JP2012218592A - On-board equipment control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an on-board equipment control device that can set timing of actuation of the on-board equipment depending on a condition of a driver.SOLUTION: A condition of a driver is acquired through a driver camera 11, conductive paste 19, a pulse wave cuff 13, and a processing unit 20. Using the acquired condition of the driver, a separation level representing a level of separation of a traveling state of a vehicle driven by the driver from a preset traveling state of the vehicle is estimated through a sensor unit 10 and the processing unit 20. According to the estimated separation level, the operation details of on-board equipment incorporated in the driver's vehicle are changed through the processing unit 20 and an on-vehicle system unit 30.

Description

  The present invention relates to a vehicle-mounted device control device that changes the operation content of a vehicle-mounted device in accordance with a vehicle driver, for example.

Conventionally, for example, a driver state alarm device that detects a driver's driving failure state and generates an alarm according to indicators such as a driver's eye-closing rate, driving operation, and vehicle behavior has been disclosed (Patent Document 1 and (See Patent Document 2).
In addition, for example, a technique is disclosed in which a driving support device that performs a warning to a driver or control of a vehicle so as to suppress a departure from a lane or an approach to a preceding vehicle and the driver state warning device described above are combined. (See Patent Document 3).

JP 2006-298234 A JP 2008-77189 A Japanese Patent No. 3638980

  However, conventionally, the standard used to determine the driving failure state is not a value that takes into account the individual response characteristics of the driver and the degree of deviation based on the response characteristics. To a different degree, the state of driving failure was judged. Here, the degree of divergence is, for example, the degree that the traveling state of the host vehicle driven by the driver deviates from a preset traveling state.

Therefore, depending on the driver, there may be a problem that the timing at which the driving support device including the driver status warning device operates is slower than the desired timing, or the problem that the driving support device operates earlier than the desired timing. There is.
The present invention has been made paying attention to the above-described problems, and sets the timing at which a driving support device such as a driver status alarm device, that is, an in-vehicle device included in the own vehicle operates, according to the driver. It is an object of the present invention to provide an in-vehicle device control device that can be used.

  In order to solve the above-described problems, the present invention predicts the degree of divergence in which the traveling state of the host vehicle driven by the driver deviates from the preset traveling state, and the host vehicle is provided according to the predicted degree of divergence. Change the operation of the in-vehicle device. Here, the prediction of the degree of deviation in which the traveling state of the host vehicle deviates from the preset traveling state is obtained by acquiring the driver's state and using the acquired driver's state.

  According to the present invention, in order to change the operation content of the in-vehicle device according to the degree of deviation that the driving state of the host vehicle deviates from the preset driving state predicted using the driver's state, the in-vehicle device operates. It is possible to set the timing to perform according to the driver.

It is a figure which shows schematic structure of the vehicle equipment control apparatus of 1st embodiment of this invention. It is a figure which shows schematic structure of the vehicle provided with the vehicle equipment control apparatus. It is a figure which shows schematic structure of a conductive steering. It is a figure which shows an example of the warning when it is judged that a driver | operator's state is a driving | running failure state. It is a figure which shows the block diagram of the control which an inter-vehicle distance control apparatus performs. It is a figure which shows the block diagram of the control which a lane departure prevention control apparatus performs. It is a flowchart which shows the operation | movement of the whole vehicle equipment control apparatus of 1st embodiment of this invention. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S10. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S20. It is a judgment figure of an achievement prospect degree. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S30. It is a figure which shows the example of the frequency distribution of TTC. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S40. It is a figure which shows the example of distribution of the driver reaction time according to a driver state level. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S50. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S60. It is a figure explaining the transition of a driver state level. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S70. It is a flowchart which shows the detailed operation | movement of the vehicle equipment control apparatus in step S80. It is a figure which shows the relationship between the predicted value of the deviation degree from which the driving state of the own vehicle deviates from the preset driving state, and the operation content of the in-vehicle device.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
Hereinafter, a first embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the drawings.
(Constitution)
FIG. 1 is a diagram illustrating a schematic configuration of an in-vehicle device control apparatus 1 according to the present embodiment. FIG. 2 is a diagram illustrating a schematic configuration of the vehicle V including the in-vehicle device control device 1.
As shown in FIGS. 1 and 2, the in-vehicle device control device 1 includes a sensor unit 10, a processing unit 20, an in-vehicle system unit 30, and an output unit 40.

(Configuration of sensor unit 10)
The sensor unit 10 includes a driver camera 11, a conductive steering 12, a pulse wave cuff 13, a steering rudder angle sensor 14, an accelerator pedal stroke sensor 15, a brake pedal stroke sensor 16, a yaw rate sensor 17, and a G sensor 18. It has.
The driver camera 11 measures the eye closing rate (percentage of eyelids closed per unit time) for the driver (driver) driving the vehicle V (own vehicle), and uses the measured eye closing rate. The included information signal is output to the processing unit 20.

  The conductive steering 12 is a steering wheel (steering wheel) for steering the steered wheels (for example, left and right front wheels) of the vehicle V. Further, as shown in FIG. 3, a conductive paste 19 applied to this portion is formed on a part of the surface of the conductive steering 12. FIG. 3 is a diagram showing a schematic configuration of the conductive steering 12. 3A is a view of the conductive steering 12 as viewed from the driver side, and FIG. 3B is a view taken in the direction of the arrow B in FIG. 3A.

The conductive paste 19 measures how the electrical resistance value changes according to the amount of moisture released by mental sweating from the palm of the driver holding the conductive steering 12 by passing a weak current. In addition to this, the conductive paste 19 outputs an information signal including how the measured electrical resistance value changes to the processing unit 20.
That is, the conductive paste 19 is disposed at a position where the driver contacts the conductive steering 12. Here, the position where the driver comes into contact is a portion of the conductive steering 12 that the driver holds for a long time while driving the vehicle (for example, a portion of the conductive steering 12 in the neutral position in the 2 o'clock direction and 10 o'clock direction part).

Like the conductive paste 19, the pulse wave cuff 13 is disposed at a position where the driver contacts the conductive steering 12 (see FIG. 3).
Further, the pulse wave cuff 13 is formed by embedding a light emitting element and a light receiving element inside a case having a concave cross section, and changes in the volume of the peripheral arterial blood vessel due to the pulsation of the driver's heart are absorbed by light. Measure from In addition to this, the pulse wave cuff 13 measures the driver's pulse rate based on the measured light absorption amount, and outputs an information signal including the measured pulse rate to the processing unit 20.

The steering angle sensor 14 is formed using, for example, a potentiometer, measures the current angle (steering angle) of the conductive steering 12, and outputs an information signal including the measured steering angle to the processing unit 20. .
The accelerator pedal stroke sensor 15 measures an amount of depression (accelerator operation amount) of an accelerator pedal (not shown) by the driver, and outputs an information signal including the measured accelerator operation amount to the processing unit 20.

The brake pedal stroke sensor 16 measures a depression amount (brake operation amount) of a brake pedal (not shown) by the driver, and outputs an information signal including the measured brake operation amount to the processing unit 20.
The yaw rate sensor 17 measures the yaw rate of the vehicle V and outputs an information signal including the measured yaw rate to the processing unit 20.
The G sensor 18 measures G (gravity acceleration) applied to the vehicle V and outputs an information signal including the measured gravity acceleration to the processing unit 20.

(Configuration of the processing unit 20)
The processing unit 20 is formed by, for example, an ECU (Electronic Control Unit) included in the vehicle V, and includes a memory 21 and a CPU 22.
The memory 21 records various types of information included in information signals output from the various types of sensors described above. In addition, the memory 21 inputs / outputs information signals to / from the in-vehicle system unit 30 and records various types of information included in the information signals output from the in-vehicle system unit 30.

  A CPU (central processing unit) 22 determines the driver's state from various information recorded in the memory 21 and calculates the frequency of occurrence of a situation in which the driving state of the vehicle V deviates from a preset driving state. Do. In addition to this, the CPU 22 calculates an instruction to change the operation content of the in-vehicle device, and outputs an information signal including the calculated instruction to the output unit 40.

(Configuration of in-vehicle system unit 30)
The in-vehicle system unit 30 includes a driver state alarm device 31, a preceding vehicle contact alarm device 32, a lane departure alarm device 33, an inter-vehicle distance control device 34, a lane departure prevention control device 35, and a navigation device 36. .
(Configuration of driver status alarm device 31)
The driver state alarm device 31 is a device that generates an alarm according to the driver's arousal level, and has, for example, a control unit (not shown) formed by an ECU provided in the vehicle V.

  Moreover, the control part which the driver state alarm device 31 has is a state (driving failure state) that a driver | operator's state is not suitable for a driving | running | working by the fall of arousal degree, when the eye-closing rate which the driver camera 11 measured exceeds the determination threshold value. The same applies to the following description). Here, the determination of whether or not the driver is in a driving failure state is performed using information signals output from the driver camera 11, the conductive paste 19, and the pulse wave cuff 13.

Note that the determination threshold is 40% of the reference state, for example. In this case, as the “reference state”, for example, the average value of the closed eye rate is used for 10 minutes after the vehicle V starts traveling, and 10 minutes after the vehicle V starts traveling. After elapses, a preset value is used.
And if the control part which driver state alarm device 31 judges that a driver's state is a driving failure state, it will generate an information signal which changes operation contents of composition which navigation device 36 and output part 40 are provided with. Further, the driver status alarm device 31 outputs the generated information signal to the navigation device 36 and the output unit 40.

Here, the operation content of the navigation device 36, which is changed by the control unit of the driver state alarm device 31, is displayed on the screen of the navigation device 36, for example, by displaying a message as shown in FIG. It is an action content that calls attention. FIG. 4 is a diagram illustrating an example of an alarm when it is determined that the driver's state is a driving failure state.
The operation content of the configuration provided in the output unit 40 that is changed by the control unit included in the driver state alarm device 31 includes, for example, the buzzer 42, the seat belt retractor 43, and the sheet vibration device 44. Is an operation content for operating in a different state. The buzzer 42, the seat belt winding device 43, and the sheet vibration device 44 will be described later.

