JP6303786B2 - Sound image localization controller - Google Patents

Description

  The present invention relates to a sound image localization control device.

  Conventionally, a technique is known in which a relative position of an obstacle behind a vehicle with respect to the host vehicle is detected, and a sound image is localized so that a driver of the vehicle can hear sound from the relative position.

Japanese Patent Laid-Open No. 5-58219

  However, according to the study of the present inventor, if the sound image is pointing in the direction of the obstacle correctly, the driver may erroneously grasp the traffic situation in some cases.

  Specifically, as an example of an obstacle, it is assumed that another vehicle exists in the lane next to the host vehicle and in the rear. If the distance from the host vehicle to the other vehicle is very far, the direction of the obstacle with respect to the direction directly behind the host vehicle becomes a very small angle. In this case, if the sound image is pointing in the direction of the other vehicle accurately, the driver feels that the other vehicle is in the same lane as the host vehicle. Whether or not the other vehicle is in the same lane as the own vehicle is an important traffic situation that affects the driver's driving judgment, and it is not preferable that the driver misrecognizes this.

  In view of the above points, the present invention detects the relative position of an obstacle behind the vehicle with respect to the host vehicle and localizes the sound image so that the driver of the vehicle can hear sound from the relative position. The purpose is to reduce the possibility of grasping.

In order to achieve the above object, the invention according to claim 1 is characterized in that a detection means (110) for detecting a relative position of the obstacle (20) behind the vehicle (10) with respect to the vehicle, and a direction directly behind the vehicle. Direction exaggeration means (120) for calculating a relative position after exaggeration from the relative position detected by the detection means so as to increase the direction of the obstacle as a reference, and a sound image presentation device (4, 5a to 4) for localizing a sound image 5f), and control means (130) for localizing a sound image so that the driver of the vehicle can hear the sound from the relative position after the exaggeration, and the relative position of the vehicle with respect to the right rear direction of the vehicle. orientation is the original angle, the a orientation exaggerated angle of the exaggerated after relative position of the behind direction as a reference of the vehicle, the sound image, wherein said is about the exaggerated large angle based on the angle larger A position control device.

  As described above, the sound image localization control device converts the relative position detected by the detection means to the post-exaggeration relative position by converting the relative position detected by the detection unit so that the azimuth direction of the obstacle with respect to the direction directly behind the vehicle is increased. The sound image is localized so that the sound can be heard. Therefore, even when the obstacle is in a different lane from the vehicle, the possibility that the driver erroneously determines that the obstacle is in the same lane as the vehicle is reduced.

  In addition, the code | symbol in the bracket | parenthesis in the said and the claim shows the correspondence of the term described in the claim, and the concrete thing etc. which illustrate the said term described in embodiment mentioned later. .

1 is a configuration diagram of a sound image localization control device 1 according to a first embodiment of the present invention. FIG. 3 is a diagram illustrating an arrangement example of speakers 5 a to 5 f on a host vehicle 10. It is a flowchart of the process which the control circuit of a sound image localization control apparatus performs. It is a figure of an angle conversion table. FIG. 6 is a diagram illustrating an azimuth θ ₀ before increase, an azimuth θ ₁ after increase, and an increase amount Δθ. It is a block diagram of the sound image localization control apparatus 1 which concerns on 2nd Embodiment. It is a figure of an angle conversion table. It is a block diagram of the sound image localization control apparatus 1 which concerns on 3rd Embodiment. It is a figure of an angle conversion table. It is a figure which shows an example of increase amount (DELTA) (theta) in the modification 1. FIG.

(First embodiment)
Hereinafter, an embodiment of the present invention will be described. As shown in FIG. 1, a sound image localization control device 1 according to this embodiment is mounted on a vehicle and includes an obstacle sensor 2, a control circuit 3, a three-dimensional sound generation circuit 4, and speakers 5a to 5f.

  The obstacle sensor 2 is a sensor for detecting an obstacle (another vehicle, a person, an object dropped on the road, etc.) around the vehicle (front, side, and rear, the same applies hereinafter). For example, a sonar radar group, a laser radar group, an in-vehicle camera that captures the surroundings of the vehicle, a road-to-vehicle communication device that receives obstacle information around the vehicle, and an inter-vehicle communication device that receives information on the other vehicle from other surrounding vehicles Any one of them may be realized, or a combination of a plurality of types may be realized.

