JP4696339B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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Publication number
JP4696339B2
JP4696339B2 JP2000209769A JP2000209769A JP4696339B2 JP 4696339 B2 JP4696339 B2 JP 4696339B2 JP 2000209769 A JP2000209769 A JP 2000209769A JP 2000209769 A JP2000209769 A JP 2000209769A JP 4696339 B2 JP4696339 B2 JP 4696339B2
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Japan
Prior art keywords
driver
vehicle
information
display
step
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JP2002025000A (en
Inventor
忠幸 新部
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マツダ株式会社
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Abstract

PROBLEM TO BE SOLVED: To optimize display control and vehicle control corresponding to the fatigue state of a driver in the case of displaying the external information of a vehicle C obtained by a front obstruction radar 11, a road-vehicle communication unit 15, and the like, on a display screen 3a of a driving display 3 and performing vehicle control on the basis of the information. SOLUTION: A driver monitor unit 63 detects the visual line action of the driver when information is displayed. The state of the driver is determined on the basis of the visual line action of the driver, and information display control and vehicle control are performed on the basis of the determined result.

Description

[0001]
BACKGROUND OF THE INVENTION
  The present invention belongs to a technical field related to a vehicle control apparatus that obtains information outside a vehicle and displays the information.
[0002]
[Prior art]
  Conventionally, for example, as disclosed in Japanese Patent Application Laid-Open No. 11-115660, when a scanning laser radar provided at the front end of a vehicle detects an obstacle such as a pedestrian, the information is displayed, As disclosed in Japanese Patent Laid-Open No. 10-123944, when traffic information transmitted from an information providing apparatus outside the vehicle is received, the information is displayed on a display means, for example, Japanese Patent Laid-Open No. 7-105477. As shown in the official gazette, when a pedestrian detection signal transmitted from a pedestrian detection device that detects a pedestrian crossing a crosswalk at an intersection is received, a pedestrian is displayed on a display unit installed inside the vehicle. It is known to display information. Displaying the information obtained in this way on the display means alerts the driver, and if it is determined that the risk of a collision or the like is high based on the information, vehicle control such as automatic braking or automatic steering is performed. Like to do.
[0003]
  On the other hand, for example, as disclosed in Japanese Patent Application Laid-Open No. 6-278495, when the driver's eyes are opened / closed, the dozing is detected, and when the driver's dozing is detected, the vibration means provided in the driver's seat is activated. It has been proposed to do so.
[0004]
[Problems to be solved by the invention]
  However, in the above-mentioned conventional example, even if information is displayed on the display means, the information content is recognized when the driver is tired and the concentration is reduced even if he / she is not asleep. It may be delayed to avoid danger due to longer time. As described above, when the driver is tired, it is difficult to prevent the delay of the risk avoidance action even if the driver's seat is vibrated as in the above proposed example (Japanese Patent Laid-Open No. 6-278495). is there.
[0005]
  The present invention has been made in view of such a point, and an object of the present invention is to display the obtained vehicle external information or perform vehicle control based on the information when the display control or the vehicle is performed. The purpose of the control is to optimize the driver according to the fatigue state of the driver and to allow the driver to appropriately deal with information when it is displayed.
[0006]
[Means for Solving the Problems]
  In order to achieve the above object, the present invention detects the driver's gaze behavior when information is displayed on the display means, and the driver's gaze behavior is detected.The magnitude of the parameter with respect to the threshold for judgmentBased on this, the state of the driver is determined, and information display control and vehicle control are performed based on the determination resultAt the same time, the information displayed on the display means is displayed with an information amount corresponding to the degree of urgency, and the determination threshold is changed according to the information amount of the information displayed on the display means.I did it.
[0007]
  Specifically, in the first aspect of the invention, as the vehicle control device, information obtaining means for obtaining information outside the vehicle and information obtained by the information obtaining means provided at a predetermined position in the vehicle are provided. Display means to be displayed, gaze behavior detection means for detecting gaze behavior of the driver of the vehicle when the information is displayed on the display means, and gaze behavior of the driver detected by the gaze behavior detection meansThe magnitude of the parameter with respect to the threshold for judgmentDriver state determination means for determining the state of the driver based on the control means, and control means for performing at least one of display control of the information and vehicle control based on the determination result by the driver state determination means.The information displayed on the display means is displayed with an information amount corresponding to the degree of urgency, and the driver state determination means is configured to display the information according to the information amount displayed on the display means. It is configured to change the threshold for judgmentShall.
[0008]
  With the above configuration, when the information is displayed on the display means, the driver sees the display on the display means several times. Therefore, the driver's fatigue state and the like are determined from the line-of-sight behavior such as the number of times and the total visual recognition time. If it is determined, for example, the information is displayed earlier than usual or the intervention degree of vehicle control is increased more than usual. As a result, optimal display control and vehicle control according to the driver's condition can be performed, and even if the driver is tired and delays in risk avoidance behavior are caused by displaying information quickly, , Can be dealt with properly with a margin.Since the number of times the driver sees the display and the viewing time differ depending on the amount of information (number of characters, etc.), the driver state can be accurately determined by changing the threshold value for determining the driver state according to the information amount. it can.
[0009]
  Claim2In the invention of claim 1, in the invention of claim 1, the driver state determination means is adapted to the traveling state of the vehicle.When it is determined whether or not the driver's driving burden is large, and it is determined that the driver's driving burden is large, the driver's state based on the determination threshold of the parameter related to the driver's gaze behavior It is determined that the driver is in a normal state without performing the determination ofIt shall be comprised as follows.
[0010]
  Claim3In the invention of claim 1, in the invention of claim 1, the driver state determination means is in accordance with the traveling environment of the vehicle.When it is determined whether or not the driver's driving burden is large, and it is determined that the driver's driving burden is large, the driver's state based on the determination threshold of the parameter related to the driver's gaze behavior It is determined that the driver is in a normal state without performing the determination ofIt shall be comprised as follows.
[0011]
  Claim4In the invention of claim 1, in the invention of claim 1, the driver state determination means is adapted for the information displayed on the display means.ThedriverButAccustomedIf it is determined whether the driver is accustomed, it is determined that the driver is in a normal state without determining the driver state based on the magnitude of the parameter relating to the driver's line-of-sight behavior with respect to the threshold for determination. judgeIt shall be comprised as follows.
[0012]
  These claims2~4According to the invention, the driving state of the vehicle (variation of the steering angle, fluctuation of the center of gravity position of the vehicle, etc.), the driving environment of the vehicle (day and night, weather conditions, presence or absence of traffic jams, curves, etc.) The driver's line-of-sight behavior changes depending on the display and the familiarity with this control device)It is difficult to accurately determine the state of the driver. For this reason, it is determined that the driver is in the normal state without determining the driver state based on the magnitude of the parameter relating to the gaze behavior of the driver with respect to the determination threshold..
[0013]
DETAILED DESCRIPTION OF THE INVENTION
  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a main part of an instrument panel 1 of a vehicle C (automobile: see FIGS. 3 and 4) on which a control device according to an embodiment of the present invention is mounted. The instrument panel 1 includes an entertainment display. 2 and a driving display 3 on which various information outside the vehicle C is displayed as will be described later. The display screen 2a of the entertainment display 2 is disposed at a substantially central position in the up-down direction of the instrument panel 1 and in the vehicle width direction. On the other hand, the display screen 3a of the driving display 3 is disposed at the driver seat side end portion in the meter unit 4 which is provided in the upper part of the instrument panel 1 and at the substantially center position in the vehicle width direction. Accordingly, the display screen 3a of the driving display 3 is disposed obliquely above the driver's seat side with respect to the display screen 2a of the entertainment display 2, and is in front of the driver's seat and from the eye point of the driver of the vehicle C. Is also disposed below.
[0014]
  The meter unit 4 includes an indicator light such as a speedometer, a fuel gauge, a water temperature gauge, an odometer, a trip meter, a selector indicator light and a turn signal indicator light, and various warning lights such as an alternating tower light and an oil pressure warning light. Is provided.
[0015]
  As shown in FIG. 2, the meter unit 4 (driving display 3) is disposed at the vehicle front side end portion of the instrument panel 1, while the display screen 2 a of the entertainment display 2 is displayed on the driving display 3. It is arrange | positioned rather than the screen 3a at the vehicle rear side. Thus, the vertical viewing angle of the display screen 2a of the entertainment display 2, that is, the vertical angle of the line connecting the display screen 2a of the entertainment display 2 and the eye point of the driver of the vehicle C is set to about 22 degrees. The vertical viewing angle of the display screen 3a of the display 3 is set to about 11 degrees, and the visibility of the display screen 3a of the driving display 3 is better than the display screen 2a of the entertainment display 2.
[0016]
  In FIG. 1, 5 is an in-vehicle electronic device such as an audio device (not shown in FIG. 2), 6 is a steering wheel, 30 is a right front speaker described later, and 7 in FIG. Front window glass.
[0017]
  The display screen 3a of the driving display 3 includes a first display unit 8 that displays character information representing a cautionary object or a dangerous object related to the traveling of the vehicle C, and a second display unit that displays graphic information representing the traveling state of the vehicle C. 9 and a third display unit 10 for displaying a symbol mark m (see FIG. 25, etc.) relating to the display content. The first display unit 8 and the third display unit 10 are disposed above the second display unit 9, and the third display unit 10 is provided on the side opposite to the driver seat of the first display unit 8.
[0018]
  The column cover of the steering wheel 6 has an infrared projection lamp 61 that projects infrared light onto the head and face of the driver of the vehicle C, and infrared light projected from the infrared projection lamp 61. A driver imaging camera 62 that captures the reflected light from the head and face is provided. An infrared transmission filter is provided in the light projecting unit of the infrared light projecting lamp 61 and the light receiving unit of the driver imaging camera 62.
[0019]
  Here, each component, such as sensors and actuators, in this control apparatus will be described.
[0020]
  In FIG. 3, reference numeral 11 denotes a front obstacle radar 11 made of a laser radar, a millimeter wave radar, or the like that detects an obstacle existing in front of the vehicle C and measures the positional relationship and distance between the vehicle C and the obstacle. When the front obstacle radar 11 detects a pedestrian who is going to cross the road ahead of the vehicle C, a warning is given (pedestrian warning system), and drive control of the acceleration / deceleration means 52 described later is used. The vehicle travels in a state where the distance between the vehicle C and the vehicle ahead (the preceding vehicle) is kept constant, or travels at a constant speed when there is no vehicle ahead (auto with vehicle distance maintenance function). Cruise and collision warning system (ICCW (Intelligent Cruise Control & Collision Warning)).