(Configuration of the preceding vehicle contact alarm device 32)
The preceding vehicle contact alarm device 32 is a device that generates an alarm according to the distance between the vehicle V and the preceding vehicle, and has a radar unit and a control unit. 2 shows a state in which the radar unit included in the preceding vehicle contact warning device 32 is arranged in front of the vehicle V, specifically, in the vicinity of the front bumper, and is denoted by reference numeral 12 in FIG. The structure has shown the radar part which the preceding vehicle contact warning apparatus 32 has.

For example, the radar unit is configured to be able to transmit and receive light such as laser and infrared light. The time when the light is transmitted (light transmission time) and the transmitted light is reflected by obstacles and preceding vehicles on the road, and this reflection is reflected. The information signal including the time when the received light is received (light reception time) is output to the control unit.
The control unit included in the preceding vehicle contact alarm device 32 is formed by an ECU included in the vehicle V, for example, similarly to the control unit included in the driver state alarm device 31.

Moreover, the control part which the preceding vehicle contact warning apparatus 32 has measured the inter-vehicle distance of the vehicle V and a preceding vehicle using the light transmission time and light reception time which the information signal which the radar part output included, and measured this. Substitute the inter-vehicle distance into the following formula (1).
(Vehicle distance-Alarm threshold) x Gain (1)
The “alarm threshold value” in the expression (1) is, for example, a preset inter-vehicle distance.
When the expression (1) becomes negative, the control unit included in the preceding vehicle contact warning device 32 generates an information signal that changes the operation content of the indicator 41 and the buzzer 42, and outputs the generated information signal. To the unit 40.

Here, the operation contents of the indicator 41 and the buzzer 42 changed by the control unit of the preceding vehicle contact alarm device 32 are, for example, the indicator 41 and the buzzer 42 operated in a state different from normal (during normal travel). It is the operation content for. The indicator 41 will be described later.
On the other hand, when Expression (1) becomes positive, the control unit included in the preceding vehicle contact warning device 32 does not generate and output the information signal.
In the present embodiment, the gain in Expression (1) is 1 in the initial state. And the timing which changes the operation content of the indicator 41 and the buzzer 42 is adjusted by changing a gain.

(Configuration of lane departure warning device 33)
The lane departure warning device 33 is a device that generates a warning (lane departure warning) according to the shortest distance between the side surface of the vehicle V and the traffic dividing line, and has a camera unit and a control unit. 2 shows a state in which the camera unit is arranged near the ceiling in the passenger compartment with the shooting direction directed forward in the vehicle front-rear direction of the vehicle V. Reference numeral 13 in FIG. The structure which showed has shown the camera part.

The camera unit is formed to be able to capture an image in front of the vehicle V, such as a CCD (Charge Coupled Device) camera or an infrared camera, and outputs an information signal including the captured image to the control unit.
The control part which lane departure warning device 33 has is formed by ECU with which vehicle V is provided like the control part which driver state warning device 31 has, for example.

Moreover, the control part which the lane departure warning apparatus 33 has detects a traffic division line (lane division line, lane boundary line) from the image which the information signal which the camera part output includes, and based on this detected traffic division line Then, the shortest distance between the side surface of the vehicle V and the traffic dividing line is measured. Then, the measured shortest distance is substituted into the following equation (2). In addition, a traffic division line is a white line (lane marker) or a center line (center line) etc., for example.
(Shortest distance−alarm threshold) × gain (2)

In addition, the “alarm threshold value” in the formula (2) is, for example, a preset shortest distance.
And when Formula (2) becomes negative, the control part which lane departure warning device 33 has generates the information signal which changes the operation contents of indicator 41 and buzzer 42, and outputs this generated information signal to output part Output to 40.
Here, the operation contents of the indicator 41 and the buzzer 42 changed by the control unit of the lane departure warning device 33 are, for example, for operating the indicator 41 and the buzzer 42 in a state different from normal (during normal driving). This is the operation content.

On the other hand, when Expression (2) becomes positive, the control unit included in the lane departure warning device 33 does not generate and output an information signal.
In the present embodiment, the gain in Expression (2) is 1 in the initial state. And the timing which changes the operation content of the indicator 41 and the buzzer 42 is adjusted by changing a gain.

(Configuration of the inter-vehicle distance control device 34)
The inter-vehicle distance control device 34 is a device that changes the inter-vehicle distance according to the inter-vehicle distance between the vehicle V and the preceding vehicle and the relative speed of the vehicle V with respect to the preceding vehicle. Has a part. 2 shows a state in which the radar unit included in the inter-vehicle distance control device 34 is arranged in the vicinity of the center of the vehicle V in the front-rear direction of the vehicle V, and the configuration denoted by reference numeral 14 in FIG. The radar part which the distance control apparatus 34 has is shown.

Since the configuration of the radar unit included in the inter-vehicle distance control device 34 is the same as the configuration of the radar unit included in the preceding vehicle contact warning device 32, description thereof is omitted. The radar unit included in the inter-vehicle distance control device 34 may be shared with the radar unit included in the preceding vehicle contact warning device 32.
The control unit included in the inter-vehicle distance control device 34 is formed by an ECU included in the vehicle V, for example, similarly to the control unit included in the driver state alarm device 31.

  Further, the control unit included in the inter-vehicle distance control device 34 uses the light transmission time and the light reception time included in the information signal output from the radar unit, the vehicle-to-vehicle distance between the vehicle V and the preceding vehicle, the vehicle V and the preceding vehicle, Measure the relative speed. In addition, the control unit included in the inter-vehicle distance control device 34 measures the gravitational acceleration in the longitudinal direction of the vehicle V based on the information signal output from the G sensor 18.

  When the inter-vehicle distance control device 34 measures the inter-vehicle distance, the relative speed, and the gravitational acceleration in the front-rear direction, the control unit performs the control shown in FIG. 5 to give the driver a predetermined inter-vehicle distance. The accelerator opening and the brake fluid pressure of the vehicle V for assisting the maintaining operation are calculated. In addition, a command value for the calculated accelerator opening or brake fluid pressure is output, and at least one of the driving force and the braking force is changed. FIG. 5 is a block diagram of control performed by the inter-vehicle distance control device 34. Further, in FIG. 5, the control gain of the inter-vehicle distance is indicated as “K1”, and the control gain at the start of the control performed by the inter-vehicle distance control device 34 is indicated as “K2”.

(Configuration of the lane departure prevention control device 35)
The lane departure prevention control device 35 is a device for setting the position of the vehicle V in the lane according to the shortest distance between the side surface of the vehicle V and the traffic lane marking. Like the lane departure warning device 33, the lane departure prevention control device 35 includes a camera unit and a control unit. Have. FIG. 2 shows a state in which the camera unit included in the lane departure prevention control device 35 is arranged near the ceiling in the vehicle interior in a state where the shooting direction is directed to the front side in the vehicle front-rear direction of the vehicle V. . In FIG. 2, a configuration denoted by reference numeral 15 indicates a camera unit included in the lane departure prevention control device 35.

Since the configuration of the camera unit included in the lane departure prevention control device 35 is the same as the configuration of the camera unit included in the lane departure warning device 33, the description thereof is omitted. The camera unit included in the lane departure prevention control device 35 may be shared with the camera unit included in the lane departure warning device 33.
The control part which lane departure prevention control device 35 has is formed by ECU with which vehicle V is provided like the control part which driver state alarm device 31 has, for example.

  Moreover, the control part which the lane departure prevention control apparatus 35 has measures the shortest distance of the side surface of the vehicle V, and a traffic division line based on the traffic division line detected from the image which the information signal which the camera part output included. In addition, the control unit included in the lane departure prevention control device 35 measures the gravitational acceleration of the vehicle V in the vehicle width direction based on the information signal output from the G sensor 18.

  When the control unit included in the lane departure prevention control device 35 measures the gravitational acceleration in the shortest distance and the vehicle width direction, the control unit performs the control shown in FIG. 6 and determines the position of the vehicle V to the driver in the lane. The brake fluid pressure of the vehicle V for assisting the inside operation is calculated. In addition to this, the command value of the calculated brake fluid pressure is output, and the yaw moment is generated in the vehicle V by changing the braking force of the right or left wheel (front wheel / rear wheel) in the vehicle width direction. Thus, the operation of bringing the position of the vehicle V into the lane is supported using the lateral acceleration generated by the yaw moment. FIG. 6 is a block diagram of the control performed by the lane departure prevention control device 35. In FIG. 6, the control gain for the lateral position of the vehicle V is indicated as “K3”, and the control gain at the start of the control performed by the lane departure prevention control device 35 is indicated as “K4”.

  Here, the operation of setting the position of the vehicle V in the lane means that the side surface of the vehicle V is close to the traffic line and the side surface of the vehicle V does not reach the traffic line. This is an operation to keep the position in the lane. Further, the operation of setting the position of the vehicle V in the lane means that the position of the vehicle V is in the lane in a state where the side surface of the vehicle V reaches the traffic dividing line or the side surface of the vehicle V exceeds the traffic dividing line. The operation to return to is also included.

(Configuration of the navigation device 36)
The navigation device 36 is a device that provides route guidance for a preset travel route, and selects an appropriate route (travel route) according to the destination set by the driver or the like. Then, the guide for the selected travel route is displayed on a built-in display, and is output by voice from a built-in speaker.
Further, when the navigation device 36 receives an input of an information signal that changes the operation content from the driver state alarm device 31, the navigation device 36 alerts the driver to the operation content from the display and voice output indicating the route guidance. The display is changed to display and audio output (see FIG. 4). This alerts the driver that the driver's own state is a driving failure state or a state of approaching a driving failure state.

(Configuration of output unit 40)
The output unit 40 includes an indicator 41, a buzzer 42, a seat belt winding device 43, and a sheet vibration device 44.
The indicator 41 is disposed at a position where the driver can visually recognize, for example, in the vicinity of the speedometer (speedometer) in the passenger compartment, and is normally turned off (during normal driving).
When the indicator 41 receives an input of an information signal for changing the operation content from at least one of the preceding vehicle contact alarm device 32 and the lane departure warning device 33, the indicator 41 changes the operation content and blinks or lights up. As a result, a visual failure condition warning (a warning that the driver's own state is in a state of driving failure or a state of approaching a driving failure state is also transmitted to the driver. The same applies to the following description). To do.

