predetermined time intervals. When the signal sent from the heart rate sensor 62 flows through the CAN communication line 68, the driver monitor ECU 54 takes the signal into the inside and detects the heart rate X of the vehicle driver. Then, it is determined whether or not the heart rate X is below a predetermined number Xc (step 206). The predetermined number Xc is a lower limit value of the heart rate that cannot be determined that the driver is asleep, and is set in advance.

  If the driver monitor ECU 54 determines that the driver's heart rate X is not less than the predetermined number Xc as a result of the determination in step 206, the driver monitor ECU 54 can determine that the driver is closed but is not asleep. In addition, a command is given to the body ECU 66 via the CAN communication line 68 so that the warning for the eyes of the vehicle driver is closed by the warning display 72 and the warning buzzer 74 (step 208). When such a command is received by the body ECU 66, a drive command is issued from the body ECU 66 to the alarm display 72 and the alarm buzzer 74, whereby the alarm display display 72 uses the alarm display display 72 to urge the driver who is closed. Alarm display is performed, and the buzzer sounding by the alarm buzzer 74 is performed. In this case, the vehicle driver who is closing his eyes is prompted to open his eyes.

  On the other hand, if the result of the determination in step 206 is that the driver's heart rate X is less than the predetermined number Xc, the driver monitor ECU 54 can determine that the driver is likely to fall asleep. Next, two nostrils of the driver are detected from the captured image of the driver monitor camera 52 in order to determine whether or not the driver's head is in a state of drooping downward, which often occurs in the forward turning state described later. Whether or not (step 210). As described above, the driver monitor camera 52 shoots the vehicle driver's face obliquely upward from the lower side. Therefore, when the driver's head does not hang downward, the captured image is displayed on the driver's head. Two nostrils appear, but when the driver's head hangs downward, no two nostrils of the driver appear in the captured image.

  If two nostrils of the vehicle driver are detected as a result of the determination in step 210 above, the driver is likely to be asleep with his eyes closed, but his head does not hang down and the face is Since it can be determined that the vehicle is facing the front, a command is then sent to the body ECU 66 via the CAN communication line 68 so that the warning display 72 and the warning buzzer 74 are alerted to the eyes of the vehicle driver as usual. Perform (step 208). On the other hand, if two nostrils of the vehicle driver are not detected, it is likely that the driver is sleeping and dozing, and the head is drooping downward and the face is not facing the front of the vehicle. Therefore, the driver's head comes into contact with the headrest based on the determination result by the occupant detection ECU 60 in order to determine whether the driver is in a lean state before the upper body leaves the seat and falls forward. Then, it is determined whether or not the upper body is in contact with the seat back (step 212).

  In the present embodiment, each of the headrest sensor 56 and the seat sensor 58 is a signal corresponding to whether or not the head of the vehicle driver is in contact with the headrest or the vehicle on the seat back every predetermined time after the vehicle is started. A signal corresponding to whether or not the upper body of the driver is in contact is supplied to the occupant detection ECU 60. The occupant detection ECU 60 determines whether or not the vehicle driver's head is in contact with the headrest based on a signal from the headrest sensor 56, and based on a signal supplied from the seat sensor 58, It is determined whether or not the body is in contact with the seat back. The determination results are sent to the CAN communication line 68 every predetermined time. When the signal sent from the occupant detection ECU 60 flows to the CAN communication line 68, the driver monitor ECU 54 takes the signal into the inside, and in step 212, the driver's head comes into contact with the headrest and its upper body. It is discriminated whether or not touches the seat back.

  When the driver monitor ECU 54 determines that the driver's head is in contact with the headrest and the upper body of the vehicle is in contact with the seat back as a result of the determination in step 212, the driver monitor ECU 54 may be asleep with the eyes closed. However, since it can be determined that the upper body is not in the front-turned state, next, as usual, the alarm display 72 and the alarm buzzer 74 are used to alert the vehicle driver's eyes, via the CAN communication line 68. A command is issued to the body ECU 66 (step 208).