[0021]
  Reference numeral 12 denotes an infrared camera that images the front of the vehicle C with infrared rays. When the infrared image captured by the infrared camera 12 is displayed on the display screen 3a of the driving display 3, the vehicle is traveling at night or in fog. Even so, the front view of the vehicle C can be confirmed well (all weather vision system).
[0022]
  Reference numeral 13 denotes a magnetic marker sensor that detects magnetism from a magnetic marker provided on the road so as to detect a predetermined traveling position, and 15 is transmitted from an information providing device (infrastructure) outside the vehicle C. A road-to-vehicle communication unit that receives information on road conditions in front of the traveling path of the vehicle C (information on accidents, falling objects on the road, traffic jams, etc.), and the road-to-vehicle communication unit 15 relates to road conditions outside the vehicle C. Information is obtained (information communication system).
[0023]
  Reference numeral 16 denotes a white line detection CCD camera for detecting a white line on the road. The image from the white line detection CCD camera 16 is subjected to image processing to detect the traveling position of the vehicle C with respect to the white line. A warning is given when the vehicle deviates from the driving lane across the white line (lane departure warning system). In this lane departure warning system, the lane departure may be detected using the magnetic marker sensor 13 instead of the white line detection CCD camera 16.
[0024]
  Reference numeral 17 denotes an electric throttle provided in the intake system of the engine, which is used for electrically accelerating / decelerating the vehicle C by electrically controlling the throttle valve. Reference numeral 18 denotes a brake unit, which is used to perform automatic braking as necessary when an obstacle is detected. Reference numeral 20 denotes a CPU that performs control to be described later.
[0025]
  In FIG. 4, reference numerals 22 and 22 denote rear side obstacle photographing CCD cameras (line CCD sensors) respectively disposed in left and right door mirrors 21 and 21 formed of half mirrors. The obstacle photographing CCD camera 22 captures an image of the rear side of the lane adjacent to the traveling lane of the vehicle C, and when the vehicle C changes the lane, an alarm is given when there is another vehicle behind the lane changing side. (Rear side alarm system).
[0026]
  Reference numeral 24 denotes a yaw rate sensor that detects the yaw rate generated in the vehicle C, reference numeral 25 denotes a steering angle sensor that detects the steering angle of the steering wheel 6, and reference numeral 26 denotes a vehicle speed sensor that detects the vehicle speed of the vehicle C. Yes, 27 is a GPS sensor that receives a GPS signal transmitted from a GPS artificial satellite and detects the current position of the vehicle C, 28 is a ROM that stores road map information, and the GPS sensor 27 Based on the detected current position of the vehicle C and the road map information stored in the ROM 28, route guidance to the destination is performed (route guidance system).
[0027]
  As shown in FIGS. 5 and 6, left and right front speakers 29 and 30 are provided at both ends in the vehicle width direction of the instrument panel 1, and left and right front door speakers 31 and 32 are respectively provided below the left and right front doors. Left and right rear tray speakers 33 and 34 are provided at both ends of the rear tray in the vehicle width direction. These six speakers 29 to 34 are used for alarm output and form a three-dimensional sound. In place of the speakers 29 to 34, an alarm device that generates an electronic sound, an electronic buzzer sound, or the like may be used.
[0028]
  As shown in FIG. 7, the GPS sensor 27 and the ROM 28 constitute a part of a navigation device 40. The navigation device 40 is a navigation main switch 36 for activating the device 40 (route guidance system). A map scroll switch 37 for scrolling the position of the map displayed on the display screen 2a of the entertainment display 2, a destination setting switch 38 used when setting the destination, and a road displayed on the display screen 2a A display mode changeover switch 39 for switching the display form of the map (the road map displayed on the display screen 3a of the driving display 3 at the time of route guidance) to the top view plan view or the bird's eye view mode is provided.
[0029]
  In FIG. 7, 43 is a light switch that is turned on when at least one of a headlight, a small light, and a fog lamp is lit, 44 is an auto-cruise main switch for starting the ICCW, and 45 is the above-mentioned An information communication main switch for starting the information communication system, 46 is an all-weather vision main switch for starting the all-weather vision system, and 47 is for starting the lane departure warning system. Lane departure warning main switch 48, 48 is a rear side warning main switch for starting the rear side warning system, and 49 is a pedestrian warning for starting the pedestrian warning system. Main switch. The information communication main switch 45, the all weather vision main switch 46, the lane departure warning main switch 47, the rear side warning main switch 48 and the pedestrian warning main switch 49 are not necessarily required. The system corresponding to each of the main switches 45 to 49 may be automatically activated simultaneously with the start of the engine (ignition switch ON).
[0030]
  The CPU 20 includes signals from the elements 27, 28, and 36 to 39 of the navigation device 40, the forward obstacle radar 11, the infrared camera 12, the magnetic marker sensor 13, the road-vehicle communication unit 15, and the white line detection CCD. Signals from the camera 16, rear side obstacle photographing CCD camera 22, yaw rate sensor 24, rudder angle sensor 25 and vehicle speed sensor 26, signals from the light switch 43 and the main switches 44 to 49, and a driver monitor unit 63 (the line-of-sight behavior data of the driver of the vehicle C) is input, and the CPU 20 operates according to a predetermined program based on each signal, and the entertainment display 2 and the driving display 3 , Acceleration / deceleration means 52, steering means 53, and each speaker 29 34 is adapted to control the drive. The acceleration / deceleration means 52 includes the electric throttle 17, the brake unit 18, and a transmission (not shown), and is configured to perform automatic acceleration / deceleration of the vehicle C by these. The vehicle C is automatically steered by performing control or braking force distribution control of the left and right wheels.
[0031]
  As shown in FIG. 8, the driver monitor unit 63 performs general binarization processing and feature point extraction processing in the image processing unit 63a based on the video signal output from the driver imaging camera 62. The driver's head face part image is extracted by the driver, and the gaze point detection unit 63b detects the driver's head face direction, gaze direction, and pupil diameter based on the extracted head face part image, and the gaze direction. Thus, the driver's gazing point is detected, and the detected driver's gazing point and the like are output to the driver state determination unit 20a in the CPU 20 as line-of-sight behavior data. In the driver state determination unit 20a, based on the driver's line-of-sight behavior data, as described later, the driver state of the vehicle C, that is, the driver is in a normal state, or is in a state of reduced arousal / fatigue / concentration. It is determined whether there is any.
[0032]
  The driver's gaze behavior detection processing operation in the driver monitor unit 63 is performed as shown in FIG. That is, in the first step SA1, infrared light is projected onto the driver's head / face by the infrared projector lamp 61, and the analog video signal of the head / face captured by the driver imaging camera 62 is sent to the image processor 63a. The image data is converted into digital multilevel image data for each pixel by performing general binarization processing on the video signal.
[0033]
  In the next step SA2, a driver's face image portion is extracted from the multi-valued image data using a general image processing method, and a plurality of feature points (for example, the eyes, the corners of the eyes, the eyes) are included in the extracted face image portion. Detect the position of the nostrils.
[0034]
  In the next step SA3, from the image data of the face image portion extracted in step SA2, the position of the reflection point and the position of the pupil generated in the cornea of the driver's eyeball by the projection of infrared light are generally determined. Detection using a simple image processing technique.
[0035]
  In the next step SA4, the gaze point detection unit 63b detects the maximum value of the number of pixels in the horizontal direction of the image data corresponding to the position of the pupil detected in step SA3 as the pupil diameter. Here, the horizontal direction is noticed because when the vertical direction is noticed, an accurate pupil diameter cannot be detected due to blinking.
[0036]
  In the next step SA5, the inclination of the driver's head and face in a predetermined three-dimensional coordinate space is calculated based on the position of the feature point detected in step SA2, and the driver's head and face are thus directed. Measure the direction (head face direction).
[0037]
  In the next step SA6, the direction of the driver's line of sight (gaze direction) is detected based on the corneal reflection point detected in step SA3 and the head-face direction detected in step SA5.
[0038]
  In the next step SA7, the gaze direction detected in step SA6 and the predetermined positions inside and outside the vehicle C stored in advance (front position, mounting position of the rearview mirror, mounting positions of the left and right door mirrors 21, 21 and the like) are stored. Based on this, the driver's gaze point is detected and the process returns.
[0039]
  Next, the basic control processing operation in the CPU 20 will be described with reference to the flowchart of FIG.
[0040]
  First, in the first step SB1, the information to be notified to the driver, the alarm to be output, and the vehicle control to be performed are selected based on the above signals input to the CPU 20, and in the next step SB2, the information display is performed. Determine if necessary.
[0041]
  When the determination is NO, the process proceeds to step SB5. When the determination is YES, the process proceeds to step SB3, and the driver state determination result stored in the previous step SB4 is read. Information is provided by changing the timing of display on the display screen 3a of the driving display 3. In step SB4, the driver state determination unit 20a determines and stores the driver state based on the driver's line-of-sight behavior at the time of providing information in step SB3, and then proceeds to step SB5. When this flow is executed for the first time, in step SB3, information is displayed on the display screen 3a of the driving display 3 by a predetermined standard method regardless of the driver state determination result.
[0042]
  In step SB5, it is determined whether alarm ON is necessary. When this determination is NO, the process proceeds to step SB7, while when the determination is YES, the process proceeds to step SB6, the driver state determination result stored in step SB4 is read, and an alarm is given according to the driver state, etc. Is changed to execute an alarm, and then the process proceeds to step SB7.
[0043]
  In step SB7, it is determined whether or not vehicle control such as automatic acceleration / deceleration control by the acceleration / deceleration means 52 or steering control by the steering means 53 is necessary. When this determination is NO, the process returns as it is, while when the determination is YES, the process proceeds to step SB8, the driver state determination result stored in step SB4 is read, and the degree of deceleration acceleration or the like is determined according to the driver state. Change to implement vehicle control, then return.