The buzzer 42 is disposed in the passenger compartment, and normally does not output an alarm sound (during normal travel).
Further, when the buzzer 42 receives an input of an information signal that changes the operation content from at least one of the driver state alarm device 31, the preceding vehicle contact alarm device 32, and the lane departure alarm device 33, the buzzer 42 changes the operation content. Sound that can be heard by the driver. As a result, the failure state alarm is audibly transmitted to the driver.

The seat belt retractor 43 is formed to be able to wind and relax a seat belt (not shown) used by the driver, for example, using a motor or the like. Here, the seat belt retractor 43 does not wind and relax normally (after normal driving) after the driver wears (uses) the seat belt, and the driver's body is set with a predetermined tension. Therefore, it is held on a seat (driver's seat) (not shown).
In addition, when the seat belt retractor 43 receives an input of an information signal for changing the operation content from the driver state alarm device 31, the seat belt retractor 43 changes the operation content to intermittently perform the seat belt winding and relaxation. repeat. Thereby, a failure state warning is tactilely transmitted to the driver.

The seat vibration device 44 is configured to be able to vibrate the seat (driver's seat) using, for example, a motor embedded in the seat (driver's seat), and is normally activated (vibrated). Not.
Further, when receiving an input of an information signal that changes the operation content from the driver state alarm device 31, the sheet vibration device 44 changes the operation content to vibrate the seat. Thereby, a failure state warning is tactilely transmitted to the driver.

(Operation)
Next, operations performed by the in-vehicle device control apparatus 1 according to the present embodiment will be described with reference to FIGS. 1 to 6 and FIGS. 7 to 20.
FIG. 7 is a flowchart showing the overall operation of the in-vehicle device control apparatus 1 of the present embodiment. Detailed operations in the following steps (S10 to S80) will be described later.
As shown in FIG. 7, when the in-vehicle device control apparatus 1 starts operating, first, in step S10, the driver's state is measured and acquired, and the state of the vehicle V is measured. When the state of the driver and the vehicle V is measured in step S10, the operation of the in-vehicle device control device 1 proceeds to step S20.

Here, the state of the driver and the vehicle V includes various sensors (reference numerals 1 to 8) provided in the sensor section 10, the radar section (reference numerals 12 and 14 shown in FIG. 2), and the camera section (FIG. 2). Measurement is performed using information signals output by reference numerals 13 and 15) shown in the figure.
In step S20, the driver state level that is the level of the driver's state is set to any one of four levels (1 to 4) using the degree of expected driving performance achieved by the driver. When the driver state level is set in step S20, the operation of the in-vehicle device control apparatus 1 proceeds to step S30.

  In step S30, the approach frequency of the vehicle V to the preceding vehicle and the approach frequency of the vehicle V to the traffic lane marking are calculated, and the occurrence frequency of the situation where the travel state of the vehicle V deviates from the preset travel state is calculated. To do. In step S30, when the occurrence frequency of the situation where the traveling state of the vehicle V deviates from the preset traveling state is calculated, the operation of the in-vehicle device control device 1 proceeds to step S40.

  Here, the “situation in which the traveling state of the vehicle V deviates from the preset traveling state” is, for example, between the vehicle V and an obstacle or a preceding vehicle on the road while the vehicle V is traveling (moving forward). The distance is a situation where the vehicle V is likely to come into contact with an obstacle or a preceding vehicle. In addition to the above, the “situation in which the traveling state of the vehicle V deviates from the preset traveling state” is, for example, the shortest distance between the side surface of the vehicle V and the traffic division line while the vehicle V is traveling (moving forward). The distance is a situation where the possibility that the vehicle V will reach the traffic dividing line is high.

In step S40, in a specific situation described later, the reaction time in the driver's state is calculated to calculate the driver's reaction behavior. When the driver's reaction behavior is calculated in step S40, the operation of the in-vehicle device control device 1 proceeds to step S50.
In step S50, for each driver state level set in step S20, a situation in which the traveling state of the vehicle V deviates from the preset traveling state more than other situations (high divergence degree situation, and so on) occurs. Calculate the frequency. Thereby, the probability (response delay probability) that the reaction behavior in the high divergence degree situation is delayed is calculated. If the reaction delay probability in the high divergence degree situation is calculated in step S50, the operation of the in-vehicle device control device 1 proceeds to step S60.

  Here, the above “high divergence degree situation” refers to a situation in which the traveling state of the vehicle V is set in advance in comparison with other situations among the situations in which the traveling state of the vehicle V deviates from the preset traveling state. This is a situation where the degree of deviation from the running state is high. This is, for example, a situation where the vehicle V that is traveling (moving forward) contacts an obstacle or a preceding vehicle on the road, a situation where the vehicle V reaches or exceeds the traffic division line, and the like. That is, the “high divergence degree situation” is a situation in which, when the vehicle V is traveling, contact with an obstacle or a preceding vehicle, deviation from a lane, or the like is easily foreseen.

In step S60, the probability that the driver state level changes is calculated. In step S60, when the probability that the driver state level transitions is calculated, the operation of the in-vehicle device control apparatus 1 proceeds to step S70.
In step S70, a probability that a high deviation degree situation will occur after a preset time has elapsed is predicted, and a predicted value of the deviation degree at which the running state of the vehicle V deviates from the preset running state is calculated. In step S70, when the predicted value of the deviation degree at which the traveling state of the vehicle V deviates from the preset traveling state is calculated, the operation of the in-vehicle device control device 1 proceeds to step S80.

  In step S80, the operation content of the in-vehicle device (in-vehicle system unit 30) provided in the vehicle V is changed according to the predicted value of the degree of deviation in which the traveling state of the vehicle V deviates from the preset traveling state. When the operation content of the in-vehicle device is changed in step S80, the operation of the in-vehicle device control device 1 returns to step S10.

(Detailed operation in step S10)
Hereinafter, with reference to FIGS. 1 to 7, a detailed operation performed by the in-vehicle device control apparatus 1 of the present embodiment in step S <b> 10 described above will be described using FIG. 8.
FIG. 8 is a flowchart showing the detailed operation of the in-vehicle device control apparatus 1 in step S10.
In step S10, when the in-vehicle device control apparatus 1 starts operation, first, in step S11, the physiological state of the driver is measured as shown in FIG. In step S11, when the physiological state of the driver is measured, the operation of the in-vehicle device control device 1 proceeds to step S12.

Here, the physiological state of the driver refers to the driver's eye closure rate acquired using the driver camera 11, the driver's skin electrical resistance value acquired using the conductive paste 19 (conductive steering 12), and the pulse. The pulse rate of the driver acquired using the wave cuff 13.
In step S12, the driving behavior of the driver is measured. When driving behavior is measured in step S12, the operation of the in-vehicle device control device 1 proceeds to step S13.

Here, the driving action is a steering angle of the conductive steering 12 measured using the steering steering angle sensor 14 and an accelerator pedal depression amount measured using the accelerator pedal stroke sensor 15. In addition to this, the driving behavior is the presence or absence of operation of the brake pedal measured using the brake pedal stroke sensor 16.
In step S13, the state of the vehicle V (vehicle state) is measured. When the vehicle state is measured in step S13, the operation of the in-vehicle device control apparatus 1 proceeds to step S14.
Here, the vehicle state is the yaw rate of the vehicle V measured using the yaw rate sensor 17 and the gravitational acceleration in the front-rear direction and the vehicle width direction of the vehicle V measured using the G sensor 18.

In step S14, the external state of the vehicle V is measured. In step S14, when the external state of the vehicle V is measured, the operation of the in-vehicle device control apparatus 1 proceeds to step S15.
Here, the external state of the vehicle V is the inter-vehicle distance between the vehicle V and the preceding vehicle, which is measured using the radar unit (see the configuration of the preceding vehicle contact alarm device 32 or the inter-vehicle distance control device 34). This is the relative speed between the vehicle V and the preceding vehicle. In addition, the external state of the vehicle V is the shortest distance between the traffic division line and the side surface of the vehicle V, which is measured using the camera unit (see the configuration of the lane departure warning device 33 or the lane departure prevention device 15). The distance (the lateral position of the vehicle V with respect to the traffic lane marking). Furthermore, the external state of the vehicle V includes the speed (lateral speed) in the vehicle width direction of the vehicle V with respect to the traffic line.
In step S15, various data (physiological state, driving behavior, vehicle state, external state) measured in steps S11 to S14 are sequentially recorded in the memory 21.

(Detailed operation in step S20)
Hereinafter, with reference to FIGS. 1 to 8, the detailed operation performed by the in-vehicle device control apparatus 1 of the present embodiment in step S20 described above will be described using FIGS. 9 and 10. FIG.
FIG. 9 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S20.
In step S20, when the in-vehicle device control apparatus 1 starts operating, as shown in FIG. 9, first, in step S21, the driver's physiological state data used for determining the above-described degree of achievement is stored in the memory 21. Read from. That is, the degree of achievement probability is based on measurement of the physiological state of the driver. When the driver's physiological state data is read in step S21, the operation of the in-vehicle device control device 1 proceeds to step S22.

In step S22, the data for the last minute for which the process of step S22 is performed is compared with a reference value, and the degree of achievement is determined in four stages of 1-4. In step S22, when the degree of achievement is determined, the operation of the in-vehicle device control apparatus 1 proceeds to step S23.
Here, the reference value used for the determination of the degree of achievement probability is an average value of data measured during a preset time (10 minutes in the present embodiment) after the operation of the vehicle V is started, and is set in advance. The preset value is used as the reference value until the set time (10 minutes) elapses.

The four stages 1 to 4 indicating the degree of achievement are assumed to be in the following states.
Stage 1: The situation is likely to cause an accident because the degree of achievement is poor, such as stopping / interrupting driving normally.
Stage 2: Although there is a possibility that the reduction in the degree of achievement is significant, the operation itself is possible.
Stage 3: Although there is a possibility that the degree of achievement will be slightly reduced, there is no problem in driving.
Stage 4: A state equivalent to the expected degree of achievement in the normal state.

Further, as shown in FIG. 10, the degree of achievement is determined based on the physiological state of the driver (see step S11) read from the memory 21. FIG. 10 is a determination diagram of the degree of achievement probability.
In general, the reduction in the degree of achievement is often caused by falling asleep. When the driver becomes sleepy, that is, when the arousal level is lowered, the degree of achievement of the driving performance by the driver is lowered.