  The control circuit 3 is a device that detects the position of an obstacle around the host vehicle based on the information acquired by the obstacle sensor 2 and controls the stereophonic sound generation circuit 4 according to the detection result. It can be realized using a microcomputer.

  The stereophonic sound generation circuit 4 is a device that localizes a sound image by outputting sound from the speakers 5 a to 5 f under the control of the control circuit 3, and can be realized using, for example, a microcomputer.

As shown in FIG. 2, the speakers 5 a to 5 f are arranged at different positions in the passenger compartment of the host vehicle 10 on which the sound image localization control device 1 is mounted. More specifically, the speakers 5a to 5f are respectively disposed on the front driver seat side, the front passenger seat side, the side right side, the side left side, the rear right side, and the rear left side in the vehicle interior. However, the arrangement and number of speakers are not limited to this, and may be other arrangements and numbers.
The stereophonic sound generation circuit 4 can localize the sound image by adjusting the timing at which sound is output from these speakers 5a to 5f.

  Hereinafter, the operation of the sound image localization control device 1 having the above configuration will be described. The control circuit 3 executes the process of FIG. 3 when the main power supply of the vehicle is on. The on / off of the main power supply of the vehicle corresponds to the on / off of the IG when the vehicle runs using the internal combustion engine as a power source, and the main switch turns on when the vehicle runs using only the electric motor as the power source. Fall off.

  In the process of FIG. 3, the control circuit 3 first determines in step 110 the direction of the obstacle around the host vehicle 10, the distance to the obstacle, and the object type of the obstacle based on the output from the obstacle sensor 2. Is detected.

  Here, the object type of the obstacle represents, for example, a two-wheeled vehicle, a four-wheeled vehicle, a person, a signboard, or the like. For example, when the obstacle sensor 2 is an in-vehicle camera that captures the surroundings of the vehicle, the control circuit 3 compares a template image of a two-wheeled vehicle, a four-wheeled vehicle, a person, and a signboard with a captured image output from the in-vehicle camera. Detect the presence of obstacles and the type of obstacles.

  The direction of the obstacle is one of the quantities representing the relative position of the obstacle with respect to the own vehicle 10, and the direction from the reference position in the own vehicle 10 to the obstacle is defined as a horizontal plane with respect to the direction directly behind the own vehicle 10. This is the amount expressed in angle. For example, when the obstacle sensor 2 is an in-vehicle camera that captures the surroundings of the vehicle, the control circuit 3 refers to a map in which the correspondence between the position and orientation in the captured image output from the in-vehicle camera is determined in advance. And detect. This map is created on the assumption that the vehicle is traveling on a horizontal road.

  Further, the distance to the obstacle is one of the amounts representing the relative position of the obstacle with respect to the host vehicle 10 and is the amount representing the linear distance from the reference position in the host vehicle 10 to the obstacle. For example, when the obstacle sensor 2 is a vehicle-mounted camera that captures the vehicle surroundings, the control circuit 3 extracts a characteristic portion (for example, a car license plate) corresponding to the detected object type from the captured image, Based on the extracted feature size, the distance to the obstacle is detected.

  The reference position in the host vehicle 10 may be, for example, the position where the obstacle sensor 2 is mounted, the driver's seat, or the center of the rear end of the host vehicle 10 in the left-right direction.

  In step 120, the orientation is exaggerated. Specifically, by referring to the angle conversion table stored in the memory (ROM) of the control circuit 3 in advance using the direction of the obstacle specified in step 110 and the distance to the obstacle as keys, An exaggeration angle (corresponding to an example of a relative position after exaggeration) corresponding to the key is calculated.

  FIG. 4 shows an example of the angle conversion table. In this table, the distance represents the distance to the obstacle identified in step 110, and the original angle represents the direction of the obstacle identified in step 110.

  When the original angle and the exaggerated angle are positive values, the original angle and the exaggerated angle indicate that they are directed rightward (counterclockwise as viewed from above) rather than just behind the host vehicle 10. Further, a negative value indicates that the vehicle 10 is facing leftward (clockwise as viewed from above) rather than just behind the host vehicle 10.

  For example, when the distance to the obstacle specified in step 110 is 30 m and the direction of the obstacle specified in step 110 is 10 °, the exaggerated angle is 20 °.

As can be seen from this table, the angle and the exaggerated angle have the same sign, and the absolute value of the exaggerated angle is larger than the absolute value of the original angle. That is, as shown in FIG. 5, the control circuit 3 exaggerates the orientation detected at step 110, that is, the original angle θ ₀ , at step 120 to an exaggerated angle θ ₁ .