[0044]
  The detailed processing operation of the driver state determination (step SB4) in the driver state determination unit 20a is performed as shown in FIG. That is, in the first step SC1, the driver's gaze behavior data is taken in from the gaze point detection unit 63b of the driver monitor unit 63, and the information is displayed on the display screen 3a of the driving display 3 in step SB3 based on this gaze behavior data. Detects the driver's gaze behavior when displayed. Specifically, the total time (viewing time) that the driver has viewed the information displayed on the display screen 3a of the driving display 3, the time until the driver reacts to the information (reaction time), and the number of times the display has been viewed ( The number of times of viewing) and the time (stop time) during which each display is viewed are detected.
[0045]
  In the next step SC2, the running state of the vehicle C (vehicle speed, fluctuation amount of the steering angle, fluctuation amount of the center of gravity position of the vehicle C) is detected based on detection data from the yaw rate sensor 24, the steering angle sensor 25, the vehicle speed sensor 26, and the front obstacle radar 11. In the next step SC3, the travel environment (time zone) of the vehicle C is detected based on information from the road-to-vehicle communication unit 15, the GPS sensor 27, the ROM 28, and the like. , Weather, whether there is an accident or traffic jam ahead of the road, the shape of the road, such as a curve, the frequency of information provision or alarm intervention, etc.).
[0046]
  In the next step SC4, based on the traveling state and traveling environment of the vehicle C, it is determined whether or not the vehicle C is traveling in a traveling environment where the driving burden on the driver is large. When this determination is NO, the process proceeds to step SC5, where the driver's familiarity with information provision and warning intervention is determined based on the driver's gaze behavior detected at step SC1, and information provision is performed at the next step SC6. And determine if the driver is accustomed to alarm interventions. Specifically, when it is possible to determine from the driver's line-of-sight behavior that he / she is looking at a cautionary object or a dangerous object (front car, lane, etc.), information provision or warning occurs frequently or continues for a long time It is determined that the driver is accustomed to continuing the same information provision and warning, or to the control device itself.
[0047]
  If the determination in step SC6 is NO, the process proceeds to step SC7, and the driver's gaze behavior detected in step SC1 and the mode of information (information amount) displayed on the display screen 3a of the driving display 3 in step SB3. Based on (number of characters, etc.), urgency of information, etc.), the driver state is determined and the process returns.
[0048]
  Specifically, the determination of the driver state is performed using the maps shown in FIGS. That is, it is assumed that the normal state is set when the viewing time is equal to or less than the determination threshold value (the larger the amount of information is), and when the viewing time is longer than the determination threshold value, it is assumed that the awakening, fatigue, and concentration are reduced. In addition, when the reaction time is less than the determination threshold (decrease in steps as the urgency of information is higher), the normal state is assumed. When the reaction time is longer than the determination threshold, the state of arousal / fatigue / concentration is reduced. And Further, when the number of times of visual recognition is equal to or less than a determination threshold value (increase stepwise as the amount of information increases), the normal state is assumed. . Similarly, the driver state can be determined from the number of blinks and the eye closing time. The driver state is determined for each of the above parameters (viewing time, reaction time, etc.), and the number of parameters that are in a state of reduced arousal / fatigue / concentration is a predetermined number (for example, 1 or 2: total number of parameters) In the case where there is more than the predetermined number, it is finally determined that the driver is in a state of reduced arousal / fatigue / concentration, and in a case where it is less than a predetermined number, it is determined that the driver is in a normal state. The final determination result is stored as a driver state.
[0049]
  When the stop time is longer than a reference time (may be a constant value (for example, 1 second) as indicated by a solid line in FIG. 15 or may be decreased as the vehicle speed increases as indicated by a broken line). In such cases, an alarm for alerting is issued or the display is switched or interrupted.
[0050]
  The amount of information and the degree of urgency related to the information displayed on the display screen 3a of the driving display 3 in step SB3 have a relationship as shown in FIG. In other words, when the displayed information is merely information provision (in the case of a warning display described later), the amount of information is the largest, and in the case where an alarm is issued (along with a warning sound and displayed) (displayed when an operation is specified later). In the case of ()), the number is smaller than in the case of providing information, and the number is smallest when vehicle control is performed (the display to that effect is also performed) (in the case of automatic control display described later). Moreover, the urgency of the information received by the road-to-vehicle communication unit 15 is the lowest among mere information providing information, and the inter-vehicle distance information detected by the front obstacle radar 11 is higher than the received information. Become. Then, the degree of urgency is further increased when alarming is performed, and is highest when vehicle control is performed.
[0051]
  When the determination in step SC4 in FIG. 11 is YES and the driving burden on the driver is large, or when the determination in step SC6 is YES and the driver is accustomed to information provision or alarm intervention, step Proceeding to SC8, the driver returns assuming that it is in a normal state. In other words, even when the driver's gaze behavior detected in step SC1 is determined to be in a state of reduced alertness, fatigue, or reduced concentration, the driver's driving burden is heavy and the driver is concentrating on driving. Or, when the driver is accustomed to information provision and alarm intervention, it is difficult to accurately determine the driver state, and therefore it is assumed that the driver state is in a normal state without determining the driver state. When the driver's driving burden is heavy or when the driver is accustomed to information provision and alarm intervention, instead of determining that the driver state is normal, the above determination is made. The threshold value for use may be changed so as to be easily determined as being in a normal state.
[0052]
  The determination in step SC4 (determination as to whether or not the vehicle C is traveling in a traveling environment where the driving burden on the driver is large) is specifically performed as follows. That is, first, from the traveling state of the vehicle C, it is determined whether the driving load is large or the normal state using the maps shown in FIGS. That is, it is assumed that the normal state is set when the variation amount of the steering angle is equal to or less than the determination threshold value (decrease as the vehicle speed increases), and the driving load is large when the change amount is larger than the determination threshold value. Further, it is assumed that the normal state is set when the variation amount of the center of gravity position of the vehicle C is equal to or less than a determination threshold value (decrease as the vehicle speed increases), and the driving load is large when the change amount is larger than the determination threshold value. Further, it is assumed that the vehicle is in the normal state when the fluctuation amount of the inter-vehicle distance between the vehicle C and the preceding vehicle is equal to or less than a determination threshold value (the vehicle speed increases as the vehicle speed increases), and that the driving load is large when the vehicle C is greater than the determination threshold value. (However, change due to an interrupted vehicle is ignored).
[0053]
  Next, it is determined from the traveling environment of the vehicle C whether the driving load is large or the normal state. That is, at night or in a specific time zone (for example, from 18:00 to 7:00 on the next day (may be changed according to the season): time information included in the GPS signal received by the GPS sensor 27 or clock information in the CPU 20 is used. Detected), in bad weather such as rain, snow, fog, etc. (Acquire data from the Japan Meteorological Agency via the Road-to-Vehicle Communication Unit 15), when an accident / congestion occurs in front of the road, (Detected by signals from GPS sensor 27 and ROM 28), when turning right at intersection (detected by signals from GPS sensor 27, ROM 28 and blinker switch not shown), and entering small corner (detected by signals from GPS sensor 27 and ROM 28) , When entering a corner with high lateral acceleration (detected by signals from GPS sensor 27, ROM 28 and vehicle speed sensor 26), when driving in areas with frequent accidents (road-to-vehicle communication) All-weather vision system is activated when changing courses across lanes when traveling through a tunnel (detected by signals from GPS sensor 27, ROM 28, and light switch 43). If the fog lamp is lit, the wiper is activated, the frequency of information provision or warning is high, and it is determined that the risk is high, it is determined that the driving burden is high.
[0054]
  Then, it is determined whether or not the driving burden is large for each of the above parameters (running state parameters (variation amount of the steering angle, fluctuation amount of the center of gravity position of the vehicle C, etc.) and driving environment parameters (time zone, weather, etc.)). If there is at least one parameter determined to be in a heavy driving burden state, it is finally determined that the vehicle is traveling in a driving environment where the driving burden on the driver is large, and all parameters are in a normal state. When it is determined that the vehicle is in the driving environment, it is determined that the vehicle is not traveling in a traveling environment where the driving burden on the driver is large. It should be noted that the final determination may be made with different weights for the driving condition parameter and the driving environment parameter. For example, a value obtained by adding the number of driving state parameters determined to be in a large driving burden state and a value obtained by multiplying the number of driving environment parameters determined to be in a large driving burden state by 0.5. If it is equal to or greater than the set value, it may be determined that the vehicle is traveling in a traveling environment where the driving burden on the driver is large.
[0055]
  Next, an individual processing operation of each system in the CPU 20 will be described.
[0056]
  FIG. 20 shows the control processing operation of the route guidance system, and this processing operation starts when the navigation main switch 36 of the navigation device 40 is ON.
[0057]
  First, in the first step SD1, the map and the current position are displayed on the display screen 2a of the entertainment display 2 based on the current position information from the GPS sensor 27 and the road map information stored in the ROM 28. As will be described later, the driving display 3 is driven when route guidance is required.
[0058]
  In the next step SD2, it is determined whether or not the destination setting switch 38 is ON (whether or not the destination setting has been completed). If this determination is NO, the process proceeds to step SD3 and a route guidance flag is set. While returning with Fa set to 0, if the determination is yes, the process proceeds to step SD4.
[0059]
  In step SD4, it is determined whether or not the vehicle C is traveling in the route display area. Specifically, it is determined whether or not the current position of the vehicle C is within a circle with a predetermined radius centered on an intersection where a route needs to be displayed. This predetermined radius is changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration (the information intervention timing is earlier as will be described later). Become).
[0060]
  If the determination in step SD4 is NO, the process proceeds to step SD3. If the determination is YES, the process proceeds to step SD5, the route guidance flag Fa is set to 1, and the process returns. Therefore, the route guidance flag Fa is set to 1 only when route guidance is necessary.
[0061]
  FIG. 21 shows the ICCW control processing operation, which starts when the auto-cruise main switch 44 is ON.
[0062]
  First, detection data from the front obstacle radar 11, the yaw rate sensor 24, the rudder angle sensor 25, and the vehicle speed sensor 26 are input in the first step SE1, and in the next step SE2, the yaw rate sensor 24, rudder angle sensor 25, and Based on the detection data from the vehicle speed sensor 26, the traveling path of the vehicle C (when the vehicle C is going to make a curve, the traveling path of the curve) is calculated (for details, refer to Japanese Patent Laid-Open No. 7-220119). .
[0063]
  In the next step SE3, based on the detection data from the forward obstacle radar 11, it is determined whether there is an obstacle within a first predetermined distance from the vehicle C in the traveling path. This first predetermined distance is changed in accordance with the driver state, and is set larger than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration (intermediate information provision as described later). Timing is earlier).