Therefore, in the present embodiment, as a condition for determining the degree of achievement probability (steps 1 to 4), as shown in FIG. 10, it is an element related to the physiological state of the driver, specifically, the driver's arousal level. The driver's eye-closing rate, the driver's skin electrical resistance value, and the driver's pulse rate are used.
This is because the condition for determining the degree of achievement expectation is a condition that pays attention to the fact that when the driver becomes sleepy, the time during which the eyelids per unit time are closed increases, and the eye closure rate increases. Similarly, this is because the condition for judging the degree of achievement is a condition that focuses on the fact that when the driver becomes sleepy, the mental sweating of the palm is reduced and the skin electrical resistance value of the driver is increased. Further, this is because the condition for judging the degree of achievement is a condition in which the heartbeat activity becomes gentle and the driver's pulse rate decreases when the driver becomes sleepy.

  In step S23, a driver state level is set. In the present embodiment, specifically, the driver's state level is set using the lowest value among the achievement probabilities determined based on the above-mentioned closed eye rate, skin electrical resistance value, and pulse rate. As an example, when the expected degree of achievement determined from the closed eye rate is “4”, the expected degree of achievement determined from the skin electrical resistance value is “3”, and the expected degree of achievement determined from the pulse rate is “2” (see FIG. 10). ) Sets the driver's state level to “2”. This is due to the fact that the influence of the physiological state on sleepiness is not necessarily uniform and may differ from driver to driver.

(Detailed operation in step S30)
Hereinafter, with reference to FIGS. 1 to 10, detailed operations performed by the in-vehicle device control apparatus 1 of the present embodiment in step S <b> 30 described above will be described using FIGS. 11 and 12.
FIG. 11 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S30.
In step S30, when the in-vehicle device control apparatus 1 starts operating, as shown in FIG. 11, first, in step S31, the frequency of occurrence of a situation in which the traveling state of the vehicle V deviates from the preset traveling state is calculated. Data to be used is read from the memory 21. In step S31, when data used for calculating the occurrence frequency of a situation in which the traveling state of the vehicle V deviates from the preset traveling state is read, the operation of the in-vehicle device control device 1 proceeds to step S32.

  In step S32, using the data read in step S31, a frequency distribution of TTC (Time to Collision) at the time of preceding vehicle following traveling is created, and the situation where the traveling state of the vehicle V deviates from the preset traveling state is generated. Create a frequency distribution. In step S32, when the distribution of the occurrence frequency of the situation in which the traveling state of the vehicle V deviates from the preset traveling state is created, the operation of the in-vehicle device control device 1 proceeds to step S33.

Here, the above-mentioned “TTC” is a value calculated by the following equation (3), and indicates the estimated arrival time until the traveling vehicle V reaches the preceding vehicle. The preceding vehicle may be replaced with an obstacle on the road.
(The distance between the vehicle V and the preceding vehicle) / (the relative speed between the vehicle V and the preceding vehicle) (3)
An example of the TTC frequency distribution is shown in FIG. FIG. 12 is a diagram illustrating an example of a TTC frequency distribution.

In this embodiment, as an example, a case where the TTC frequency (relative frequency) is 1 [%] or less when the TTC is 3 seconds or less will be described, as shown in FIG. Here, the frequency of TTC is a frequency at the time of preceding vehicle follow-up traveling.
In step S33, the frequency distribution created in step S32 is recorded in the memory 21.

(Detailed operation in step S40)
Hereinafter, with reference to FIGS. 1 to 12, detailed operations performed by the in-vehicle device control apparatus 1 of the present embodiment in step S40 described above will be described using FIGS. 13 and 14.
FIG. 13 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S40.
In step S40, when the in-vehicle device control apparatus 1 starts operating, as shown in FIG. 13, first, in step S41, a scene for measuring the driver's reaction time while the vehicle V is traveling (reaction time measurement). (Scene). Thereby, the reaction time measurement scene is identified. If the reaction time measurement scene is identified in step S41, the operation of the in-vehicle device control device 1 proceeds to step S42.

  Here, in the present embodiment, as described above, TTC is used to create a distribution of occurrence frequencies of situations in which the traveling state of the vehicle V deviates from a preset traveling state. For this reason, in the present embodiment, as an example, a scene in which the preceding vehicle has stepped on a brake with a deceleration of 0.1 [G] or more during the following vehicle follow-up traveling with a TTC of 3 seconds or less is referred to as a reaction time measurement scene. A case of identification will be described.

  It should be noted that when the preceding vehicle follows traveling with a TTC of 3 seconds or less, a scene where the preceding vehicle contact alarm device 32 sounded instead of a scene where the preceding vehicle stepped on a brake having a deceleration of 0.1 [G] or more, It may be identified as a reaction time measurement scene. In this case, the scene in which the preceding vehicle contact alarm device 32 blows is a scene in which the indicator 41 and the buzzer 42 generate an alarm according to the information signal generated by the preceding vehicle contact alarm device 32.

  In step S42, using the reaction time measurement scene identified in step S41, the reaction time elapsed from when the reaction time measurement scene occurs until the driver makes a braking force increase request is measured, and the driver's reaction time is measured. (Driver reaction time) is measured. This is processing performed when TTC is used to create a frequency distribution as in the present embodiment. When the driver reaction time is measured in step S42, the operation of the in-vehicle device control apparatus 1 proceeds to step S43.

That is, in step S42, TTC, which is a driving mode and is a driving state of the vehicle V that deviates from a preset driving state, is used as a value based on the driver's reaction behavior.
Moreover, in step S42, it is a driving | operation aspect, and when TTC which is the driving state of the vehicle V which deviates from the preset driving state, when the distance between the vehicle V and a preceding vehicle becomes less than the preset distance, It is used as a value based on the driver's reaction behavior.

Further, in step S42, a value based on the driver's reaction behavior with respect to an alarm (preceding vehicle approach alarm) generated when the distance between the vehicle V and the preceding vehicle is within a preset distance is set as a driving mode. Used.
In step S42, the driver's reaction behavior is used as a value based on the timing at which the driver makes a braking force increase request.
Here, the driver reaction time measured in step S42 is a time based on the timing of the braking force increase request by the driver. In this embodiment, as the reaction time that has elapsed since the reaction time measurement scene has occurred until the driver makes a braking force increase request, the driver starts stepping on the brake pedal after the reaction time measurement scene has occurred. Measure the time until.

Therefore, in the present embodiment, the above-mentioned “braking force increase request” is performed by the driver stopping the operation of the accelerator pedal (depressing the depressing amount “0”) and operating the brake pedal (increasing the depressing amount). ) Operation.
The “braking force increase request” may include, for example, an operation in which the driver stops operating the accelerator pedal. Similarly, the “braking force increase request” may include, for example, an operation in which the driver decreases the amount of operation (depression) of the accelerator pedal.

In step S43, the driver reaction time measured in step S42 is associated with the driver state level at the time when the driver reaction time is measured. When the driver reaction time is associated with the driver state level in step S43, the operation of the in-vehicle device control apparatus 1 proceeds to step S44.
That is, in step S43, a value classified according to the driver state level that is the driver's state is used as the driver reaction time that is the driver's reaction behavior.
In step S44, the driver reaction time and the driver state level that are associated in step S43 are recorded in the memory 21.

Here, in this embodiment, by repeating the process in step S40, that is, the processes in steps S41 to S44 described above, for example, the driver reaction time at each driver state level as shown in FIG. 14 is obtained. FIG. 14 is a diagram illustrating an example of the distribution of driver reaction time according to the driver state level.
Here, in the present embodiment, as the driver reaction time, the time from when the reaction time measurement scene occurs until the driver starts stepping on the brake pedal is measured. Reaction time ".

(Detailed operation in step S50)
Hereinafter, with reference to FIG. 1 to FIG. 14, detailed operations performed by the in-vehicle device control apparatus 1 of the present embodiment in step S50 described above will be described using FIG. 15.
FIG. 15 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S50.
When the in-vehicle device control apparatus 1 starts operating in step S50, as shown in FIG. 15, first, in step S51, driver reaction time data (reaction time data) at each driver state level (levels 1 to 4). Are read from the memory 21. When the reaction time data is read in step S51, the operation of the in-vehicle device control apparatus 1 proceeds to step S52.

  In step S52, the reaction time when the driver's reaction is delayed (at the time of reaction delay) is calculated at each driver state level (levels 1 to 4). This is processing performed when TTC is used to create a frequency distribution as in this embodiment, and the probability that the reaction time (brake reaction time) for the driver to operate the brake pedal will be 3 seconds or more. Calculated from the distribution of driver reaction time. In this case, for example, as shown in FIG. 14, when the driver state level is level 1, the brake reaction time becomes 3 seconds or more in the tile value (tile value) of 95%. If the reaction time at the time of reaction delay is calculated in step S52, the operation of the in-vehicle device control device 1 proceeds to step S53.

That is, in step S52, the TTC that is the running state of the vehicle V that deviates from the preset running state is classified according to the driver state level set in step S23 described above.
In step S <b> 53, the distribution data of the occurrence frequency (deviation situation occurrence frequency data) of the situation in which the running state of the vehicle V deviates from the preset running state created in step S <b> 30 is read from the memory 21. When the deviation status occurrence frequency data is read in step S53, the operation of the in-vehicle device control device 1 proceeds to step S54.

  In step S54, using the deviation status occurrence frequency data read in step S53, a scene with a TTC of 3 seconds or less is set as the above-described high deviation degree situation. Further, in step S54, the cumulative frequency of scenes with a TTC of 3 seconds or less is calculated, and the occurrence frequency of the high divergence degree situation is calculated. When the occurrence frequency of the high divergence degree situation is calculated in step S54, the operation of the in-vehicle device control device 1 proceeds to step S55.

That is, in step S54, it is a mode of driving by the driver, and the driving state of the vehicle V deviates from the preset driving state according to the TTC that is the driving state of the vehicle V that deviates from the preset driving state. The occurrence frequency is limited to the occurrence frequency of the high divergence degree situation.
In step S55, the probability A that the driver's response is delayed when the high deviation degree situation occurs is calculated for each driver state level (A1 to A4), and the response delay probability when the high deviation degree situation occurs is calculated. Perform the calculation. In step S55, when the reaction delay probability at the time of occurrence of the high divergence degree situation is calculated, the operation of the in-vehicle device control apparatus 1 proceeds to step S56.