  Subsequently, in step 130, the stereophonic sound generation circuit 4 is controlled based on the exaggerated angle obtained in step 120, and the sound image is localized so that the driver of the host vehicle 10 can hear the sound from the exaggerated angle.

  More specifically, the control circuit 3 outputs a signal indicating an exaggerated angle to the stereophonic sound generation circuit 4. Upon receiving this signal, the stereophonic sound generation circuit 4 controls the timing, intensity, and frequency characteristics of the sounds output from the speakers 5a to 5f so that the driver of the host vehicle 10 can hear the sound from the exaggerated angle indicated by the signal. To localize the sound image. The sound output from the speakers 5a to 5f may be, for example, a sine wave having a specific audible frequency.

  Various known techniques are used as a technique for localizing a sound image at a desired position. For example, a technique using HRTF (head related transfer function) (transoral or the like) may be used. Alternatively, a wavefront synthesis method such as WFS (Wave Field Synthesis) or HOA (High Order Ambisonics) may be used.

  In step 120, the control circuit 3 may also reflect the distance detected in step 110 in the position where the sound image is localized. In this case, the control circuit 3 outputs the distance itself detected in step 110 or the distance 1/100 of the distance detected in step 110 so that the sound image can be accommodated in the vehicle interior together with the exaggerated direction to the stereophonic sound generation circuit 4. To do. The stereophonic sound generation circuit 4 that receives these controls the timing, intensity, and frequency characteristics of the sound output from the speakers 5a to 5f so that the driver of the host vehicle 10 can hear the sound from the received exaggerated angle and the received distance. Then, the sound image is localized.

  Furthermore, in step 120, the control circuit 3 may reflect the object type detected in step 110 on the sound output from the speakers 5a to 5f. In this case, the control circuit 3 extracts sound data corresponding to the object type detected in step 110. For example, if the object type detected in step 110 is a motorcycle, the engine sound of the motorcycle is extracted. Then, the extracted sound data is output to the stereophonic sound generation circuit 4 together with the above-described exaggerated distance (and distance in some cases). Then, the stereophonic sound generation circuit 4 uses the sound represented by the audio data as the sound that localizes the sound image.

  As shown in FIG. 5, when the distance from the own vehicle 10 to the other vehicle 20 (an example of an obstacle) is very far, the direction of the obstacle with respect to the direction directly behind the own vehicle has a very large angle. It will be small. For example, if the distance from the host vehicle 10 to the other vehicle 20 is 30 meters, even if the other vehicle 20 is in a different lane from the host vehicle, the direction of the detected other vehicle 20 is less than 10 °.

  In this case, if the sound image is pointing in the direction of the other vehicle 20 accurately, the driver will feel that the other vehicle 20 is in the same lane as the host vehicle 10. Whether or not the other vehicle 20 is in the same lane as the host vehicle 10 is an important traffic situation that affects the driver's driving judgment. For example, in the determination of the lane change of the host vehicle 10, the determination result is greatly different between the other vehicle 20 behind in the next lane and the same lane as the host vehicle 10. Therefore, it is basically undesirable for the driver to misrecognize whether or not the other vehicle 20 is in the same lane as the host vehicle 10.

  Therefore, as described above, the control circuit 3 of the sound image localization control device 1 exaggerates the detected relative position (original angle) by converting the detected relative position (original angle) so that the azimuth of the obstacle with respect to the direction directly behind the host vehicle 10 is increased. The rear relative position (exaggeration angle) is set, and the sound image is localized so that sound can be heard from the post-exaggeration relative position. Therefore, even when the obstacle is in a different lane from the vehicle, the possibility that the driver erroneously determines that the obstacle is in the same lane as the vehicle is reduced.

  Further, as can be seen from this table, if the distance is different even if the original angle is the same, the increase amount Δθ (see FIG. 5) of the exaggerated angle relative to the absolute value of the original angle changes. More specifically, the increase amount of the absolute value of the exaggerated angle with respect to the absolute value of the original angle increases as the distance increases even if the original angle is the same, that is, as the distance from the vehicle 10 to the obstacle increases. This is because the possibility that the other vehicle 20 is in the same lane as the host vehicle 10 increases as the distance is short even if the original angle is the same.