[0064]
  When the determination in step SE3 is NO, the process proceeds to step SE4, and the vehicle speed of the vehicle C becomes a preset vehicle speed (or may be set by the driver) in response to the absence of an obstacle ahead. Thus, the drive control of the acceleration / deceleration means 52 is performed (auto cruise), and in the next step SE5, the information provision flag Fc1, the primary alarm flag Fc2, and the secondary alarm flag Fc3 indicating that there is an obstacle ahead are set. Reset all to zero and return.
[0065]
  On the other hand, when the determination in step SE3 is YES, the process proceeds to step SE6 to determine whether or not there was an obstacle before (newly detected obstacle), and when this determination is NO, On the other hand, if the determination is YES in step SE8, the process proceeds to step SE7 where the information provision flag Fc1 is set to 1 and the left and right front speakers 29, 30 are driven to output a single artificial sound. That is, when a new obstacle is detected, this is notified to the driver by sound, and the information provision timing by this sound is changed in accordance with the change of the first predetermined distance depending on the driver state. Note that the volume of sound may be changed according to the driver state. When the driver is in a normal state, information is not provided by sound (information is provided by display as described later), and arousal decreases. -Information may be provided by sound (both sound and display or only sound) only when the user is in a state of fatigue or reduced concentration. Also, when the driver is in a state of reduced arousal, fatigue, or reduced concentration, not only providing information but also performing vehicle control (brake control and steering control) to return the driver to awakening, and display a prompt to take a break It may be switched (the same applies to a pedestrian warning system described later).
[0066]
  In step SE8 after step SE7, it is determined whether or not the distance L between the vehicle C and the obstacle is smaller than a first reference value L1 (smaller than the first predetermined distance). Similarly to the first predetermined distance, the first reference value L1 is also changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced alertness, fatigue, or reduced concentration. The
[0067]
  When the determination in step SE8 is NO, the process proceeds to step SE9, where both the primary alarm flag Fc2 and the secondary alarm flag Fc3 are reset to 0. Thereafter, in step SE10, the vehicle C and the obstacle (the vehicle ahead) are reset. ) And drive control of the acceleration / deceleration means 52 (inter-vehicle distance maintaining travel) so that the distance L to the predetermined distance (which may be set by the driver) is returned.
[0068]
  On the other hand, when the determination in step SE8 is YES, the process proceeds to step SE11 to determine whether or not the distance L between the vehicle C and the obstacle is smaller than the second reference value L2 (L2 <L1). Similarly to the first reference value L1, the second reference value L2 is changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced alertness, fatigue, or reduced concentration. Is done.
[0069]
  When the determination in step SE11 is NO (L2 ≦ L <L1), the process proceeds to step SE12, the primary alarm flag Fc2 is set to 1, and the left and right front speakers 29, 30 are driven to generate a pseudo sound (horn sound). ) Is output. Also at this time, the volume of sound may be changed according to the driver state.
[0070]
  In step SE13, both the information provision flag Fc1 and the secondary warning flag Fc3 are reset to 0. After that, in step SE14, the distance L between the vehicle C and the obstacle (the preceding vehicle) is the same as in step SE10. The drive control of the acceleration / deceleration means 52 (inter-vehicle distance holding travel) is performed so that the distance is set in advance (the driver may set it), and the process returns.
[0071]
  On the other hand, when the determination in step SE11 is YES, the process proceeds to step SE15, the secondary alarm flag Fc3 is set to 1, and the left and right front speakers 29, 30 are driven to output continuous artificial sounds. Also at this time, the volume of sound may be changed according to the driver state.
[0072]
  In step SE16, both the information provision flag Fc1 and the primary warning flag Fc2 are reset to 0. Thereafter, in step SE17, the distance L between the vehicle C and the obstacle is set in advance (set by the driver). The brake unit 18 of the acceleration / deceleration means 52 is actuated (automatic braking) and the process returns. Note that when the driver is in a state of reduced arousal, fatigue, or reduced concentration, the degree of deceleration may be made larger than in the normal state.
[0073]
  FIG. 22 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the ICCW coexist. In this case, priority is given to the information display regarding the ICCW.
[0074]
  That is, in the first step SE21, it is determined whether any one of the information provision flag Fc1, the primary alarm flag Fc2, and the secondary alarm flag Fc3 is 1, and this determination is NO (Fc1 = 0 and Fc2 = If 0 and Fc3 = 0), the process proceeds to step SE22 to determine whether or not the route guidance flag Fa is 1.
[0075]
  When the determination in step SE22 is NO, the process proceeds to step SE23, the display of the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination in step SE22 is YES, the process proceeds to step SE24. The route guidance display according to the display mode (upper plan view or bird's eye view) by the display mode changeover switch 39 is executed, and the process returns. That is, when the display mode is the top plan view mode, the route guidance display is executed in the form shown in FIG. 23 on the display screen 3a of the driving display 3, and when the display mode is the bird's eye view mode, the display screen 3a The route guidance display is executed in the form as shown in FIG. In FIG. 23 and FIG. 24, α is a mark (referred to as a vehicle mark α) indicating the vehicle C (vehicle) displayed on the display screen 3a.
[0076]
  On the other hand, when the determination in step SE21 is YES, the process proceeds to step SE25 to determine whether or not the information provision flag Fc1 is 1. When the determination in step SE25 is YES, the process proceeds to step SE26, a warning display as shown in FIG. 25 is executed on the display screen 3a of the driving display 3, and the process returns. That is, the character information indicating the attention object is displayed on the first display unit 8 of the display screen 3a, the graphic information indicating the front situation is displayed on the second display unit 9, and the display content is displayed on the third display unit 10. The symbol mark m for is displayed. In FIG. 25, β is a mark (referred to as other vehicle mark β) indicating another vehicle (here, the preceding vehicle).
[0077]
  Therefore, when a new obstacle is detected, a single artificial sound is output as described above, and the information is displayed on the display screen 3a to alert the driver. However, the display is continued as long as the obstacle exists within the first predetermined distance in the traveling path of the vehicle C). The timing of providing information by this display is changed according to the driver state as described above (when the driver is in a state of reduced alertness, fatigue, or reduced concentration, it is earlier than in the normal state). In addition, the display form (size, color, etc.) may be changed according to the driver state. When the driver is in a state of reduced arousal, fatigue, or reduced concentration, a frame may be added to the character or the display may blink. And may be emphasized.
[0078]
  When the determination in step SE25 is NO, the process proceeds to step SE27, in which it is determined whether or not the primary alarm flag Fc2 is 1. When this determination is YES, the process proceeds to step SE28, and the operation specific time display as shown in FIG. 26 is executed on the display screen 3a, and the process returns. That is, when the distance L between the vehicle C and the obstacle is greater than or equal to the second reference value L2 and smaller than the first reference value L1, horn sound is output and “brake” is displayed on the first display unit 8 of the display screen 3a. Display and prompt the driver to operate the brake.
[0079]
  On the other hand, if the determination in step SE27 is NO (Fc3 = 1), the process proceeds to step SE29, where the automatic control display as shown in FIG. 27 is executed on the display screen 3a, and the process returns. That is, when the distance L between the vehicle C and the obstacle is smaller than the second reference value L2, the display screen 3a displays that automatic braking is being performed.
[0080]
  With the above control operation, the inter-vehicle distance information is provided as the driver's decision support information. When the risk of collision is high, an alarm is given to the driver, and automatic braking is performed when the driver does not take appropriate avoidance action. Can avoid collisions. The timing for providing the information, warning, and automatic braking is changed according to the driver state, and is earlier than that in the normal state when the driver is in the state of reduced arousal, fatigue, or reduced concentration.
[0081]
  FIG. 28 shows the control processing operation of the pedestrian warning system, which starts when the pedestrian warning main switch 49 is turned on. It should be noted that when the auto cruise main switch 44 is turned on instead of the pedestrian warning main switch 49, it may be started simultaneously with the control processing operation of the ICCW, and as described above, it may be started simultaneously with the ignition switch ON. Also good.
[0082]
  First, detection data from the front obstacle radar 11, the yaw rate sensor 24, the rudder angle sensor 25 and the vehicle speed sensor 26 are input in the first step SF1, and in the next step SF2, the yaw rate sensor 24, rudder angle sensor 25 and Based on the detection data from the vehicle speed sensor 26, the traveling path of the vehicle C is calculated (for details, refer to Japanese Patent Laid-Open No. 10-1000082).
[0083]
  In the next step SF3, based on the detection data from the forward obstacle radar 11, it is determined whether or not there is a crossing pedestrian within a second predetermined distance from the vehicle C in the traveling path. The determination of this crossing pedestrian is performed based on whether or not the speed at which the detected obstacle moves in the direction perpendicular to the traveling path is within the range of the moving speed of the person (for details, refer to Japanese Patent Laid-Open No. 10-1000082). ). The second predetermined distance is changed according to the driver state in the same manner as the control process of the ICCW, and is set larger than that in the normal state when the driver is in a state of reduced arousal / fatigue / concentration. (Intervention timing of information provision is accelerated).
[0084]
  When the determination is NO, the process proceeds to step SF4, and both the information provision flag Fd1 and the alarm flag Fd2 indicating that there is a crossing pedestrian are reset to 0 and the process returns.
[0085]
  On the other hand, when the determination is YES, the process proceeds to step SF5 to determine whether or not there was a crossing pedestrian in the previous time (whether a new crossing pedestrian was newly detected), and when this determination is NO, While the process proceeds to SF7, if the determination is YES, the process proceeds to step SF6, the information providing flag Fd1 is set to 1, and the left and right front speakers 29, 30 are driven to output a single artificial sound. That is, when a pedestrian is newly detected, this is notified to the driver, and the information provision timing by this sound is changed with the change of the second predetermined distance depending on the driver state.
[0086]
  In step SF7 after step SF6, it is determined whether or not the distance D between the vehicle C and the crossing pedestrian is smaller than a first predetermined value D1 (smaller than the second predetermined distance). Similarly to the second predetermined distance, the first predetermined value D1 is also changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced arousal / fatigue / concentration. The
[0087]
  When the determination in step SF7 is NO, the process proceeds to step SF8, the alarm flag Fd2 is reset to 0 and the process returns. On the other hand, when the determination is YES, the process proceeds to step SF9 and the alarm flag Fd2 is set to 1. At the same time, the left and right front speakers 29 and 30 are driven to output a pseudo sound (horn sound). In step SF10, the information provision flag Fd1 is reset to 0 and the process returns.