Here, the probability A1 that the driver's reaction is delayed in the driver state level 1 is calculated using, for example, the following equation (4).
A1 = 0.01 × 0.05 × 100 = 0.05% (4)
In the above equation (4), when the TTC is 3 seconds or less, the probability A1 = 0.05% is calculated by multiplying the occurrence frequency of the high divergence degree situation by the probability that the driver's brake reaction will be delayed. It is a formula. Here, the occurrence frequency of the high deviation degree situation is 1 [%] (during follow-up driving), and the probability that the driver's brake response is delayed is 5 [%] (the probability outside the 95 [%] tile value) ).
In step S56, the reaction delay probabilities A1 to A4 calculated in step S55 are recorded in the memory 21.

(Detailed operation in step S60)
Hereinafter, with reference to FIGS. 1 to 15, detailed operations performed by the in-vehicle device control apparatus 1 of the present embodiment in step S <b> 60 described above will be described using FIGS. 16 and 17.
FIG. 16 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S60.
In step S60, when the in-vehicle device control apparatus 1 starts operating, as shown in FIG. 16, first, in step S61, the timing at which the driver state level is changed to another level (driver state level switching timing) is detected. . When the driver state level switching timing is detected in step S61, the operation of the in-vehicle device control device 1 proceeds to step S62.

  In step S62, the driver state level is measured when a preset measurement time has elapsed from the driver state level switching timing detected in step S61. In the present embodiment, a case where the measurement time is 15 minutes will be described as an example. When the driver state level is measured when the measurement time has elapsed in step S62, the operation of the in-vehicle device control device 1 proceeds to step S63.

  In step S63, the driver state level transition probability data is updated using the driver state level measured in step S62 and the driver state level transition probability is updated. For example, as shown in FIG. Perform the calculation. FIG. 17 is a diagram for explaining the transition of the driver state level. When the driver state level transition probability is calculated in step S63, the operation of the in-vehicle device control apparatus 1 proceeds to step S64.

In the calculation of the transition probability, for example, the probability of transition from one driver state level i to another driver state level j after the measurement time T has elapsed from the driver state level switching timing is defined as P (T, i-> j). And it calculates with the following formula | equation (5)-(8). Here, in this embodiment, the measurement time T is 15 minutes. In the following formulas (5) to (8), it is assumed that the first driver state level (the above-mentioned certain driver state level i) is 2.
P (15 min, 2-> 1) (5)
P (15 min, 2-> 2) (6)
P (15 min, 2-> 3) (7)
P (15 min, 2-> 4) (8)
In step S64, the transition probability of the driver state level calculated in step S63 is recorded in the memory 21.

(Detailed operation in step S70)
Hereinafter, with reference to FIGS. 1 to 17, a detailed operation performed by the in-vehicle device control apparatus 1 of the present embodiment in step S70 described above will be described using FIG.
FIG. 18 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S70.
When the in-vehicle device control device 1 starts operating in step S70, as shown in FIG. 18, first, in step S71, the latest driver state level is read from the memory 21, thereby reading the current driver state level. Do. When the current driver state level is read in step S71, the operation of the in-vehicle device control apparatus 1 proceeds to step S72.

  In step S72, the probabilities A1 to A4 at each driver state level are read from the memory 21, and the reaction delay probability at the time of occurrence of a high deviation degree situation at each driver state level is read. When the response delay probability at the time of occurrence of the high deviation degree situation at each driver state level is read in step S72, the operation of the in-vehicle device control device 1 proceeds to step S73.

  In step S73, the probability P (T, i-> j) corresponding to the current driver state level read in step S71 is read to read the transition probability from the current driver state level. When the transition probability from the current driver state level is read in step S73, the operation of the in-vehicle device control apparatus 1 proceeds to step S74.

  In step S74, a predicted value Ph of the degree of deviation in which the running state of the vehicle V deviates from a preset running state is calculated by the following equation (9). Here, the predicted value Ph is calculated by the following equation (9) using the current driver state level read in step S71 and the probabilities A1 to A4 read in step S72. In step S74, when the predicted value of the deviation degree at which the traveling state of the vehicle V deviates from the preset traveling state is calculated, the operation of the in-vehicle device control device 1 proceeds to step S75.

  Here, the probabilities A1 to A4 read in step S72 are reaction delay probabilities when a high deviation degree situation occurs. Further, in step S54 described above, the driving state of the driver, and the driving state of the vehicle V deviates from the preset driving state according to the TTC that is the driving state of the vehicle V that deviates from the preset driving state. The occurrence frequency of the situation to be limited is limited to the occurrence frequency of the high divergence degree situation.

Therefore, in step S74, the predicted value of the deviation degree at which the traveling state of the vehicle V deviates from the preset traveling state is limited to the predicted value of the deviation degree in the high deviation degree situation.
Here, the predicted value Ph is a prediction of the degree of deviation in which the running state of the vehicle V deviates from the preset running state before the measurement time T elapses when the current driver state level is defined as i. Value.
Ph = P (T, i−> j) × A1 + P (T, i−> 2) × A2 + P (T, i−> 3) × A3 + P (T, i−> 4) × A4 (9)

Here, assuming that the measurement time T is 15 minutes and the current driver state level is 2, the predicted value Ph of the divergence degree at which the traveling state of the vehicle V deviates from the preset traveling state is expressed by the following equation (10). Calculated.
Ph = P (15min, 2-> 1) * A1 + P (15min, 2-> 2) * A2 + P (15min, 2-> 3) * A3 + P (15min, 2-> 4) * A4 (10)
In step S75, the predicted value Ph of the degree of deviation calculated in step S74 and deviating from the preset running state of the vehicle V is recorded in the memory 21.

(Detailed operation in step S80)
Hereinafter, the detailed operation performed by the in-vehicle device control apparatus 1 of the present embodiment in step S80 described above will be described with reference to FIGS.
FIG. 19 is a flowchart showing a detailed operation of the in-vehicle device control apparatus 1 in step S80.
When the in-vehicle device control apparatus 1 starts operating in step S80, first, the predicted value (predicted value Ph) calculated in step S70 is read from the memory 21 in step S81 as shown in FIG. In step S81, when the predicted value of the deviation degree at which the traveling state of the vehicle V deviates from the preset traveling state is read, the operation of the in-vehicle device control device 1 proceeds to step S82.

  In step S82, the operation content of the in-vehicle device is changed as shown in FIG. 20, for example, according to the predicted value (predicted value Ph) read in step S81. FIG. 20 is a diagram illustrating the relationship between the predicted value of the degree of deviation in which the traveling state of the vehicle V deviates from the preset traveling state and the operation content of the in-vehicle device.

(Changes in operation contents of in-vehicle devices)
Hereinafter, with reference to FIG. 1 to FIG. 20, the process for changing the operation content of the in-vehicle device performed in step S82 described above will be described in detail.
-Change in operation content of driver status alarm device 31 As shown in FIG. 20, when the predicted value Ph is 5 [%] or less, the control unit of the driver status alarm device 31 determines whether or not the driver is in an inoperative state. A process of increasing the determination threshold to be used by 10 [%] is performed. In addition to this, a process of reducing the volume of the alarm generated by the driver status alarm device 31 by 10 [%] is performed.

In addition, when the predicted value Ph is in the range of more than 5% and 30% or less, the determination threshold used by the control unit of the driver state alarm device 31 to determine the operation failure state, and the driver state The volume of the alarm generated by the alarm device 31 is maintained in a normal state.
When the predicted value Ph exceeds 30 [%] and is within a range of 50 [%] or less, the control unit included in the driver state alarm device 31 uses a determination threshold of 10 [ %] Decrease processing. In this case, the volume of the alarm generated by the driver status alarm device 31 is maintained in the normal state.

Further, when the predicted value Ph exceeds 50 [%], the control unit included in the driver state alarm device 31 performs a process of reducing the determination threshold used by the driver state alarm device 31 for determination of an operation failure state by 20 [%]. In addition to this, a process of increasing the volume of the alarm generated by the driver state alarm device 31 by 20 [%] is performed.
Therefore, in the present embodiment, when the predicted value Ph is 5 [%] or less, the process of delaying the timing at which the driver status alarm device 31 generates an alarm and the volume of the alarm generated by the driver status alarm device 31 are set. Process to decrease. In addition to this, when the predicted value Ph exceeds 30 [%], the process for advancing the timing at which the driver status alarm device 31 generates an alarm and the volume of the alarm generated by the driver status alarm device 31 are increased. Process.

Change in operation content of preceding vehicle contact alarm device 32 As shown in FIG. 20, when the predicted value Ph is 5% or less, the control unit of the preceding vehicle contact alarm device 32 generates an information signal. A process of reducing the gain in the above equation (1) used for the above by 10 [%] is performed. In addition to this, a process of reducing the volume of the alarm generated by the preceding vehicle contact alarm device 32 by 10% is performed.
Further, when the predicted value Ph is in the range of more than 5% and 30% or less, the control unit of the preceding vehicle contact warning device 32 uses the above formula (1) used for generating the information signal. And the volume of the alarm generated by the preceding vehicle contact alarm device 32 are maintained in the normal state.

Further, when the predicted value Ph exceeds 30 [%] and is in the range of 50 [%] or less, the control unit included in the preceding vehicle contact alarm device 32 uses the above equation (1) used for generating the information signal. The process of increasing the gain of 10% is performed. In addition to this, a process of increasing the volume of an alarm generated by the preceding vehicle contact alarm device 32 by 10% is performed.
Further, when the predicted value Ph exceeds 50 [%], the gain in the above formula (1) used by the control unit of the preceding vehicle contact warning device 32 to generate the information signal is increased by 20 [%]. To perform the process. In addition to this, a process of increasing the volume of the alarm generated by the preceding vehicle contact alarm device 32 by 20 [%] is performed.

  Therefore, in this embodiment, when the predicted value Ph is 5 [%] or less, the process of delaying the timing at which the preceding vehicle contact alarm device 32 generates an alarm and the alarm generated by the preceding vehicle contact alarm device 32 are displayed. Performs processing to decrease the volume. In addition to this, when the predicted value Ph exceeds 30 [%], the process of advancing the timing at which the preceding vehicle contact alarm device 32 generates an alarm and the volume of the alarm generated by the preceding vehicle contact alarm device 32 are set. Process to increase.