  Further, as can be seen from this table, if the original angle is different even if the distance is the same, the increase amount Δθ of the absolute value of the exaggerated angle with respect to the absolute value of the original angle changes. More specifically, the increase amount of the absolute value of the exaggerated angle with respect to the absolute value of the original angle becomes smaller as the absolute value of the original angle increases, that is, as the absolute value of the azimuth before the increase increases, even if the distance is the same. . This is because if the absolute value of the original angle is large even if the distance from the host vehicle 10 to the other vehicle 20 is the same, the other vehicle 20 is in the lane next to the host vehicle 10 without exaggerating the direction so much. This is because the possibility that the driver will judge is high.

  However, when the original angle is a very narrow range centered on zero (for example, -1 ° or more and 1 ° or less), it is considered that the other vehicle 20 is in the same lane as the own vehicle 10, and therefore the absolute value of the original angle. The increase amount Δθ of the absolute value of the exaggeration angle with respect to is set to zero.

  In addition, when the distance is in a very short range, the driver can almost accurately grasp from the sound whether the other vehicle 20 is in the same lane as the own vehicle 10 or in a different lane without exaggerating the detected direction. It is thought that you can. Therefore, even when the distance to the other vehicle 20 detected in step 110 is in a very short range (for example, 5 m or less or 10 m or less), the increase amount Δθ of the absolute value of the exaggerated angle with respect to the absolute value of the original angle is calculated. Zero.

  When the absolute value of the original angle is large to some extent, it is considered that the driver can grasp from the sound that the other vehicle 20 is in a different lane from the own vehicle 10 without exaggerating the detected direction. Therefore, even when the absolute value of the azimuth (original angle) to the other vehicle 20 detected in step 110 is large to some extent (for example, in the case of 45 ° to 135 °), the absolute value of the exaggerated angle with respect to the absolute value of the original angle The increase amount Δθ is set to zero. That is, the control circuit 3 exaggerates the detected direction of the other vehicle 20 only when the other vehicle 20 is behind.

  Further, when the absolute value of the original angle is in front of the vehicle, if the detected direction is exaggerated, the direction of the obstacle viewed by the driver and the direction of the obstacle heard by the sound may be shifted. That is, if the control for exaggerating the direction is performed on an obstacle ahead of the host vehicle 10, there is a possibility that a deviation occurs between the visual information and the sound information, and the driver may be confused. For this reason, the control for exaggerating the direction is particularly effective when there are obstacles in the blind spots such as the back and sides where the driver cannot see. Therefore, even when the absolute value of the heading (original angle) to the other vehicle 20 detected in step 110 is 120 ° or more (that is, when the obstacle is outside the blind spot range of the driver), the exaggeration of the absolute value of the original angle is exaggerated. The increase amount Δθ of the absolute value of the angle is set to zero.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. The present embodiment is obtained by adding the following changes to the first embodiment.

  First, as shown in FIG. 6, the sound image localization control device 1 of the present embodiment is obtained by adding a driving roughness detection sensor 6 to the sound image localization control device 1 of the first embodiment. The driving roughness detection sensor 6 is a sensor for detecting the driving roughness (roughness) of the driver of the host vehicle 10. Specifically, the driving roughness detection sensor 6 includes a steering sensor that detects the angle (steering angle) of the steering wheel, an accelerator pedal sensor that detects the amount of depression of the accelerator pedal, and a brake pedal sensor that detects the amount of depression of the brake pedal. Etc. Further, the driving roughness detection sensor 6 includes a well-known vehicle speed sensor and a VICS (VICS is a registered trademark) information receiving device that receives information on the presence or absence of traffic regulation such as a temporary stop. Including a front camera to photograph the front of the camera.

  Further, in addition to the processing of FIG. 3, the control circuit 3 of the present embodiment, based on the output from the driving roughness detection sensor 6 during traveling of the host vehicle 10, determines the driving roughness of the driver (driving operation state of the driver). (Corresponding to an example). For example, the driving roughness of the driver is determined based on a signal output from the driving roughness detection sensor 6 in a past predetermined period (a period that goes back 15 minutes from the present). Specifically, in the past predetermined period, the average value A of the time from when the accelerator pedal is depressed to the maximum amount of depression, the average value C of the time from when the steering angle begins to change to the maximum, the brake pedal The average value C of the time from the start of stepping to the maximum stepping amount is calculated. Then, based on each calculated average value, a driving roughness level is determined. The roughness level is an index indicating that the higher the level is, the more rough the operation is. The lower the average value A, the higher the level, the higher the average value B, the higher the level, and the lower the average value C.