[0088]
  FIG. 29 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the pedestrian warning system coexist. In this case, priority is given to the information display regarding the pedestrian warning system.
[0089]
  That is, in the first step SF21, it is determined whether or not one of the information providing flag Fd1 and the alarm flag Fd2 is 1. When this determination is NO (Fd1 = 0 and Fd2 = 0), the process proceeds to step SF22. Then, it is determined whether or not the route guidance flag Fa is 1.
[0090]
  When the determination of step SF22 is NO, the process proceeds to step SF23, and the display of the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination of step SF22 is YES, the process proceeds to step SF24. As in step SE24, the route guidance display corresponding to the display mode is executed and the process returns.
[0091]
  On the other hand, when the determination in step SF21 is YES, the process proceeds to step SF25 to determine whether or not the information provision flag Fd1 is 1. When the determination in step SF25 is YES, the process proceeds to step SF26, a warning display as shown in FIG. 30 is executed on the display screen 3a of the driving display 3, and the process returns. In FIG. 30, h is a pedestrian figure.
[0092]
  Therefore, when a pedestrian is newly detected, a single artificial sound is output as described above, and the information is displayed on the display screen 3a to alert the driver. However, the display is continued as long as the pedestrian is present within the second predetermined distance in the traveling path of the vehicle C). The timing of providing information by this display is changed according to the driver state as described above (when the driver is in a state of reduced alertness, fatigue, or reduced concentration, it is earlier than in the normal state).
[0093]
  When the determination in step SF25 is NO (Fd2 = 1), the process proceeds to step SF27, the operation specific time display as shown in FIG. 31 is executed on the display screen 3a, and the process returns. That is, when the distance L between the vehicle C and the obstacle is smaller than the first predetermined value D1, a horn sound is output, and “brake” is displayed on the first display portion 8 of the display screen 3a, and the driver is braked. Encourage operation. Instead of the display contents of FIG. 31, as shown in FIG. 32, the vehicle mark α may be displayed on the second display portion 9 of the display screen 3a.
[0094]
  By the above control operation, the pedestrian information obtained by the front obstacle radar 11 is provided to the driver, and a warning can be given to the driver when the risk of collision is high. The timing of providing the information and warning is changed according to the driver state, and is earlier than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0095]
  FIG. 33 shows the control processing operation of the forward obstacle information communication system, which starts when the information communication main switch 45 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0096]
  First, in the first step SG1, information on obstacles (accidents, falling objects on the road, traffic jam information, etc.) on the road ahead of the vehicle C is input from the road-vehicle communication unit 15, and in the next step SG2, the road ahead It is determined whether or not there is an obstacle.
[0097]
  When the determination is NO, the process proceeds to step SG3, the information providing flag Fe1 indicating that an obstacle is present is reset to 0, and the process returns. On the other hand, when the determination is YES, the information providing flag Fe1 is set to 1. And the left and right front speakers 29 and 30 are driven to output a single artificial sound and return. The output timing and magnitude of this sound can be changed according to the driver state.
[0098]
  FIG. 34 shows the display control of information on the display screen 3a of the driving display 3 when the route guidance system and the forward obstacle information communication system coexist. In this case, priority is given to the information display regarding route guidance. This is information in which the front obstacle information exists considerably ahead (for example, 100 m ahead of the vehicle C), and the vehicle C is at an intersection before the point where the obstacle exists (for example, 50 m ahead of the vehicle C). This is because there is a case of turning right or left.
[0099]
  That is, in the first step SG21, it is determined whether or not the route guidance flag Fa is 1. When this determination is YES, the process proceeds to step SG22, the route guidance display according to the display mode is executed, and the process returns.
[0100]
  On the other hand, when the determination in step SG21 is NO, the process proceeds to step SG23 to determine whether or not the information provision flag Fe1 is 1. When the determination in step SG23 is YES, the process proceeds to step SG24, and a warning display as shown in FIG. 35 (in the case of traffic jam information) is executed on the display screen 3a of the driving display 3, and the process returns. When the determination of SG23 is NO, the process proceeds to step SG25, the display screen 3a of the driving display 3 is turned off, and the process returns.
[0101]
  With the above control operation, the information about the obstacle on the forward traveling road obtained by the road-vehicle communication unit 15 can be provided to the driver. The timing of information provision and the display mode can be changed according to the driver status, and when the driver is in a state of reduced arousal, fatigue, or reduced concentration, it can be faster than in a normal state. You can make the characters larger.
[0102]
  FIG. 36 shows the control processing operation of the all-weather vision system. This processing operation starts when the all-weather vision main switch 46 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0103]
  First, in the first step SH1, it is determined whether or not the light switch is ON. If this determination is NO, the process proceeds to step SH2, and the information provision flag Ff1 indicating that the light switch 45 is ON is set to 0. On the other hand, if the determination is YES, the process proceeds to step SH3 where the information provision flag Ff1 is set to 1 and the process returns.
[0104]
  FIG. 37 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the all-weather vision system coexist. In this case, priority is given to the information display regarding the all-weather vision system.
[0105]
  That is, in the first step SH21, it is determined whether or not the information provision flag Ff1 is 1. That is, it is determined whether or not the light switch 43 is turned on at night or when foggy fog is difficult to see with the naked eye of the driver. When this determination is NO, the process proceeds to step SH22 to determine whether or not the route guidance flag Fa is 1.
[0106]
  When the determination in step SH22 is NO, the process proceeds to step SH23, and the display on the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination in step SH22 is YES, the process proceeds to step SH24. The route guidance display corresponding to the display mode is executed and the process returns.
[0107]
  On the other hand, when the determination in step SH21 is YES, the process proceeds to step SH25 to execute the perceptual function enlarged display and return. That is, the infrared image captured by the infrared camera 12 is displayed on the display screen 3 a of the driving display 3.
[0108]
  With the above control operation, it is possible to provide an image of a forward traveling scene visualized by using the infrared camera 12 in a bad environment (at night, at the time of fog generation, during rainfall, etc.) as information for assisting driver recognition.
[0109]
  FIG. 38 shows the control processing operation of the crossing pedestrian information communication system, and this processing operation starts when the information communication main switch 45 is turned on, as in the front obstacle information communication system. As described above, it may be started simultaneously with the ignition switch being turned on.
[0110]
  First, in the first step SI1, the presence information of the pedestrian on the pedestrian crossing at the front intersection of the vehicle C is input from the road-vehicle communication unit 15, and in the next step SI2, the pedestrian is placed on the pedestrian crossing at the front intersection. Determine if it exists.
[0111]
  When the determination is NO, the process proceeds to step SI3, the information providing flag Fg1 indicating that a pedestrian is present is reset to 0, and the process returns. On the other hand, when the determination is YES, the process proceeds to step SI4. The information providing flag Fg1 is set to 1, and the left and right front speakers 29, 30 are driven to output a single artificial sound and return. The output timing and magnitude of this sound can be changed according to the driver state.
[0112]
  FIG. 39 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the crossing pedestrian information communication system coexist. In this case, information display regarding the crossing pedestrian information communication system is displayed. Prioritize.
[0113]
  That is, in the first step SI21, it is determined whether or not the information provision flag Fg1 is 1. When this determination is NO, the process proceeds to step SI22, and it is determined whether or not the route guidance flag Fa is 1. judge.
[0114]
  When the determination in step SI22 is NO, the process proceeds to step SI23, and the display on the display screen 3a of the driving display 3 is turned OFF and the process returns. On the other hand, when the determination in step SI22 is YES, the process proceeds to step SI24. The route guidance display corresponding to the display mode is executed and the process returns.
[0115]
  On the other hand, when the determination in step SI21 is YES, the process proceeds to step SI25 to determine whether or not the route guidance flag Fa is 1. When the determination in step SI25 is YES, the process proceeds to step SI26 to determine whether or not a pedestrian is present in the route guidance direction.
[0116]
  When the determination in step SI26 is YES, the process proceeds to step SI27, and a warning display (route guidance display is also performed on the display screen 3a of the driving display 3 as shown in FIG. 40 (when turning right by route guidance). ) And return, on the other hand, if the determination in step SI26 is NO, the process proceeds to step SI24, and only the route guidance display is performed without displaying the pedestrian.
[0117]
  When the determination in step SI25 is NO, the process proceeds to step SI28, in which it is determined whether or not the pedestrian existing at the intersection is a pedestrian crossing the front of the current traveling path of the vehicle C. When the determination in step SI28 is YES, the process proceeds to step SI29, the warning display as shown in FIG. 41 is executed on the display screen 3a of the driving display 3, and the process returns, while the determination in step SI28 is NO. If so, the process proceeds to step SI30, and similarly to step SI23, the display on the display screen 3a of the driving display 3 is turned off and the process returns.
[0118]
  By the above control operation, the information about the pedestrian on the pedestrian crossing of the front intersection obtained by the road-to-vehicle communication unit 15 can be provided to the driver. And the information provision according to a driver state can be performed by changing the timing and display form of the information provision according to a driver state.
[0119]
  FIG. 42 shows the control processing operation of the oncoming vehicle information communication system, and this processing operation also starts when the information communication main switch 45 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0120]
  First, in the first step SJ1, the oncoming vehicle existence information (including information such as the speed of the oncoming vehicle and the distance from the vehicle C to the oncoming vehicle) is input from the road-to-vehicle communication unit 15 near the front intersection of the vehicle C. In the next step SJ2, it is determined whether an oncoming vehicle exists near the front intersection (for example, within 50 m from the intersection).
[0121]
  When the determination is NO, the process proceeds to step SJ3, the information providing flag Fh1 indicating that an oncoming vehicle is present is reset to 0, and the process returns. On the other hand, when the determination is YES, the process proceeds to step SJ4. The information providing flag Fh1 is set to 1, and the left and right front speakers 29, 30 are driven to output a single artificial sound and return. The output timing and magnitude of this sound can be changed according to the driver state.
[0122]
  FIG. 43 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the oncoming vehicle information communication system coexist. In this case, priority is given to the information display regarding route guidance.