  On the other hand, when the vehicle driver's head is not in contact with the headrest or the upper body is not in contact with the seat back, the driver is closed with his eyes closed and the upper body is tilted forward. It is determined that the state is the previous turning state (step 214). Next, an alarm command is given to the body ECU 66 via the CAN communication line 68 so that an alarm for the vehicle driver's eyes is closed by the alarm display 72 and the alarm buzzer 74. An alarm command is issued to the seat belt control ECU 64 via the CAN communication line 68 so that a sensible alarm is issued when the seat belt of the driver's seat is wound up and pulled upward, which is the direction opposite to the downward direction where the head is facing. Perform (step 216).

  When the seat belt control ECU 64 receives an alarm command from the driver monitor ECU 54, the seat belt control ECU 64 issues a drive command to the seat belt actuator 70 so as to wind up the seat belt of the driver's seat. When such a drive command is issued, the seat belt of the driver's seat is continuously wound up for a predetermined period or intermittently by a predetermined amount, so that the vehicle driver turns forward on the seat belt as shown in FIG. Since a force (component force) pulled in a direction (upward) opposite to the downward direction facing the face acts, the force with which the driver's body (upper body) is restrained by the vehicle seat increases.

  Thus, in the in-vehicle alarm device 50 of the present embodiment, when the vehicle driver is in the closed eye state, the alarm display by the alarm display display 30 and the buzzer alarm by the alarm buzzer 32 can be performed. Therefore, according to the present embodiment, it is possible to prompt the driver who is closing his eyes to open his eyes and improve the safety when the vehicle is traveling. In addition, when the vehicle driver is in a closed state before turning his upper body forward without turning his face toward the front of the vehicle, the direction opposite to the direction of the face facing the front of the vehicle The seat belt of the driver's seat can be pulled, and the force with which the driver's body that has been leaned forward is restrained by the vehicle seat can be increased to the side where the upper body is raised. In this case, a vehicle driver who is leaning forward and has a high level of drowsiness will be awakened by a tactile sensation in addition to visual and auditory stimuli, and will be prompted to turn his face and line of sight toward the front of the vehicle. This makes it easier to turn the line of sight to the front of the vehicle.

  Therefore, according to the in-vehicle warning device 50 of the present embodiment, it is possible to give a warning based on an appropriate sensation for raising the upper body according to the situation to the vehicle driver who has turned forward. Even in the situation where the buzzer sounding by the alarm buzzer 32 is drowned out by a large noise around the vehicle and the alarm display by the alarm display 30 is not visually recognized by the driver, the upper body of the driver who is turned forward is forcibly raised. The face and line of sight can be surely turned to the front of the vehicle, and the driver who is asleep can be awakened. For this reason, in the in-vehicle alarm device 50 of the present embodiment, it is possible to improve the driving safety against the turning state before the vehicle driver falls asleep due to the vehicle driver falling asleep during vehicle driving.

  In the second embodiment, the driver monitor ECU 54 executes the processing of steps 210 and 212 in the routine shown in FIG. 6 so that the “direction detecting means” and the “downward discrimination” described in the claims are performed. By executing the processing of step 214, the “means” realizes the “seat belt control means” recited in the claims.

  By the way, in the second embodiment, the headrest sensor 56 and the seat sensor 58 are used to detect that the head of the vehicle driver is not in contact with the headrest or that the upper body is not in contact with the seatback. In this case, it is determined that the driver is in a lean state before the upper body is tilted forward, and the seat belt actuator 70 is used to wind up the seat belt of the driver's seat. The above process is not always performed, and the above process may be performed only in a situation where the reclining angle of the driver's seat is a predetermined angle or less with respect to the vertical direction. When the reclining angle of the driver's seat exceeds a predetermined angle, it can be determined that the driver's seat is tilted backwards excessively, so that the driver does not bring his head into contact with the headrest and the upper body in contact with the seat back. There is a possibility that the vehicle is being driven with a proper posture. Therefore, according to the above configuration, in a situation where the reclining angle of the driver's seat exceeds a predetermined angle, it is possible to prevent the driver from being erroneously determined to be in the front-turned state, and the seat belt is erroneously detected. It is possible to avoid winding up.