Change in operation content of lane departure warning device 33 As shown in FIG. 20, when the predicted value Ph is 5% or less, the control unit of the lane departure warning device 33 uses the information signal to be generated. A process for reducing the gain in the above equation (2) by 10 [%] is performed. In addition to this, processing is performed to reduce the volume of the alarm generated by the lane departure warning device 33 by 10 [%].
In addition, when the predicted value Ph exceeds 5 [%] and is within a range of 30 [%] or less, the control unit included in the lane departure warning device 33 uses the above equation (2) used for generating the information signal. The gain and the volume of the alarm generated by the lane departure warning device 33 are maintained in a normal state.

Further, when the predicted value Ph exceeds 30 [%] and is within a range of 50 [%] or less, the control unit included in the lane departure warning device 33 uses the above equation (2) used for generating the information signal. A process of increasing the gain by 10 [%] is performed. In addition to this, processing is performed to increase the volume of the alarm generated by the lane departure warning device 33 by 10 [%].
Further, when the predicted value Ph exceeds 50 [%], the control unit included in the lane departure warning device 33 increases the gain in the above formula (2) used for generating the information signal by 20 [%]. Process. In addition to this, processing is performed to increase the volume of the warning generated by the lane departure warning device 33 by 20 [%].

  Therefore, in the present embodiment, when the predicted value Ph is 5 [%] or less, the processing for delaying the timing at which the lane departure warning device 33 generates a warning and the volume of the warning generated by the lane departure warning device 33 are set. Process to decrease. In addition to this, when the predicted value Ph exceeds 30 [%], the lane departure warning device 33 speeds up the timing at which the warning is generated and the volume of the warning generated by the lane departure warning device 33 is increased. Process.

Change in operation content of inter-vehicle distance control device 34 As shown in FIG. 20, when the predicted value Ph is 5% or less, the control gain K1 and the control gain K2 described above are decreased by 10%. Process.
Further, when the predicted value Ph is in the range of more than 5% and 30% or less, the control gain K1 and the control gain K2 described above are held in the normal state.
Further, when the predicted value Ph exceeds 30 [%] and is within a range of 50 [%] or less, the above-described process of increasing the control gain K1 and the control gain K2 by 10 [%] is performed.
Further, when the predicted value Ph exceeds 50 [%], the above-described process of increasing the control gain K1 and the control gain K2 by 20 [%] is performed.

  Therefore, in the present embodiment, when the predicted value Ph is 5 [%] or less, the inter-vehicle distance control device 34 reduces the inter-vehicle distance, and the processing reduces the control gain used for the control that changes the inter-vehicle distance. I do. In addition to this, when the predicted value Ph exceeds 30 [%], the inter-vehicle distance control device 34 performs a process for increasing the inter-vehicle distance and a process for increasing the control gain used for the control for changing the inter-vehicle distance. .

Change in operation content of lane departure prevention control device 35 As shown in FIG. 20, when the predicted value Ph is 5% or less, the control gain K3 and the control gain K4 described above are decreased by 10%. To perform the process.
Further, when the predicted value Ph is in the range of more than 5% and 30% or less, the control gain K3 and the control gain K4 described above are held in the normal state.
Further, when the predicted value Ph exceeds 30 [%] and is within a range of 50 [%] or less, the above-described process of increasing the control gain K3 and the control gain K4 by 10 [%] is performed.
Further, when the predicted value Ph exceeds 50 [%], the above-described process of increasing the control gain K3 and the control gain K4 by 20 [%] is performed.

  Therefore, in the present embodiment, when the predicted value Ph is 5 [%] or less, a process of delaying the timing at which the lane departure prevention control device 35 performs the control for setting the position of the vehicle V within the lane, A process of delaying the start of control for setting the position in the lane is performed. In addition to this, when the predicted value Ph exceeds 30 [%], the lane departure prevention control device 35 advances the timing for performing the control for setting the position of the vehicle V within the lane, and the position of the vehicle V Processing to speed up the start of control within the lane.

Change in operation content of navigation device 36 As shown in FIG. 20, when the predicted value Ph is 5 [%] or less, the timing at which the navigation device 36 performs route guidance is set to be higher than the set value in the normal state. A process of delaying 10% is performed. In addition to this, a process is performed in which the volume at which the navigation device 36 performs route guidance is reduced by 10 [%] from the set value in the normal state.
In addition, when the predicted value Ph is in the range of more than 5% and 30% or less, the timing at which the navigation device 36 performs route guidance and the volume at which the route guidance is performed are maintained in the normal state.

Further, when the predicted value Ph exceeds 30 [%] and is in the range of 50 [%] or less, the timing at which the navigation device 36 performs route guidance is 10 [%] earlier than the set value in the normal state. Process. In addition to this, a process is performed in which the volume at which the navigation device 36 performs route guidance is reduced by 10 [%] from the set value in the normal state.
Further, when the predicted value Ph exceeds 50 [%], the navigation device 36 performs processing to advance the route guidance by 20 [%] from the set value in the normal state. In addition to this, a process is performed in which the volume at which the navigation device 36 performs route guidance is reduced by 20 [%] from the set value in the normal state.

  Therefore, in the present embodiment, when the predicted value Ph is 5 [%] or less, a process of delaying the timing at which the navigation apparatus 36 performs route guidance and a process of reducing the volume of the route guidance performed by the navigation apparatus 36 are performed. Do. In addition to this, when the predicted value Ph exceeds 30 [%], processing for advancing the timing at which the navigation device 36 performs route guidance and processing for increasing the volume of route guidance performed by the navigation device 36 are performed.

As described above, in the present embodiment, the upper limit threshold that is referred to when the operation content of the in-vehicle device is changed is set to 30 [%] with the predicted value Ph. Similarly, the lower limit threshold to be referred to when changing the operation content of the in-vehicle device is Ph5 [%] with the above predicted value.
Thus, the driver camera 11, the conductive paste 19 (conductive steering 12), the pulse wave cuff 13, the processing unit 20, and step S10 correspond to the driver state acquisition unit. Moreover, the sensor part 10, the process part 20, and step S20-S70 respond | correspond to a deviation degree prediction means. Moreover, the process part 20, the vehicle-mounted system part 30, and step S80 respond | correspond to a vehicle-mounted apparatus operation content change means.

(Effects of the first embodiment)
(1) The driver's state is acquired, and using this acquired driver's state, the degree of deviation in which the traveling state of the vehicle V driven by the driver deviates from the preset traveling state is predicted, and this prediction is made. The operation content of the in-vehicle device provided in the vehicle V is changed according to the degree of deviation.
For this reason, it becomes possible to change the operation | movement content of vehicle equipment according to the deviation degree which the driving state of the vehicle V estimated from the driver | operator's state deviates from the preset driving state.
As a result, the timing at which the in-vehicle device operates can be set according to the driver, and the amount of displacement of the timing at which the in-vehicle device operates from the desired timing can be reduced.

(2) The state of the driver is acquired using the degree of expected driving performance achieved by the driver. And the operation content of the vehicle equipment with which the vehicle V is provided is changed according to the deviation degree which the driving state of the vehicle V deviates from the preset driving state estimated using the acquired driver's state.
As a result, it is possible to suppress the traveling state of the vehicle V from deviating from the traveling state set in advance.

(3) Since the value based on the measurement of the driver's physiological state is used as the degree of expected achievement, even if the driver's arousal level decreases and the driver's state approaches a driving failure state, this state Accordingly, the operation content of the in-vehicle device can be changed.
As a result, it is possible to suppress the driver's state from becoming a driving failure state.
(4) In order to limit the predicted value of the degree of deviation in which the running state of the vehicle V deviates from the preset running state according to the driving mode of the driver, the operation content of the in-vehicle device is determined for the high deviation degree situation. It can be changed.
As a result, it is possible to suppress the driver's state from becoming a driving failure state.

(5) Since the value based on the driving state of the vehicle V deviating from the preset driving state is used as the driving mode of the driver, in addition to the driver's state, the in-vehicle device The operation content can be changed.
As a result, it is possible to suppress the traveling state deviating from the traveling state of the vehicle V, and it is possible to suppress the driver's state from becoming a driving failure state.

(6) A value based on the estimated arrival time (TTC) until the vehicle V reaches the obstacle or the preceding vehicle is used as the traveling state of the vehicle V that deviates from the preset traveling state.
As a result, the vehicle V can be prevented from reaching the obstacle or the preceding vehicle, and the driver can be prevented from being in a driving failure state.

(7) Since the value classified according to the driver's state is used as the driving state of the vehicle V that deviates from the preset driving state, the vehicle's state depends on the degree to which the driver's state becomes the driving failure state. The operation content can be changed.
As a result, it is possible to reduce the amount of displacement from the desired timing of the timing at which the in-vehicle device is operated according to the degree to which the driver's state is in a driving failure state.

(8) Since the value based on the driver's reaction behavior is used as the driving mode of the driver, the degree of deviation that the driving state of the vehicle V driven by the driver deviates from the preset driving state is determined by the driver's awakening. It is possible to predict according to the degree.
As a result, it is possible to reduce the amount of displacement from the desired timing of the timing at which the in-vehicle device operates according to the degree of the driver's reaction.

(9) As a driving mode of the driver, a value based on the driver's reaction behavior when the inter-vehicle distance between the vehicle V and the preceding vehicle is within a preset distance is used.
As a result, it is possible to reduce the amount of displacement from the desired timing of the timing at which the in-vehicle device operates in accordance with the degree of the driver's reaction to the inter-vehicle distance between the vehicle V and the preceding vehicle.

(10) As a driving mode of the driver, a value based on the driver's reaction behavior with respect to the preceding vehicle approach warning that is generated when the inter-vehicle distance between the vehicle V and the preceding vehicle is within a preset distance is used.
As a result, the amount of displacement from the desired timing of the timing at which the in-vehicle device is activated is reduced according to the degree of the driver's reaction to the preceding vehicle approach warning according to the distance between the vehicle V and the preceding vehicle. Is possible.