[0123]
  That is, in the first step SJ21, it is determined whether or not the route guidance flag Fa is 1. When this determination is NO, the process proceeds to step SJ22, the display screen 3a of the driving display 3 is turned off, and the process returns.
[0124]
  On the other hand, when the determination in step SJ21 is YES, the process proceeds to step SJ23 to determine whether or not the information provision flag Fh1 is 1. When the determination in step SJ23 is YES, the process proceeds to step SJ24, and a warning display as shown in FIG. 44 is executed on the display screen 3a of the driving display 3, and the process returns. That is, when making a right turn by route guidance, the driver is alerted that a straight vehicle is present. On the other hand, when the determination in step SJ23 is NO, the process proceeds to step SJ25, where the route guidance display corresponding to the display mode is executed and the process returns.
[0125]
  With the above control operation, it is possible to provide the driver with the information about the oncoming vehicle in the vicinity of the front intersection obtained by the road-to-vehicle communication unit 15 and assist the right turn determination. And the information provision according to a driver state can be performed by changing the timing and display form of the information provision according to a driver state.
[0126]
  FIG. 45 shows the control processing operation of the first encounter vehicle information communication system, and this processing operation also starts when the information communication main switch 45 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0127]
  First, in the first step SK1, the presence information of the temporary stop intersection on the road ahead of the vehicle C is inputted from the road-to-vehicle communication unit 15, and in the next step SK2, the vehicle is temporarily stopped within the first reference distance in front of the vehicle C. It is determined whether or not an intersection exists. The first reference distance is changed according to the driver state, and is set larger than that in the normal state (for example, 50 m) when the driver is in a state of reduced arousal / fatigue / concentration.
[0128]
  When the determination is NO, the process proceeds to step SK3, and both the information provision flag Fj1 and the alarm flag Fj2 indicating that there is a temporary stop intersection are reset to 0, and the process returns. When the determination is YES, the process proceeds to step SK3. Proceeding to SK4, it is determined whether or not the distance Da from the vehicle C to the temporary stop intersection is smaller than the second predetermined value D2. The second predetermined value D2 is changed according to the driver state, and is set larger than that in the normal state (for example, 15 m) when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0129]
  When the determination in step SK4 is NO, the process proceeds to step SK5, the information providing flag Fj1 is set to 1, and the left and right front speakers 29, 30 are driven to output a single artificial sound. In step SK6, the alarm flag Fj2 is reset to 0 and the process returns.
[0130]
  On the other hand, when the determination in step SK4 is YES, the process proceeds to step SK7, the alarm flag Fj2 is set to 1, and the left and right front speakers 29, 30 are driven to output continuous artificial sounds. In step SK8, the information provision flag Fj1 is reset to 0 and the process returns.
[0131]
  FIG. 46 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the first encounter vehicle information communication system coexist. In this case, the first encounter vehicle information communication system is shown. Give priority to information display.
[0132]
  That is, in the first step SK21, it is determined whether one of the information providing flag Fj1 and the alarm flag Fj2 is 1, and if this determination is NO (Fj1 = 0 and Fj2 = 0), the process proceeds to step SK22. Then, it is determined whether or not the route guidance flag Fa is 1.
[0133]
  When the determination at step SK22 is NO, the process proceeds to step SK23, the display of the display screen 3a of the driving display 3 is turned off and the process returns. When the determination at step SK22 is YES, the process proceeds to step SK24. The route guidance display corresponding to the display mode is executed and the process returns.
[0134]
  On the other hand, when the determination at step SK21 is YES, the process proceeds to step SK25 to determine whether or not the information provision flag Fj1 is 1. When the determination in step SK25 is YES, the process proceeds to step SK26, and a warning display as shown in FIG. 47 is executed on the display screen 3a of the driving display 3, and the process returns. At this time, on the second display unit 9 of the display screen 3a, graphic information indicating the traveling state of the vehicle C, numerical information regarding the degree of urgency (numerical value indicating the distance Da to the temporary stop intersection (40 m in FIG. 47)), and This numerical information is displayed on the side closer to the driver than the graphic information (on the right side in the case of a right-hand drive vehicle).
[0135]
  If the determination in step SK25 is NO (Fj2 = 1), the process proceeds to step SK27, where the operation specific time display as shown in FIG. 48 is executed on the display screen 3a, and the process returns. That is, when the distance Da from the vehicle C to the temporary stop intersection is smaller than the second predetermined value D2, “decelerate stop” is displayed on the first display portion 8 of the display screen 3a to prompt the driver to decelerate and stop. Also at this time, graphic information representing the traveling state of the vehicle C and numerical information (10 m in FIG. 48) relating to the degree of urgency are displayed on the second display unit 9. This numerical information is closer to the driver than the graphic information. Displayed on the side.
[0136]
  With the above control operation, the temporary stop intersection information obtained by the road-to-vehicle communication unit 15 is provided to the driver, and an alarm can be given to the driver when approaching the temporary stop intersection. The timing of providing the information and warning is changed according to the driver state, and is earlier than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0137]
  FIG. 49 shows the control processing operation of the second encounter vehicle information communication system, and this processing operation also starts when the information communication main switch 45 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0138]
  First, in the first step SL1, the presence information of the approaching vehicle on the priority road side (including information such as the speed and position of the approaching vehicle) is input from the road-to-vehicle communication unit 15 at the temporary stop intersection of the road ahead of the vehicle C. Then, in the next step SL2, it is determined whether there is an approaching vehicle from the priority road side within the second reference distance with respect to the vehicle C temporarily stopped at the temporary stop intersection. The second reference distance is changed according to the driver state, and is set larger than that in the normal state (for example, 50 m) when the driver is in a state of reduced arousal, fatigue, or concentration.
[0139]
  When the above determination is NO, the process proceeds to step SL3, and both the information providing flag Fk1 and the warning flag Fk2 indicating that there is an approaching vehicle from the priority road side are reset to 0 and the process returns, while the determination is YES. When there is, the routine proceeds to step SL4, where it is determined whether or not the distance Db from the vehicle C to the approaching vehicle on the priority road side is smaller than the third predetermined value D3. The third predetermined value D3 is changed according to the driver state, and is set larger than that in the normal state (for example, 15 m) when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0140]
  When the determination in step SL4 is NO, the process proceeds to step SL5, the information providing flag Fk1 is set to 1, and the left and right front speakers 29, 30 are driven to output a single artificial sound. In step SL6, the alarm flag Fk2 is reset to 0 and the process returns.
[0141]
  On the other hand, when the determination in step SL4 is YES, the process proceeds to step SL7, the alarm flag Fk2 is set to 1, and the left and right front speakers 29, 30 are driven to output continuous artificial sounds. In step SL8, the information provision flag Fk1 is reset to 0 and the process returns.
[0142]
  FIG. 50 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the second encounter vehicle information communication system coexist. In this case, the second encounter vehicle information communication system is shown. Give priority to information display.
[0143]
  That is, in the first step SL21, it is determined whether one of the information provision flag Fk1 and the alarm flag Fk2 is 1, and if this determination is NO (Fk1 = 0 and Fk2 = 0), the process proceeds to step SL22. Then, it is determined whether or not the route guidance flag Fa is 1.
[0144]
  When the determination in step SL22 is NO, the process proceeds to step SL23, and the display of the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination in step SL22 is YES, the process proceeds to step SL24. The route guidance display corresponding to the display mode is executed and the process returns.
[0145]
  On the other hand, when the determination in step SL21 is YES, the process proceeds to step SL25 to determine whether or not the information provision flag Fk1 is 1. When the determination in step SL25 is YES, the process proceeds to step SL26, a warning display as shown in FIG. 51 is executed on the display screen 3a of the driving display 3, and the process returns. At this time, the host vehicle mark α, the approaching vehicle on the priority road side (other vehicle mark β), and the traveling speed of the approaching vehicle are displayed on the second display portion 9 of the display screen 3a.
[0146]
  When the determination in step SL25 is NO (Fk2 = 1), the process proceeds to step SL27, the operation specific time display as shown in FIG. 52 is executed on the display screen 3a, and the process returns. That is, when the distance Db from the vehicle C to the approaching vehicle on the priority road side is smaller than the third predetermined value D3, “confirm left and right” is displayed on the first display portion 8 of the display screen 3a, and the confirmation operation is performed to the driver. Prompt.
[0147]
  With the above control operation, the approaching vehicle information on the priority road side obtained by the road-to-vehicle communication unit 15 can be provided as information that supports the driver's start determination after the temporary stop, and the approaching vehicle approaches the vehicle C considerably. If this happens, an alarm can be given to the driver. The timing of providing the information and warning is changed according to the driver state, and is earlier than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0148]
  FIG. 53 shows the control processing operation of the curve information communication system (curve approach speed warning system), and this processing operation also starts when the information communication main switch 45 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0149]
  First, in the first step SM1, information on the presence of a curve (including the radius of curvature R, the distance to the curve, etc.) on the road ahead of the vehicle C is input from the road-to-vehicle communication unit 15, and in the next step SM2, the vehicle It is determined whether or not a curve exists within a third reference distance from C. This third reference distance is changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0150]
  When the determination is NO, the process proceeds to step SM3, and both the information providing flag Fm1 and the alarm flag Fm2 indicating that the curve exists is reset to 0 and the process returns. On the other hand, when the determination is YES, the process proceeds to step SM4. Advancing, it is determined whether or not the vehicle speed of the vehicle C is lower than the predetermined vehicle speed V0. The predetermined vehicle speed V0 is changed according to the driver state, and is set smaller than that in the normal state (for example, 40 km / h) when the driver is in a state of reduced arousal, fatigue, or concentration.
[0151]
  When the determination in step SM4 is NO, the process proceeds to step SM5 where the information providing flag Fm1 is set to 1 and the left and right front speakers 29, 30 are driven to output a single artificial sound. In step SM6, the alarm flag Fm2 is reset to 0 and the process returns.
[0152]
  On the other hand, when the determination in step SM4 is YES, the process proceeds to step SM7, the alarm flag Fm2 is set to 1, and the left and right front speakers 29, 30 are driven to output continuous artificial sounds. In step SM8, the information providing flag Fm1 is reset to 0 and the process returns.
[0153]
  FIG. 54 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the curve information communication system coexist. In this case, priority is given to the information display regarding the curve information communication system.