  Further, the control circuit 3 may determine the roughness level by a diagnostic method as described in JP 2010-38645 A.

  For example, the control circuit 3 may specify the acceleration scene of the host vehicle 10 based on the output of the accelerator pedal sensor. In that case, the control circuit 3 obtains the ratio of the number of occurrences of the acceleration and the change rate of the acceleration exceeding the threshold before and after the acceleration scene to the total number of occurrences of the acceleration scene, and the higher the ratio, the higher the roughness level. May be set higher. For example, the control circuit 3 may set the roughness level higher as the number of sudden brakings is larger based on the output of the brake pedal sensor.

  Further, for example, the control circuit 3 determines whether or not a pause is made at a place where the vehicle should be paused based on the output of the vehicle speed sensor, and the roughness level increases as the number of times where the pause is not made at the place where the vehicle should be paused increases. May be set higher. Whether or not the location is to be temporarily stopped is determined based on traffic information received from the VICS service fixed station by the VICS information receiving apparatus. Moreover, if the information regarding traffic regulation is memorize | stored in the map data in the memory (for example, flash memory) of the control circuit 3, it can also judge based on the information.

  Further, for example, the control circuit 3 determines that the distance (that is, the inter-vehicle distance) with the other vehicle traveling in front of the host vehicle in the same travel lane as the host vehicle 10 is a predetermined distance or more in a predetermined travel section (travel distance). The ratio of the distance traveled in such a state may be calculated, and the roughness level may be set higher as the ratio decreases.

  Further, the control circuit 3 of the present embodiment performs the same processing as that of the first embodiment in steps 110 and 130 in the processing of FIG. In step 120, the orientation is exaggerated in the same manner as in the first embodiment, but the exaggeration method is different.

  Specifically, in addition to the obstacle direction and distance to the obstacle specified in step 110, the latest roughness level specified as described above is used as a key and stored in the memory (ROM) of the control circuit 3 in advance. The exaggerated angle corresponding to the key is calculated by referring to the angle conversion table.

  FIG. 7 shows an example of the angle conversion table in the present embodiment. In this table, the distance represents the distance to the obstacle identified in step 110, and the original angle represents the direction of the obstacle identified in step 110.

  The feature of the relationship between the increase amount Δθ and the distance and the feature of the relationship between the increase amount Δθ and the original angle in the present embodiment are the same as those in the first embodiment. However, in addition to these features, in this embodiment, as shown in FIG. 7, even if the distance and the original angle are the same, the higher the roughness level, the larger the increase in the absolute value of the exaggerated angle relative to the absolute value of the original angle is. growing.

  This is because drivers with rough driving tend to interpret the surrounding traffic conditions in a way that is convenient to them. Such a driver increases the amount of increase Δθ as described above because there is a high possibility that the driver will not interpret it as being in a different lane from the own vehicle 10 by slightly exaggerating the direction of the other vehicle 20 behind. This reduces the possibility that the driver will erroneously determine that the obstacle is in the same lane as the vehicle.

(Third embodiment)
Next, a third embodiment of the present invention will be described. This embodiment adds the following changes with respect to 1st, 2nd embodiment.

  First, as shown in FIG. 8, the sound image localization control device 1 according to the present embodiment is obtained by adding a focus detection sensor 7 to the sound image localization control device 1 according to the first and second embodiments. The sensor 7 for detecting the impatience is a sensor for detecting the impatience that is the psychological state of the driver of the host vehicle 10. Specifically, the sensor 7 for detecting the impatience is the same as the steering sensor, the accelerator pedal sensor, and the brake pedal sensor in the second embodiment, a GPS receiver that identifies the current position of the host vehicle 10, and a direction indication of the host vehicle 10 A blinker sensor for detecting the operation of the vessel is included. Further, the detection sensor 7 includes a well-known vehicle speed sensor, yaw rate sensor, lateral acceleration sensor, and millimeter wave radar sensor, and further includes a front camera that captures the front of the host vehicle 10.

  Further, in addition to the processing of FIG. 3, the control circuit 3 of the present embodiment, based on the output from the sensor 7 for detecting the impendingness of the host vehicle 10, Corresponding). The impatience level is an index indicating that the higher the impatience level of the driver, the higher the impatience level.