(11) A value based on the timing at which the driver makes a braking force increase request is used as the driver's reaction behavior.
As a result, the degree of divergence in which the traveling state of the vehicle V deviates from the preset traveling state can be predicted according to the timing at which the driver makes a braking force increase request with respect to the inter-vehicle distance between the vehicle V and the preceding vehicle. It becomes possible.

(12) Since the value classified according to the driver's state is used as the driver's reaction behavior, the driving state of the vehicle V is set in advance according to the degree that the driver's state becomes the driving failure state. It is possible to predict the degree of deviation that deviates from.
(13) As a vehicle-mounted device, a driver state alarm device 31 that generates an alarm according to the driver's arousal level is provided.
As a result, the driver state alarm device 31 generates an alarm according to the degree of deviation predicted from the driver's condition and the vehicle V traveling state deviates from the preset traveling state, and the alarm volume. At least one of them can be changed.

(14) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state exceeds the upper limit threshold, the process for advancing the timing at which the driver state alarm device 31 generates an alarm and the process for increasing the volume of the alarm At least one of the processes is performed.
As a result, the higher the degree of deviation that the vehicle V travel state deviates from the preset travel state, the more strongly the alarm generated by the driver state alarm device 31 is transmitted to the driver than during normal travel. Is possible.

(15) When the degree of deviation in which the traveling state of the vehicle V deviates from the preset traveling state is equal to or less than the lower limit threshold value, a process of delaying the timing at which the driver state alarm device 31 generates an alarm and a process of decreasing the volume of the alarm At least one of the processes is performed.
As a result, the warning generated by the driver state alarm device 31 is transmitted to the driver more weakly than during normal driving as the degree of deviation in which the driving state of the vehicle V deviates from the preset driving state is lower. Is possible.

(16) As a vehicle-mounted device, a preceding vehicle contact alarm device 32 that generates an alarm according to the inter-vehicle distance between the vehicle V and the preceding vehicle is provided.
As a result, the timing at which the preceding vehicle contact alarm device 32 generates an alarm and the volume of the alarm according to the degree of divergence predicted from the driver's state and the vehicle V's driving state deviates from the preset driving state. At least one of them can be changed.

(17) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state exceeds the upper limit threshold, the preceding vehicle contact warning device 32 increases the processing for advancing the timing of the warning and the volume of the warning. At least one of the processes is performed.
As a result, the warning generated by the preceding vehicle contact warning device 32 is transmitted to the driver more strongly than during normal driving, as the degree of deviation of the driving state of the vehicle V from the preset driving state is higher. It becomes possible.

(18) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state is equal to or less than the lower limit threshold, the process of delaying the timing at which the preceding vehicle contact alarm device 32 generates an alarm and the process of reducing the volume of the alarm At least one of the processes is performed.
As a result, the warning generated by the preceding vehicle contact warning device 32 is transmitted to the driver more weakly than during normal driving as the degree of deviation of the driving state of the vehicle V from the preset driving state is lower. It becomes possible.

(19) As a vehicle-mounted device, a lane departure warning device 33 that generates a warning according to the shortest distance between the side surface of the vehicle and the traffic marking line is provided.
As a result, of the timing at which the lane departure warning device 33 generates a warning and the volume of the warning according to the degree of deviation predicted from the driving condition, which is predicted using the driver's condition, At least one of them can be changed.

(20) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state exceeds the upper limit threshold, processing for advancing the timing at which the lane departure warning device 33 generates a warning and processing for increasing the volume of the warning At least one of the processes is performed.
As a result, the warning generated by the lane departure warning device 33 is transmitted to the driver more strongly than during normal driving as the degree of deviation of the driving state of the vehicle V from the preset driving state is higher. Is possible.

(21) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state is equal to or lower than the lower limit threshold, a process of delaying the timing at which the lane departure warning device 33 generates a warning and a process of reducing the volume of the warning At least one of the processes is performed.
As a result, the warning generated by the lane departure warning device 33 is transmitted to the driver more weakly than during normal driving as the degree of deviation in which the driving state of the vehicle V deviates from the preset driving state is lower. Is possible.

(22) The in-vehicle device includes an inter-vehicle distance control device 34 that changes the inter-vehicle distance according to the inter-vehicle distance between the vehicle V and the preceding vehicle and the relative speed of the vehicle V with respect to the preceding vehicle.
As a result, it is possible for the inter-vehicle distance control device 34 to change the inter-vehicle distance according to the degree of deviation predicted from the driving state, which is predicted using the driver's state, from the preset driving state.

(23) When the degree of deviation in which the running state of the vehicle V deviates from the preset running state exceeds the upper limit threshold, the inter-vehicle distance control device 34 performs control for increasing the inter-vehicle distance and control for changing the inter-vehicle distance. At least one of the processes for increasing the gain is performed.
As a result, it is possible to increase the degree to which the inter-vehicle distance control device 34 increases the inter-vehicle distance as compared with the normal traveling, as the deviation degree that the traveling state of the vehicle V deviates from the preset traveling state is higher.

(24) When the degree of deviation of the running state of the vehicle V from the preset running state is equal to or lower than the lower limit threshold, the inter-vehicle distance control device 34 uses the control gain used for the process of reducing the inter-vehicle distance and the control of changing the inter-vehicle distance. At least one of the processes for reducing the above is performed.
As a result, as the degree of deviation in which the running state of the vehicle V deviates from the preset running state is lower, the degree to which the inter-vehicle distance control device 34 decreases the inter-vehicle distance can be increased than during normal running.

(25) As the in-vehicle device, the vehicle lane departure prevention control device 35 is provided that sets the position of the vehicle V in the lane according to the shortest distance between the side surface of the vehicle V and the traffic marking line.
As a result, the lane departure prevention control device 35 controls the position of the vehicle V to be in the lane according to the degree of divergence predicted from the state of the driver and deviating from the preset driving state. It is possible to change the degree of.

(26) The lane departure prevention control device 35 performs at least one of a process for advancing the timing for performing the control for setting the position of the vehicle V within the lane and a process for advancing the start of the control. This process is performed when the deviation degree that the running state of the vehicle V deviates from the preset running state exceeds the upper limit threshold.
As a result, the degree of control that the lane departure prevention control device 35 keeps the position of the vehicle V in the lane increases as the degree of deviation from which the running state of the vehicle V deviates from the preset running state is higher than during normal running. It becomes possible to make it.

(27) At least one of the process for delaying the timing at which the lane departure prevention control device 35 performs the control for setting the position of the vehicle V within the lane and the process for delaying the rise of the control is performed. This process is performed when the deviation degree in which the running state of the vehicle V deviates from the preset running state is equal to or less than the lower limit threshold value.
As a result, the degree of control that the lane departure prevention control device 35 keeps the position of the vehicle V in the lane decreases as the degree of deviation from which the traveling state of the vehicle V deviates from the preset traveling state is lower than that during normal traveling. It becomes possible to make it.

(28) As a vehicle-mounted device, a navigation device 36 that performs route guidance for a preset travel route is provided.
As a result, at least of the timing at which the navigation device 36 performs the route guidance and the volume of the route guidance according to the degree of deviation predicted from the driving state, which is predicted using the driver's state, from the preset driving state. One can be changed.

(29) When the degree of deviation in which the traveling state of the vehicle V deviates from the preset traveling state exceeds the upper limit threshold, processing for advancing the timing for performing route guidance performed by the navigation device 36 and processing for increasing the volume of the route guidance At least one of the processes is performed.
As a result, information on route guidance performed by the navigation device 36 is transmitted to the driver more strongly than during normal driving as the degree of deviation from the driving state set in advance increases. Is possible.

(30) A process of delaying the timing of performing the route guidance performed by the navigation device 36 and a process of reducing the volume of the route guidance when the deviation degree in which the traveling state of the vehicle V deviates from the preset traveling state is equal to or less than the lower limit threshold. At least one of the processes is performed.
As a result, the information on the route guidance performed by the navigation device 36 is transmitted to the driver more weakly than during normal driving as the degree of deviation of the driving state of the vehicle V from the preset driving state is lower. Is possible.

(Modification)
(1) In the in-vehicle device control apparatus 1 according to the present embodiment, the distribution of the occurrence frequency of the situation where the traveling state of the vehicle V deviates from the preset traveling state, which is accumulated regardless of the driver state level in the process of step S30. However, the present invention is not limited to this. That is, for example, when the number of data is abundant, such as a state where the processing performed by the in-vehicle device control device 1 is performed a plurality of times, the traveling state of the vehicle V deviates from the preset traveling state for each driver state level. The distribution of the occurrence frequency of the situation may be recorded to further improve the accuracy.
In this case, in the calculation of the probabilities A1 to A4, data on the occurrence frequency of a situation in which the traveling state of the vehicle V deviates from a preset traveling state with respect to the corresponding driver state level may be used.

(2) In the in-vehicle device control apparatus 1 of the present embodiment, in the process of step S32, a frequency distribution of TTC at the time of the preceding vehicle following traveling is created, and the traveling state of the vehicle V deviates from the preset traveling state. Although the distribution of the occurrence frequency has been created, the present invention is not limited to this. That is, in the process of step S32, a TLC (Time to Lane Crossing) frequency distribution, which is the frequency at which the vehicle V approaches the traffic marking line during traveling, may be used. As a result, the vehicle V can be prevented from reaching the traffic dividing line, and the driver can be prevented from becoming inoperable.

Here, the above-mentioned “TLC” is a value calculated by the following equation (11), and indicates the expected arrival time until the traveling vehicle V reaches the traffic dividing line.
(The shortest distance between the side surface of the vehicle V and the traffic dividing line) ÷ (the lateral speed of the vehicle V with respect to the traffic dividing line) (11)
Here, the “lateral speed of the vehicle V” in the above formula (11) is a speed in the vehicle width direction of the vehicle V with respect to the traffic marking line.

  As described above, when the TLC frequency distribution is used in the process of step S32, the scene where the lane departure warning device 33 blows in the process of step S41 is identified as the reaction time measurement scene. In this case, the scene where the lane departure warning device 33 sounds is a scene in which the indicator 41 and the buzzer 42 generate a warning according to the information signal generated by the lane departure warning device 33.