[0154]
  That is, in the first step SM21, it is determined whether one of the information provision flag Fm1 and the alarm flag Fm2 is 1, and if this determination is NO (Fm1 = 0 and Fm2 = 0), the process proceeds to step SM22. Then, it is determined whether or not the route guidance flag Fa is 1.
[0155]
  When the determination in step SM22 is NO, the process proceeds to step SM23, and the display on the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination in step SM22 is YES, the process proceeds to step SM24. The route guidance display corresponding to the display mode is executed and the process returns.
[0156]
  On the other hand, when the determination in step SM21 is YES, the process proceeds to step SM25 to determine whether or not the information provision flag Fm1 is 1. When the determination in step SM25 is YES, the process proceeds to step SM26, the warning display as shown in FIG. 55 is executed on the display screen 3a of the driving display 3, and the process returns. At this time, the distance from the vehicle C to the curve and the curvature radius R are displayed on the first display portion 8 of the display screen 3a.
[0157]
  When the determination in step SM25 is NO (Fm2 = 1), the process proceeds to step SM27, and an operation specific time display as shown in FIG. 56 is executed on the display screen 3a, and the process returns. That is, when the vehicle speed is higher than the predetermined vehicle speed V0, “Deceleration 40 km / h” or the like is displayed on the first display portion 8 of the display screen 3a to prompt the driver to perform a deceleration operation.
[0158]
  With the above control operation, the curve information obtained by the road-to-vehicle communication unit 15 can be provided as information for supporting the driver's deceleration determination. If there is a possibility of lane departure due to overspeed, an alarm is given to the driver. Can be given. The timing for providing the information is changed according to the driver state, and is earlier than when the driver is in a normal state when the driver is in a state of reduced alertness, fatigue, or reduced concentration. Also, the predetermined vehicle speed at which an alarm is issued is changed according to the driver state, and when the driver is in a state of reduced alertness, fatigue, or reduced concentration, an alarm is more likely to occur than in a normal state.
[0159]
  FIG. 57 shows the control processing operation of the lane departure warning system, which starts when the lane departure warning main switch 47 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0160]
  First, in the first step SN1, white line information is obtained by subjecting the video from the white line detection CCD camera 16 to image processing. Note that the travel position information from the magnetic marker sensor 13 and the road shape information from the road-to-vehicle communication unit 15 may be obtained.
[0161]
  In the next step SN2, based on the white line information, the deviation state of the vehicle C with respect to the travel lane is detected (for details, refer to Japanese Patent Laid-Open No. 8-16994), and whether a lane deviation has occurred in the next step SN3. Determine whether or not.
[0162]
  When the determination is NO, the process proceeds to step SN4, and both the primary warning flag Fn1 and the secondary warning flag Fn2 indicating that a lane departure has occurred are reset to 0 and returned, while when the determination is YES, Proceeding to step SN5, it is determined whether or not the deviation amount is larger than a predetermined amount. This predetermined amount is changed according to the driver state, and is set smaller than that in the normal state when the driver is in a state of reduced arousal, fatigue, or reduced concentration.
[0163]
  When the determination in step SN5 is NO, the process proceeds to step SN6 to determine whether or not the vehicle C is moving in the departure direction. When the determination at step SN6 is NO, it is determined that the deviation has been repaired by the driver's operation of the steering wheel 6, and the process returns as it is. When the determination at step SN6 is YES, the process proceeds to step SN7.
[0164]
  In step SN7, the primary alarm flag Fn1 is set to 1, and the left and right front door speakers 31 and 32 are driven in the deviating direction to output a false sound "going sound". The output timing and magnitude of this sound can be changed according to the driver state. In step SN8, the secondary alarm flag Fn2 is reset to 0 and the process returns.
[0165]
  On the other hand, when the determination in step SN5 is YES, the process proceeds to step SN9 to determine whether or not the vehicle C is moving in the departure direction. When the determination at step SN9 is NO, it is determined that the deviation is repaired by the driver's operation of the steering wheel 6, and the process returns as it is. When the determination at step SN9 is YES, the process proceeds to step SN10.
[0166]
  In step SN10, the steering means 53 is driven to automatically steer in the direction opposite to the departure direction. In step SN11, the secondary alarm flag Fn2 is set to 1, and the left and right front speakers 29, 30 are driven continuously. Artificial sound is output, and then, in step SN12, the primary alarm flag Fn1 is reset to 0 and the process returns. The automatic steering intervention timing and sound output timing are changed in accordance with the change of the predetermined amount depending on the driver state. In addition, the steering amount and the loudness of the automatic steering can be changed according to the driver state.
[0167]
  FIG. 58 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the lane departure warning system coexist. In this case, priority is given to the information display regarding the lane departure warning system.
[0168]
  That is, in the first step SN21, it is determined whether one of the primary alarm flag Fn1 and the secondary alarm flag Fn2 is 1, and if this determination is NO (Fn1 = 0 and Fn2 = 0), the step Proceeding to SN22, it is determined whether or not the route guidance flag Fa is 1.
[0169]
  When the determination at step SN22 is NO, the process proceeds to step SN23, the display of the display screen 3a of the driving display 3 is turned off and the process returns. When the determination at step SN22 is YES, the process proceeds to step SN24. The route guidance display corresponding to the display mode is executed and the process returns.
[0170]
  On the other hand, when the determination in step SN21 is YES, the process proceeds to step SN25 to determine whether or not the primary alarm flag Fn1 is 1. When the determination in step SN25 is YES, the process proceeds to step SN26, the operation specific time display as shown in FIG. 59 (when deviating to the left) is executed on the display screen 3a of the driving display 3, and the process returns. That is, when the vehicle departs from the lane, “left lane” or the like is displayed on the first display portion 8 of the display screen 3a to prompt the driver to perform a departure avoidance operation.
[0171]
  When the determination in step SN25 is NO (Fn2 = 1), the process proceeds to step SN27, an automatic control display as shown in FIG. 60 is executed on the display screen 3a, and the process returns. That is, when the deviation amount is larger than the predetermined amount, the display screen 3a displays that automatic steering is being performed.
[0172]
  With the above control operation, a warning is given to the driver when the vehicle departs from the lane, and if the driver takes an appropriate avoidance action and the departure amount exceeds a predetermined amount, automatic steering is performed to return to the center of the lane. be able to. The timing of the warning and automatic steering can be changed according to the driver state, and when the driver is in a state of reduced arousal, fatigue, or reduced concentration, it is safer than in the normal state. Can be increased.
[0173]
  FIG. 61 shows the control processing operation of the rear side warning system, and this processing operation starts when the rear side warning main switch 48 is turned on. As described above, it may be started simultaneously with the ignition switch being turned on.
[0174]
  First, in the first step SO1, detection data from each rear side obstacle photographing CCD camera 22 is obtained, and in the next step SO2, based on the detection result of the CCD camera 22, the vehicle C (own vehicle). The vehicle (other vehicle) presence information (including information on the distance from the vehicle C to the other vehicle, the relative speed between the two) is calculated (for details, refer to Japanese Patent Laid-Open No. 10-206119). .
[0175]
  In the next step SO3, it is determined whether or not there is another vehicle within a set distance on the rear side with respect to the vehicle C and there is a winker operation in the direction in which the vehicle exists. This set distance is changed according to the driver state, and is set larger than that in the normal state when the driver is in a state of reduced alertness, fatigue, or reduced concentration.
[0176]
  When the determination is NO (such as when going straight without changing the lane), the process proceeds to step SO4, the information provision flag Fo1 indicating that another vehicle is present is set to 1, and at step SO5, The alarm flag Fo2 is reset to 0 and the process returns.
[0177]
  On the other hand, when the determination is YES, the process proceeds to step SO6, the alarm flag Fo2 is set to 1, and the left and right rear tray speakers 33, 34 are driven on the side where the other vehicle is present, and the false sound ( Output horn sound). In step SO7, the information provision flag Fo1 is reset to 0 and the process returns.
[0178]
  FIG. 62 shows display control of information on the display screen 3a of the driving display 3 when the route guidance system and the rear side warning system coexist. In this case, priority is given to the information display regarding the rear side warning system. .
[0179]
  That is, in the first step SO21, it is determined whether or not one of the information provision flag Fo1 and the alarm flag Fo2 is 1. If this determination is NO (Fo1 = 0 and Fo2 = 0), the process proceeds to step SO22. Then, it is determined whether or not the route guidance flag Fa is 1.
[0180]
  When the determination in step SO22 is NO, the process proceeds to step SO23, the display on the display screen 3a of the driving display 3 is turned off and the process returns. On the other hand, when the determination in step SO22 is YES, the process proceeds to step SO24. The route guidance display corresponding to the display mode is executed and the process returns.
[0181]
  On the other hand, when the determination in step SO21 is YES, the process proceeds to step SO25 to determine whether or not the information provision flag Fo1 is 1. When the determination in step SO25 is YES, the process proceeds to step SO26, and the perceptual function enlarged display as shown in FIG. 63 is executed on the display screen 3a of the driving display 3, and the process returns.
[0182]
  When the determination in step SO25 is NO (Fo2 = 1), the process proceeds to step SO27, the operation specific time display as shown in FIG. 64 is executed on the display screen 3a, and the process returns. That is, when there is another vehicle within a set distance on the rear side with respect to the vehicle C and there is a blinker operation in the direction in which the vehicle exists, “right rear” or the like is displayed on the first display portion 8 of the display screen 3a. Then urge the driver to cancel the lane change.
[0183]
  With the above control operation, when there is another vehicle within the set distance on the rear side, the presence information is provided to the driver, and an alarm can be given when the driver indicates the intention to change the lane. The timing for providing information and warning can be changed according to the driver's condition, and when the driver is in a state of reduced arousal, fatigue, or reduced concentration, it is safer than the normal state. Can be increased.
[0184]
  In this embodiment, the front obstacle radar 11, the infrared camera 12, the magnetic marker sensor 13, the road-vehicle communication unit 15, the white line detection CCD camera 16, the rear side obstacle photographing CCD camera 22, and the GPS sensor 27 are provided. The information acquisition means for acquiring information outside the vehicle C is configured. The driving display 3 is provided at a predetermined position in the vehicle C (a front part of the driver's seat of the instrument panel 1) and constitutes display means for displaying the information obtained by the information obtaining means, and the driver The monitor unit 63 constitutes line-of-sight behavior detection means for detecting the line-of-sight behavior of the driver of the vehicle C when the above information is displayed on the display means. Further, the driver state determination unit 20a in the CPU 20 constitutes a driver state determination unit that determines the state of the driver based on the driver's line-of-sight behavior detected by the line-of-sight behavior detection unit, and the CPU 20 Control means for performing at least one of display control of the information and vehicle control is configured based on the determination result by the driver state determination means.