  In the second embodiment, it is determined that the driver is in an eye-closed state using an image captured by the driver monitor camera 52, two nostrils are not detected, and the headrest sensor 56 and the seat are detected. When the driver's head is not in contact with the headrest or the upper body is not in contact with the seat back using the detection result of the sensor 58, the driver is in a lean state before the upper body is tilted forward. However, the present invention is not limited to this. Regardless of the driver's open / closed eye state, or two nostrils Regardless of whether or not it is detected, it is possible to determine whether the driver is turning forward or to raise the seat belt based only on the detection results of the headrest sensor 56 and the seat sensor 58. It may be.

  Further, in the second embodiment, when it is determined that the driver is in a lean state before the upper body is tilted forward without contacting the headrest with the headrest or without contacting the upper body with the seat back, The seat belt actuator 70 winds up the seat belt of the driver's seat. However, the present invention is not limited to this, and the driver's eyes, that is, the line of sight or the head can be seen even when the driver's upper body is not leaning forward. The seat belt actuator 70 may be used to wind up the seat belt of the driver's seat when the direction of the section itself is detected and the direction faces downward.

  In the second embodiment described above, the seat belt actuator 70 winds up the seat belt of the driver's seat at one fulcrum as shown in FIG. By applying an upward component force, the vehicle driver is encouraged to raise his / her upper body. However, the present invention is not limited to this, and an actuator for pulling up the fulcrum of the seat belt itself. It is possible to raise the upper body of the vehicle driver by pulling up the fulcrum of the seat belt by the actuator and applying an upward pulling force to the entire seat belt.

  In the second embodiment, the seat belt actuator 70 winds up the seat belt of the driver's seat by a predetermined amount as a bodily sensation alarm to the vehicle driver in the forward-turned state. However, at this time, if the seat belt is rolled up with a constant force or a certain amount of displacement regardless of the degree of forward turning of the driver (for example, the degree of inclination of the upper body), the driving in the forward turning state is performed. When the person's face is turned to the front of the vehicle, there is a possibility that the alarm becomes excessive or conversely an insufficient alarm.

  Therefore, when the driver monitor ECU 54 issues an alarm instruction to the seat belt control ECU 64 to wind up the seat belt in a direction (upward) opposite to the direction (downward) in which the driver's face in the front-turned state is facing, The force or displacement amount of the seat belt to be commanded by winding up and pulling may be changed in accordance with the degree of front turning of the driver. Specifically, as the degree of front turning increases with respect to the normal vertical direction, the tension of the seat belt is increased stepwise or linearly, or the amount of displacement to be pulled is increased, which is opposite to the direction in which the driver's face faces. It is also possible to issue a warning command to wind up the seat belt in the direction of.

  According to this configuration, when the face direction of the vehicle driver is not deviated from the front direction of the vehicle, the seat belt is rolled up with a relatively small force without causing a large displacement, and the face direction is the front direction of the vehicle. Therefore, the seat belt will be rolled up with a relatively large force or a large displacement. Accordingly, it is possible to promptly turn the face and line of sight toward the front of the vehicle, so that the face and line of sight of the driver in front of the vehicle can be surely turned toward the front of the vehicle without being too short or too large.

  In the first and second embodiments described above, the seat belt 24 of the driver's seat on which the vehicle driver is seated is used in a so-called three-point seat belt system. However, the present invention is not limited to this. However, the present invention can be applied to a system having a four-point or two-point seat belt.

  In addition, although the first and second embodiments described above are independent of each other, a configuration in which both configurations are combined with each other may be realized.