  Any known method may be used as a method for identifying the driver's impatience level. For example, based on the output from the impetus detection sensor 7, the host vehicle 10 and a straight oncoming vehicle during a right turn action at an intersection The impatience level is specified according to the relationship.

  Specifically, the time required for the host vehicle 10 to reach a straight oncoming vehicle at the time of a right turn at the intersection (oncoming vehicle arrival time) is calculated each time the intersection turns right, and the latest value of these oncoming vehicle arrival times is The shorter the setting, the higher the impatience level. Hereinafter, a method for specifying the impatience level by this method will be described. This method is a known method described in Japanese Patent Application Laid-Open No. 2007-128227.

  The control circuit 3 specifies the current position and the traveling direction of the host vehicle 10 based on the output from the GPS receiver. Then, based on the map database recorded in the memory (for example, flash memory) of the control circuit 3, it is determined whether or not the current position of the host vehicle 10 is in the intersection area or in the vicinity of the intersection. When the host vehicle 10 is in the intersection area or in the vicinity of the intersection, the control circuit 3 determines that the impatience level can be determined, and performs a right turn action determination process.

  In the right turn action determination process, the control circuit 3 determines whether or not the driver turns on the right turn instruction based on the output of the turn signal sensor. And when the right turn instruction | indication is turned on, it is determined whether the steering angle exceeded the neutral range based on the output from a steering sensor. When the neutral range is exceeded (that is, when the steering wheel is operated), it is determined whether the brake pedal is off and the accelerator pedal is on based on outputs from the brake pedal sensor and the accelerator pedal sensor. judge. When the brake pedal is off and the accelerator pedal is on (that is, when a start operation is performed), the control circuit 3 determines that the host vehicle is based on outputs from the vehicle speed sensor, the yaw rate sensor, and the lateral acceleration sensor. 10 determines whether or not the vehicle has started turning in the right direction (the vehicle speed increases from 0 (start acceleration), the speed in the right rotation direction is generated as the yaw rate, and the acceleration in the right direction is generated as the lateral acceleration)). When it is determined that turning in the right direction is to be started, the control circuit 3 determines that the host vehicle 10 is making a right turn action, and executes an oncoming vehicle arrival time calculation process.

  In the oncoming vehicle arrival time calculation process, the control circuit 3 recognizes the oncoming vehicle traveling in the oncoming lane based on the front image captured by the front camera. When the oncoming vehicle can be recognized, the control circuit 3 calculates the distance to the recognized oncoming vehicle based on the output of the millimeter wave radar sensor at regular intervals. Then, the control circuit 3 calculates the relative speed between the host vehicle 10 and the oncoming vehicle from the distance change based on the distance from the oncoming vehicle at regular time intervals, and calculates the distance from the oncoming vehicle as the relative speed with the oncoming vehicle. The time until the vehicle reaches the oncoming vehicle is calculated and specified as the oncoming vehicle arrival time.

  The control circuit 3 calculates the oncoming vehicle arrival time each time the host vehicle 10 makes a right turn at the intersection in this way, and the impatience level is smaller as the latest value is smaller based on the latest value of the oncoming vehicle arrival time. Set high.

  Further, the control circuit 3 of the present embodiment performs the same processing as in the first and second embodiments in steps 110 and 130 in the processing of FIG. In step 120, the orientation is exaggerated in the same manner as in the first and second embodiments, but the exaggeration method is different.

  Specifically, in addition to the direction of the obstacle specified in step 110 and the distance to the obstacle (and the roughness level in the second embodiment), the control circuit is preliminarily set using the latest focus level specified as described above as a key. The exaggerated angle corresponding to the key is calculated by referring to the angle conversion table stored in the memory (ROM) 3 of FIG.

  FIG. 9 shows an example of an angle conversion table in the present embodiment. In this table, the distance represents the distance to the obstacle identified in step 110, and the original angle represents the direction of the obstacle identified in step 110.

  The feature of the relationship between the increase amount Δθ and the distance and the feature of the relationship between the increase amount Δθ and the original angle in the present embodiment are the same as those in the first and second embodiments. In the present embodiment, in addition to these features, as shown in FIG. 9, even if the distance and the original angle are the same, the increase amount of the absolute value of the exaggerated angle with respect to the absolute value of the original angle increases as the focus level increases. .