[0185]
  Therefore, in the above embodiment, the driver C assists the driver by displaying the vehicle C external information obtained by the forward obstacle radar 11, the road-to-vehicle communication unit 15, etc. on the display screen 3 a of the driving display 3. Based on the driver's line-of-sight behavior at the time of display, the driver's state is determined as to whether the driver is in a state of reduced arousal, fatigue, reduced concentration, or in a normal state. The display timing, display mode, etc. when displaying, and the timing for performing alarms and vehicle control are changed, so that optimal display control and vehicle control according to the driver state can be performed, and the driver is awakened・ When you are in a state of fatigue or reduced concentration, displaying information early will not cause delays in risk avoidance behavior. Have can be adequately addressed, it is possible to improve safety. Since the driver state is detected every time information is displayed, the latest driver state is always obtained.
[0186]
  In addition, the determination contents of the driver state include the displayed information mode (number of characters, etc.), the running state of the vehicle C (variation of the steering angle, variation of the center of gravity of the vehicle C, etc.), and the traveling environment of the vehicle C (day and night, weather conditions). , The presence or absence of traffic jams, curves, etc.) and the driver's familiarity with the displayed information (according to the fact that the same information is continuously displayed, familiarity with this control device, etc.) It can be determined with high accuracy.
[0187]
【The invention's effect】
  As described above, according to the vehicle control device of the present invention, the driver's gaze behavior when information is displayed on the display means.The magnitude of the parameter with respect to the threshold for judgmentBased on this, the state of the driver is determined, and information display control and vehicle control are performed based on the determination resultAt the same time, the information displayed on the display means is displayed with an information amount corresponding to the degree of urgency, and the determination threshold is changed according to the information amount of the information displayed on the display means.Since it did in this way, display control and vehicle control become the optimal thing according to the fatigue state etc. of a driver, and improvement in safety can be aimed at.In addition, the state of the driver can be determined with high accuracy.
[Brief description of the drawings]
FIG. 1 is a front view showing a main part of an instrument panel of a vehicle equipped with a control device according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view taken along the line II-II in FIG.
FIG. 3 is a perspective view showing the position of each component of the control device in the vehicle.
FIG. 4 is a plan view showing the position of each component of the control device on the vehicle.
FIG. 5 is a schematic plan view showing the position of a speaker.
FIG. 6 is a schematic side view showing the position of a speaker.
FIG. 7 is a block diagram illustrating a configuration of a control device.
FIG. 8 is a block diagram showing a configuration of a driver monitor unit.
FIG. 9 is a flowchart showing a detection processing operation of a driver's gaze behavior in the driver monitor unit.
FIG. 10 is a flowchart of basic control processing operations in a CPU.
FIG. 11 is a flowchart showing a detailed processing operation of driver state determination.
FIG. 12 is a characteristic diagram for determining a driver state.
FIG. 13 is a characteristic diagram for determining a driver state.
FIG. 14 is a characteristic diagram for determining a driver state.
FIG. 15 is a graph showing a relationship between a stop time (reference time) for issuing an alarm and a vehicle speed.
FIG. 16 is an explanatory diagram showing the amount of information to be displayed and the degree of urgency.
FIG. 17 is a characteristic diagram for determining the running state of the vehicle.
FIG. 18 is a characteristic diagram for determining the running state of the vehicle.
FIG. 19 is a characteristic diagram for determining the running state of the vehicle.
FIG. 20 is a flowchart showing a control processing operation of the route guidance system.
FIG. 21 is a flowchart showing an ICCW control processing operation;
FIG. 22 is a flowchart showing information display control when a route guidance system and ICCW coexist.
FIG. 23 is an explanatory diagram showing an example of route guidance display in the top plan view mode.
FIG. 24 is an explanatory diagram showing an example of route guidance display in the bird's eye view mode.
FIG. 25 is an explanatory diagram showing an example of a warning display in ICCW.
FIG. 26 is an explanatory diagram showing an example of an operation specifying display in ICCW.
FIG. 27 is an explanatory diagram showing an example of automatic control display in ICCW.
FIG. 28 is a flowchart showing a control processing operation of the pedestrian warning system.
FIG. 29 is a flowchart showing display control of information when a route guidance system and a pedestrian warning system coexist.
FIG. 30 is an explanatory diagram showing an example of a warning display in the pedestrian warning system.
FIG. 31 is an explanatory diagram showing an example of an operation specific time display in the pedestrian warning system.
FIG. 32 is an explanatory diagram showing another example of a display at the time of specifying an operation in the pedestrian warning system.
FIG. 33 is a flowchart showing a control processing operation of the forward obstacle information communication system.
FIG. 34 is a flowchart showing information display control when a route guidance system and a forward obstacle information communication system coexist.
FIG. 35 is an explanatory diagram showing an example of a warning display in the forward obstacle information communication system.
FIG. 36 is a flowchart showing the control processing operation of the all-weather vision system.
FIG. 37 is a flowchart showing display control of information when a route guidance system and an all-weather vision system coexist.
FIG. 38 is a flowchart showing the control processing operation of the crossing pedestrian information communication system.
FIG. 39 is a flowchart showing information display control when a route guidance system and a crossing pedestrian information communication system coexist.
FIG. 40 is an explanatory diagram showing an example of a warning display when there is a pedestrian in the route guidance direction in the crossing pedestrian information communication system.
FIG. 41 is an explanatory diagram showing an example of a warning display when there is a pedestrian crossing the front of the current traveling path of the vehicle in the crossing pedestrian information communication system.
FIG. 42 is a flowchart showing a control processing operation of the oncoming vehicle information communication system.
FIG. 43 is a flowchart showing information display control when the route guidance system and the oncoming vehicle information communication system coexist.
FIG. 44 is an explanatory diagram showing an example of a warning display in the oncoming vehicle information communication system.
FIG. 45 is a flowchart showing a control processing operation of the first encounter vehicle information communication system.
FIG. 46 is a flowchart showing information display control when the route guidance system and the first encounter vehicle information communication system coexist.
FIG. 47 is an explanatory diagram showing an example of an alert display in the first encounter vehicle information communication system.
FIG. 48 is an explanatory diagram showing an example of an operation specific time display in the first encounter vehicle information communication system.
FIG. 49 is a flowchart showing a control processing operation of the second encounter vehicle information communication system.
FIG. 50 is a flowchart showing information display control when a route guidance system and a second encounter vehicle information communication system coexist.
FIG. 51 is an explanatory diagram showing an example of an alert display in the second encounter vehicle information communication system.
FIG. 52 is an explanatory diagram showing an example of an operation specific time display in the second encounter vehicle information communication system.
FIG. 53 is a flowchart showing a control processing operation of the curve information communication system.
FIG. 54 is a flowchart showing display control of information when a route guidance system and a curve information communication system coexist.
FIG. 55 is an explanatory diagram showing an example of a warning display in the curve information communication system.
FIG. 56 is an explanatory diagram showing an example of an operation specifying time display in the curve information communication system.
FIG. 57 is a flowchart showing a control processing operation of the lane departure warning system.
FIG. 58 is a flowchart showing information display control when a route guidance system and a lane departure warning system coexist.
FIG. 59 is an explanatory diagram showing an example of an operation specific time display in the lane departure warning system.
60 is an explanatory diagram showing an example of automatic control display in the lane departure warning system. FIG.
FIG. 61 is a flowchart showing a control processing operation of the rear side warning system.
FIG. 62 is a flowchart showing display control of information when a route guidance system and a rear side warning system coexist.
FIG. 63 is an explanatory diagram showing an example of a perceptual function enlarged display in the rear side warning system.
FIG. 64 is an explanatory diagram showing an example of an operation specific time display in the rear side warning system.
[Explanation of symbols]
  C vehicle
  3 Driving display (display means)
  11 Forward obstacle radar (information acquisition means)
  12 Infrared camera (information acquisition means)
  13 Magnetic marker sensor (information acquisition means)
  15 Road-to-vehicle communication unit (information acquisition means)
  16 CCD camera for white line detection (information acquisition means)
  20 CPU (control means)
  20a Driver state determination unit (driver state determination means)
  22 CCD camera for photographing obstacles on the back side (information acquisition means)
  27 GPS sensor (information acquisition means)
  63 Driver monitor unit (Gaze behavior detection means)

Claims (4)

  1. Information acquisition means for acquiring information outside the vehicle;
    Display means provided at a predetermined position in the vehicle for displaying information obtained by the information obtaining means;
    Gaze behavior detecting means for detecting gaze behavior of the driver of the vehicle when the information is displayed on the display means;
    A driver state determination unit that determines a state of the driver based on a magnitude of a parameter related to the line-of-sight behavior of the driver detected by the line-of-sight behavior detection unit with respect to a determination threshold ;
    Control means for performing at least one of display control of the information and vehicle control based on the determination result by the driver state determination means ,
    The information displayed on the display means is displayed with an information amount corresponding to the degree of urgency,
    The vehicle control apparatus, wherein the driver state determination unit is configured to change the determination threshold according to an amount of information displayed on the display unit .
  2. The vehicle control device according to claim 1,
    The driver state determination means determines whether or not the driver's driving burden is large according to the driving state of the vehicle, and determines that the driver's driving burden is large. A vehicle control device configured to determine that a driver is in a normal state without performing determination of the state of the driver based on the magnitude of a parameter with respect to a determination threshold .
  3. The vehicle control device according to claim 1,
    The driver state determination means determines whether or not the driver's driving burden is large according to the driving environment of the vehicle, and determines that the driver's driving burden is large. A vehicle control device configured to determine that a driver is in a normal state without performing determination of the state of the driver based on the magnitude of a parameter with respect to a determination threshold .
  4. The vehicle control device according to claim 1,
    Driver condition determining means determines whether drivers to the information displayed on the display means is accustomed, when it is determined that the driver is accustomed, the parameters related to gaze behavior of the driver, the magnitude for determination threshold A vehicle control device configured to determine that the driver is in a normal state without performing determination of the state of the driver based on the above.
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