1 is a system configuration diagram of an in-vehicle alarm device according to a first embodiment of the present invention. It is a figure for demonstrating operation | movement of the vehicle-mounted alarm device of a present Example. It is a flowchart of an example of the control routine performed in the vehicle-mounted alarm device of a present Example. It is a figure for demonstrating the method of making a vehicle driver's face face the vehicle front by bodily sensation in the vehicle-mounted alarm device of a present Example. It is a system block diagram of the vehicle-mounted alarm device which is 2nd Example of this invention. It is a flowchart of an example of the control routine performed in the vehicle-mounted alarm device of a present Example. It is a figure for demonstrating the method of making a vehicle driver's face face the vehicle front by bodily sensation in the vehicle-mounted alarm device of a present Example.

Explanation of symbols

10, 50 On-vehicle alarm device 12 Inter-vehicle control ECU
16 Face direction sensor 20, 64 Seat belt control ECU
26 Body side motor 28 Buckle side motor 52 Driver monitor camera 54 Driver monitor ECU
70 Seat belt actuator

Claims (11)

An on-vehicle alarm device that warns the vehicle driver when the vehicle driver is not facing the front of the vehicle,
Direction detection means for detecting the direction in which the vehicle driver is facing the front of the vehicle;
Seat belt control means for pulling the seat belt worn by the vehicle driver in a direction opposite to the direction detected by the direction detection means when the vehicle driver is not facing the front of the vehicle;
An on-vehicle alarm device comprising: The direction detection means includes a look-ahead direction detection means for detecting a look-ahead direction of the vehicle driver with respect to the front of the vehicle,
2. The seat belt control unit according to claim 1, wherein when the vehicle driver is looking aside, the seat belt is pulled in a direction opposite to the aside direction detected by the aside direction detection unit. Car alarm system.   The seatbelt control means pulls the seatbelt to the road side beside the driver's seat when the vehicle driver is looking aside with the line of sight toward the center panel in the passenger compartment. The on-vehicle alarm device described.   The seatbelt control means pulls the seatbelt toward the center of the passenger compartment when the vehicle driver is looking aside toward the road next to the driver's seat. The on-vehicle alarm device described. A side-viewing angle detection means for detecting a side-viewing angle of the vehicle driver with respect to the front of the vehicle,
The seat belt control means includes generating force changing means for changing a force for pulling the seat belt in a direction opposite to the looking-ahead direction according to the looking-ahead angle detected by the looking-ahead angle detecting means. The on-vehicle alarm device according to any one of claims 2 to 4. A side-viewing angle detection means for detecting a side-viewing angle of the vehicle driver with respect to the front of the vehicle,
The seat belt control means includes displacement amount changing means for changing a displacement amount for pulling the seat belt in a direction opposite to the looking-ahead direction according to the looking-ahead angle detected by the looking-ahead angle detecting means. The on-vehicle alarm device according to any one of claims 2 to 4.   The seat belt control means pulls the seat belt in a direction opposite to the aside direction when the driver looks aside and the possibility of collision between the host vehicle and the front obstacle reaches a predetermined level. The in-vehicle alarm device according to any one of claims 2 to 6, wherein the alarm device is started. The direction detection means includes a downward determination means for determining whether or not the face of the vehicle driver faces downward with respect to the front of the vehicle,
3. The in-vehicle alarm device according to claim 1, wherein the seat belt control unit pulls the seat belt upward when it is determined by the downward determination unit that the face is facing downward. A downward degree detecting means for detecting a downward degree of the face of the vehicle driver relative to the front of the vehicle,
9. The vehicle-mounted vehicle according to claim 8, wherein the seat belt control means includes a generated force changing means for changing a force for pulling the seat belt upward in accordance with the downward degree detected by the downward degree detecting means. Alarm device. A downward degree detecting means for detecting a downward degree of the face of the vehicle driver relative to the front of the vehicle,
9. The seat belt control means according to claim 8, further comprising a displacement amount changing means for changing a displacement amount for pulling the seat belt upward in accordance with the downward degree detected by the downward degree detecting means. In-vehicle alarm device.   The on-vehicle alarm device according to claim 9 or 10, wherein the downward degree detection means detects the downward degree based on a separation distance between a vehicle driver's upper body and a vehicle seat.

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