  In this case, in step S42, a lane that occurs when the shortest distance between the side surface of the vehicle V and the traffic line is equal to or less than the preset distance is the TLC that is the running condition of the vehicle V that deviates from the preset running condition. It is used as a value based on the driver's reaction to the departure warning. Thereby, the amount of displacement from the desired timing of the timing at which the in-vehicle device is activated is reduced according to the degree of the driver's reaction to the lane departure warning corresponding to the shortest distance between the side surface of the vehicle V and the traffic dividing line. It becomes possible to make it.

Similarly, when the TLC frequency distribution is used in the process of step S32, in step S42, the reaction from when the reaction time measurement scene occurs until the driver performs the steering operation in the direction of returning the vehicle V to the lane. Measure driver response time by measuring time.
That is, when the frequency distribution of TLC is used in the process of step S32, in step S42, the driver's reaction behavior is determined based on the shortest distance between the side surface of the vehicle V and the traffic division line, and the position of the vehicle V within the lane. Is used as a value based on the timing at which the driver performs the steering operation. Accordingly, the traveling state of the vehicle V is set in advance according to the timing at which the driver performs the steering operation for setting the position of the vehicle V within the lane according to the shortest distance between the side surface of the vehicle V and the traffic division line. It is possible to predict the deviation degree that deviates from the running state.

Similarly, when the TLC frequency distribution is used in the process of step S32, the probability that the reaction time (steering reaction time) for the driver to operate the conductive steering 12 in the process of step S52 is 2 seconds or more is determined as the driver reaction. Calculate from time distribution.
In this case, in step S54, the cumulative frequency of scenes with a TLC of 2 seconds or less is calculated, and the occurrence frequency of the high deviation degree situation is calculated.

DESCRIPTION OF SYMBOLS 1 Vehicle equipment controller 10 Sensor part 11 Driver camera 12 Conductive steering 13 Pulse wave cuff 14 Steering angle sensor 15 Accelerator pedal stroke sensor 16 Brake pedal stroke sensor 17 Yaw rate sensor 18 G sensor 19 Conductive paste 20 Processing part 21 Memory 22 CPU
DESCRIPTION OF SYMBOLS 30 Vehicle-mounted system part 31 Driver state warning device 32 Leading vehicle contact warning device 33 Lane departure warning device 34 Inter-lane distance control device 35 Lane departure prevention control device 36 Navigation device 40 Output part 41 Indicator 42 Buzzer 43 Seat belt winding device 44 Seat addition Vibration device V Vehicle

Claims (33)

A driver state acquisition means for acquiring a driver's state;
Using the driver state acquired by the driver state acquisition unit, a deviation degree prediction unit that predicts a deviation degree in which the driving state of the host vehicle driven by the driver deviates from a preset driving state;
In-vehicle device operation content changing means for changing the operation content of the in-vehicle device included in the host vehicle according to the degree of divergence predicted by the divergence degree prediction unit.   The in-vehicle device control apparatus according to claim 1, wherein the driver state acquisition unit acquires the state of the driver based on a degree of expected driving performance achieved by the driver.   The in-vehicle device control device according to claim 2, wherein the degree of achievement probability is based on measurement of a physiological state of the driver.   The in-vehicle device control device according to any one of claims 1 to 3, wherein the divergence degree prediction means limits the divergence degree according to a driving mode of the driver.   The in-vehicle device control apparatus according to claim 4, wherein the driving mode is based on a traveling state of the host vehicle deviating from the preset traveling state.   The in-vehicle device control according to claim 5, wherein the traveling state of the own vehicle deviating from the preset traveling state is based on an estimated arrival time until the own vehicle reaches an obstacle or a preceding vehicle. apparatus.   6. The in-vehicle device control apparatus according to claim 5, wherein the traveling state of the host vehicle deviating from the preset traveling state is based on an estimated arrival time until the host vehicle reaches a traffic marking line.   The driving state of the host vehicle deviating from the preset driving state is a value classified according to the driver's state, according to any one of claims 5 to 7. In-vehicle device control device.   The in-vehicle device control device according to any one of claims 4 to 8, wherein the driving mode is based on a reaction behavior of the driver.   The driving mode is based on a reaction behavior of the driver when an inter-vehicle distance between the host vehicle and a preceding vehicle is within a preset distance. The in-vehicle device control device described in item 1.   The driving mode is based on a reaction behavior of the driver with respect to a preceding vehicle approach warning that occurs when a distance between the host vehicle and a preceding vehicle is within a preset distance. The in-vehicle device control device according to any one of claims 8 to 10.   The in-vehicle device control apparatus according to claim 10 or 11, wherein the reaction behavior is based on a timing at which the driver makes a braking force increase request.   The driving mode is based on a reaction behavior of the driver with respect to a lane departure warning that occurs when a shortest distance between a side surface of the host vehicle and a traffic lane marking is equal to or less than a preset distance. The in-vehicle device control device according to any one of claims 4 to 8.   The reaction behavior is based on a timing at which the driver performs a steering operation for setting the position of the host vehicle in a lane according to a shortest distance between a side surface of the host vehicle and a traffic dividing line. The in-vehicle device control device described in 13.   The in-vehicle device control device according to any one of claims 9 to 14, wherein a value classified according to the state of the driver is used as the reaction behavior.   The in-vehicle device control device according to any one of claims 1 to 15, wherein the in-vehicle device is a driver state alarm device that generates an alarm according to the driver's arousal level.   The in-vehicle device operation content changing means includes a process for speeding up the timing at which the driver state alarm device generates the alarm and the driver state when the deviation degree predicted by the deviation degree prediction means exceeds a preset upper limit threshold value. The in-vehicle device control device according to claim 16, wherein at least one of the processes for increasing the volume of an alarm generated by the alarm device is performed.   The in-vehicle device operation content changing means includes a process for delaying a timing at which the driver status alarm device generates the alarm and a driver status alarm when the divergence degree predicted by the divergence degree predicting means is equal to or lower than a preset lower threshold value. 18. The in-vehicle device control apparatus according to claim 16 or 17, wherein at least one of processes for reducing a volume of an alarm generated by the apparatus is performed.   The on-vehicle device is a preceding vehicle contact alarm device that generates an alarm according to an inter-vehicle distance between the host vehicle and a preceding vehicle. In-vehicle device control device.   The on-vehicle equipment operation content changing means includes a process for advancing the timing at which the preceding vehicle contact warning device generates the warning when the deviation degree predicted by the deviation degree prediction means exceeds a preset upper threshold value The in-vehicle device control apparatus according to claim 19, wherein at least one of the processes for increasing the volume of an alarm generated by the vehicle contact alarm device is performed.   The in-vehicle device operation content changing means includes a process for delaying a timing at which the preceding vehicle contact alarm device generates the alarm when the deviation degree predicted by the deviation degree predicting means is equal to or less than a preset lower threshold, and a preceding vehicle 21. The in-vehicle device control apparatus according to claim 19 or 20, wherein at least one of processes for reducing a volume of an alarm generated by the contact alarm device is performed.   The lane departure warning device according to any one of claims 1 to 21, wherein the in-vehicle device is a lane departure warning device that generates a warning according to a shortest distance between a side surface of the host vehicle and a traffic marking line. The in-vehicle device control device described.   The in-vehicle device operation content changing means includes a process for accelerating the timing at which the lane departure warning device generates the warning and the lane departure when the divergence degree predicted by the divergence degree prediction means exceeds a preset upper threshold. The in-vehicle device control apparatus according to claim 22, wherein at least one of the processes for increasing the volume of an alarm generated by the alarm apparatus is performed.   The in-vehicle device operation content changing means includes a process of delaying a timing at which the lane departure warning device generates the warning and a lane departure warning when the deviation degree predicted by the deviation degree prediction means is equal to or less than a preset lower threshold. 24. The in-vehicle device control apparatus according to claim 22 or 23, wherein at least one of processes for reducing a volume of an alarm generated by the apparatus is performed.   The vehicle-mounted device is an inter-vehicle distance control device that changes the inter-vehicle distance according to an inter-vehicle distance between the host vehicle and a preceding vehicle and a relative speed of the host vehicle with respect to the preceding vehicle. 25. The vehicle-mounted device control device according to any one of items 24.   When the deviation degree predicted by the deviation degree predicting means exceeds a preset upper limit threshold, the in-vehicle device operation content changing means changes the process of increasing the inter-vehicle distance and the inter-vehicle distance. 26. The in-vehicle device control apparatus according to claim 25, wherein at least one of processes for increasing a control gain used for control to be performed is performed.   When the deviation degree predicted by the deviation degree prediction means is less than or equal to a preset lower limit threshold, the on-vehicle equipment operation content changing means changes the process of reducing the inter-vehicle distance and the inter-vehicle distance. 27. The in-vehicle device control apparatus according to claim 25 or 26, wherein at least one of processes for reducing a control gain used for control is performed.   28. The lane departure prevention control device according to claim 1, wherein the in-vehicle device is a lane departure prevention control device that sets a position of the host vehicle in a lane according to a shortest distance between a side surface of the host vehicle and a traffic dividing line. The vehicle equipment control apparatus described in any one of them.   When the divergence degree predicted by the divergence degree prediction means exceeds a preset upper threshold, the lane departure prevention control device sets the position of the host vehicle within the lane. 29. The in-vehicle device control device according to claim 28, wherein at least one of a process for advancing control timing and a process for advancing control rise is performed.   When the deviation degree predicted by the deviation degree predicting means is less than or equal to a preset lower threshold, the in-vehicle device operation content changing means controls the lane departure prevention control device to set the position of the own vehicle within the lane. 30. The in-vehicle device control apparatus according to claim 28 or 29, wherein at least one of a process for delaying a timing of performing the process and a process for delaying a rise of the control is performed.   The in-vehicle device control device according to any one of claims 1 to 30, wherein the in-vehicle device is a navigation device that performs route guidance for a preset travel route.   The in-vehicle device operation content changing unit is configured to perform a process of advancing the timing of performing the route guidance performed by the navigation device and a route guidance when the deviation degree predicted by the deviation degree prediction unit exceeds a preset upper threshold. 32. The in-vehicle device control apparatus according to claim 31, wherein at least one of the processes for increasing the volume is performed.   When the deviation degree predicted by the deviation degree prediction means is less than or equal to a preset lower threshold, the in-vehicle device operation content changing means delays the timing for performing the route guidance performed by the navigation device and the route guidance 33. The in-vehicle device control device according to claim 31 or 32, wherein at least one of the processes for reducing the volume is performed.

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