  This is because drivers with a high degree of impatience tend to interpret surrounding traffic conditions in a way that is convenient to them. Such a driver increases the amount of increase Δθ as described above because there is a high possibility that the driver will not interpret it as being in a different lane from the own vehicle 10 by slightly exaggerating the direction of the other vehicle 20 behind. This reduces the possibility that the driver will erroneously determine that the obstacle is in the same lane as the vehicle.

  In each of the above embodiments, the control circuit 3 functions as an example of a detection unit by executing Step 110 of FIG. 3, and functions as an example of an orientation exaggeration unit by performing Step 120. When executed, it functions as an example of a control means.

(Other embodiments)
In addition, this invention is not limited to above-described embodiment, In the range described in the claim, it can change suitably. Further, the above embodiments are not irrelevant to each other, and can be combined as appropriate unless the combination is clearly impossible. In each of the above-described embodiments, it is needless to say that elements constituting the embodiment are not necessarily indispensable except for the case where it is clearly indicated that the element is essential and the case where the element is clearly considered essential in principle. Yes. Further, in each of the above embodiments, when numerical values such as the number, numerical value, quantity, range, etc. of the constituent elements of the embodiment are mentioned, it is clearly limited to a specific number when clearly indicated as essential and in principle. The number is not limited to the specific number except for the case. Further, in each of the above embodiments, when referring to the shape, positional relationship, etc. of the component, etc., the shape, unless otherwise specified and in principle limited to a specific shape, positional relationship, etc. It is not limited to the positional relationship or the like. For example, the following modifications are allowed. In addition, the following modifications can select application and non-application to the said embodiment each independently. In other words, any combination of the following modifications can be applied to the above-described embodiment.

(Modification 1)
In each of the above embodiments, the increase amount Δθ of the absolute value of the exaggerated angle with respect to the absolute value of the original angle is the distance to the obstacle, the original angle itself (first to third embodiments), the driving roughness level (second, 3rd Embodiment), it changes according to the driver's impatience level (3rd Embodiment). However, the increase amount Δθ may be changed according to an amount other than the above amount.

  For example, the control circuit 3 may change the increase amount Δθ based on the shape of the road on which the host vehicle 10 is currently traveling. When the rear obstacle is in the adjacent lane and the road is curved in the direction opposite to the left and right direction where the obstacle is located, Δθ is set high. For example, as shown in FIG. 10, when the other vehicle 20 (rear obstacle) is in the lane on the right side of the host vehicle 10 and the road on which the host vehicle 10 is currently traveling is curved to the left side, Δθ is set higher than that in the case of straight extension.

This is because when the road curves to the opposite side of the obstacle, even if the other vehicle 20 is in the same distance and the same lane from the vehicle 10 as compared to the case where the road is straight. This is because the original angle θ ₀ becomes small. On the other hand, the driver wants to feel that the other vehicle 20 in the adjacent lane is in the adjacent lane, whether the road is straight or curved.

  Information on the shape of the road on which the host vehicle 10 is currently traveling may be acquired from map data in a memory (for example, a flash memory) of the control circuit 3. Or you may specify using image processing techniques, such as a white line detection, from the picked-up image of the camera mounted in the own vehicle 10 and image | photographing the front or back from the own vehicle. Alternatively, it may be specified based on the angle (steering angle) of the steering handle of the host vehicle 10.

(Modification 2)
In the above embodiment, the azimuth and the distance are specified as the relative position of the obstacle with respect to the host vehicle 10, and further, the exaggeration angle and the above-mentioned are obtained by converting the azimuth (original angle) into the exaggeration angle. The relative position after exaggeration consisting of the distance is calculated.

  However, as the relative position of the obstacle with respect to the host vehicle 10, the three-dimensional position coordinates of the obstacle with respect to the host vehicle 10 may be specified. Even in this case, the post-exaggeration relative position may be calculated such that the azimuth of the obstacle with respect to the detected vehicle's relative position as a reference is increased.

(Modification 3)
Japanese Patent Laid-Open No. 2000-235684 discloses a method of correcting a sound image position on a perception according to a viewing angle, matching a direction of a visual external object with a sound image direction on a perception, and recognizing the object accurately. The technology for the purpose is described.

  In this technology, the direction of the detected obstacle is corrected so as to increase as the vehicle speed increases, but this is only a correction for the visual direction of the obstacle (the correct direction) to coincide with the auditory direction. That is, the correction is performed to accurately localize the sound at the position of the obstacle. On the other hand, in the present invention, in order to clearly recognize that the obstacle is in another lane, the sound is intentionally localized in a direction deviating from the actual position of the obstacle.

  As described above, the technique disclosed in Japanese Patent Laid-Open No. 2000-235684 and the present invention have completely different purposes, and this is reflected in the difference in configuration. That is, in the technique of Japanese Patent Laid-Open No. 2000-235684, the azimuth is corrected only in the range that can be seen by the driver (front of the vehicle), whereas in the present invention, the azimuth of the obstacle behind the vehicle is converted. Yes. In the first to third embodiments, the increase amount Δθ does not change even when the vehicle speed changes.

  The technique described in Japanese Patent Laid-Open No. 2000-235684 is applied to the first to third embodiments, and the direction detected for the obstacle ahead of the host vehicle 10 is changed by a change amount corresponding to the vehicle speed. Also good.

(Modification 4)
Japanese Patent Application Laid-Open No. 4-246798 discloses a technique for providing a three-dimensional sound field alarm device that can accurately notify the driver of the position and direction of an obstacle by a sound image even if the direction in which the driver faces changes. Is described. With this technology, the direction of the obstacle can be accurately localized by correcting the direction of the detected obstacle according to the orientation of the driver's face, but this only accurately reproduces the direction of the obstacle. This is a correction for making the sound accurately locate at the position of the obstacle. On the other hand, in the present invention, in order to clearly recognize that the obstacle is in another lane, the sound is intentionally localized in a direction deviating from the actual position of the obstacle.

  As described above, the technique of Japanese Patent Application Laid-Open No. 4-246798 and the present invention have completely different purposes, and this is reflected in the difference in configuration. Actually, Japanese Patent Application Laid-Open No. 4-246798 does not describe calculating the relative position after exaggeration so that the direction of the obstacle is increased with reference to the direction directly behind the vehicle. In the first to third embodiments, the increase amount Δθ does not change even if the driver's face orientation changes.

  Note that the technique described in Japanese Patent Laid-Open No. 4-246798 is applied to the first to third embodiments, and the direction detected for the obstacle ahead of the host vehicle 10 is corrected according to the direction of the driver's face. May be. However, also in this case, in the present invention, the post-exaggeration relative position is calculated based on the corrected azimuth so that the azimuth of the obstacle with reference to the direction directly behind the vehicle is increased.

DESCRIPTION OF SYMBOLS 1 Sound image localization control apparatus 3 Control circuit 4 Stereophonic sound generation circuit 5a-5f Speaker 10 Own vehicle 20 Other vehicle (obstacle)

Claims (5)

Detection means (110) for detecting a relative position of the obstacle (20) behind the vehicle (10) with respect to the vehicle;
Azimuth exaggeration means (120) for calculating a relative position after exaggeration from the relative position detected by the detection means so that the azimuth of the obstacle relative to the direction directly behind the vehicle is increased;
Control means (130) for controlling the sound image presenting device (4, 5a to 5f) for localizing the sound image so that the driver of the vehicle can hear the sound from the relative position after the exaggeration ,
The azimuth of the relative position with respect to the direction directly behind the vehicle is the original angle,
The azimuth of the relative position after the exaggeration relative to the direction directly behind the vehicle is an exaggeration angle,
The sound image localization control apparatus, wherein the exaggerated angle is larger as the original angle is larger .   In the calculation of the post-exaggeration relative position, the azimuth exaggerating means increases the amount of increase in the azimuth of the obstacle relative to the direction directly behind the vehicle as the distance from the vehicle to the obstacle increases. The sound image localization control apparatus according to claim 1, wherein   The azimuth exaggerating means reduces the increase amount of the azimuth of the obstacle with respect to the right rear direction of the vehicle as the azimuth before the increase is larger in the calculation of the relative position after the exaggeration. The sound image localization control apparatus according to 1 or 2. In the calculation of the post-exaggeration relative position, the azimuth exaggeration means changes an increase amount of the azimuth of the obstacle based on the direction directly behind the vehicle according to the driving operation state of the driver or the driver's impatience level . The sound image localization control apparatus according to any one of claims 1 to 3, wherein the sound image localization control apparatus according to any one of claims 1 to 3 is provided. In the calculation of the post-exaggeration relative position, the azimuth exaggeration means changes the amount of increase in the azimuth of the obstacle based on the direction directly behind the vehicle according to the shape of the road on which the vehicle is traveling. The sound image localization control apparatus according to any one of claims 1 to 4, wherein

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