JP7101053B2 - Information presentation method and information presentation device - Google Patents

Description

The present invention relates to an information presentation method and an information presentation device.

Conventionally, in order to make the driver aware of a risk target such as a pedestrian, a light emitting part is provided at the lower end of the windshield, and the light emitting part is made to emit light within the range in which the risk target exists when viewed from the driver. An information presentation device that guides the driver's line of sight toward a risk target is known (see Patent Document 1).

International Publication No. 2016/157892

However, in the information presenting device described in Patent Document 1, light emission control is performed in consideration of the viewpoint of the driver, but the viewpoint of the passenger is not considered. Therefore, it may be difficult for the passenger to grasp the recognition status of the risk target by the driver even if he / she directly visually recognizes the driver.

An object of the present invention is to provide an information presenting method and an information presenting device capable of easily grasping a passenger's perception of a risk target by a driver.

The information presentation method and the information presentation device according to one aspect of the present invention detect a risk target existing around the vehicle, detect the state of the driver of the vehicle, detect the risk target, and the state of the driver. It is characterized in that the recognition status of the risk target by the driver is presented to the passengers of the vehicle based on the detection result.

According to the present invention, since the recognition status of the risk target by the driver is presented to the passenger, the information presentation method and information that can make the passenger easily grasp the recognition status of the risk target by the driver. A presentation device can be provided.

It is a block diagram which shows an example of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows an example of the driving scene to which the information presenting apparatus which concerns on embodiment of this invention is applied. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on embodiment of this invention. It is a flowchart of an example of the information presentation method which concerns on embodiment of this invention. It is a flowchart of an example of the light emission control processing which concerns on embodiment of this invention. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on 1st modification of embodiment of this invention. It is a schematic diagram which shows an example of the running scene to which the information presenting apparatus which concerns on the 2nd modification of embodiment of this invention is applied. It is a schematic diagram which shows the state around the light emitting part of the information presenting apparatus which concerns on the 2nd modification of embodiment of this invention. It is a flowchart of an example of a risk target selection process which concerns on the 2nd modification of the Embodiment of this invention. It is a flowchart of an example of the light emission control processing which concerns on the 3rd modification of the Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings below, the same or similar reference numerals are attached to the same or similar parts.

(Information presentation device)
The information presenting device according to the embodiment of the present invention can be mounted on a vehicle (hereinafter, the vehicle on which the information presenting device according to the embodiment of the present invention is mounted is referred to as "own vehicle"). As shown in FIG. 1, the information presentation device according to the embodiment of the present invention includes a controller 1, a storage device 2, a positioning device 3, a vehicle sensor 4, a peripheral sensor 5, an occupant sensor 6, a presentation device 7, and an output device 8. It includes a vehicle control device 9 and an actuator 10. The controller 1 and the storage device 2, the positioning device 3, the vehicle sensor 4, the surrounding sensor 5, the occupant sensor 6, the presentation device 7, the output device 8, and the vehicle control device 9 are wired or connected to a controller area network (CAN) bus or the like. Data and signals can be sent and received wirelessly.

The storage device 2 may be, for example, a semiconductor storage device, a magnetic storage device, an optical storage device, or the like. The storage device 2 may be built in the controller 1. The storage device 2 includes a map storage unit 21 that stores map data. The map data stored in the map storage unit 21 may be, for example, high-precision map data (high-precision map).

The high-precision map is suitable as a map for automatic driving. The high-precision map is map data with higher accuracy than the map data for navigation (navigation map), and includes information in lane units that is more detailed than information in road units. For example, in a high-precision map, lane-based information includes lane node information indicating a reference point on a lane reference line (for example, a central line in a lane) and lane link information indicating a lane section mode between lane nodes. including. The lane node information includes the identification number of the lane node, the position coordinates, the number of connected lane links, and the identification number of the connected lane link. The lane link information includes information such as the lane link identification number, lane type, lane width, lane shape, lane boundary type, lane boundary shape, and lane reference line shape.

High-precision maps also include the types and location coordinates of features such as traffic lights, stop lines, signs, buildings, utility poles, curbs, and pedestrian crossings that exist on or near the lane, and lane nodes that correspond to the location coordinates of the features. Includes feature information such as identification numbers for lane links and identification numbers for lane links. Since the high-precision map includes node and link information for each lane, it is possible to identify the lane in which the own vehicle travels in the travel route. The high-precision map has coordinates that can represent positions in the extending direction and the width direction of the lane. A high-precision map has coordinates (eg, longitude, latitude and altitude) that can represent a position in three-dimensional space, and a lane or the feature can be described as a shape in three-dimensional space.

The map data database is managed by a server different from the information presenting device, the updated map data difference data is acquired through, for example, a telematics service, and the map data stored in the map storage unit 21 is updated. You may. Further, the map data may be acquired by a telematics service such as vehicle-to-vehicle communication or road-to-vehicle communication according to the position where the own vehicle is traveling. By using the telematics service, it is not necessary for the own vehicle to have map data having a large data capacity, and the memory capacity can be suppressed. In addition, since the updated map data can be acquired by using the telematics service, it is possible to accurately grasp the actual driving conditions such as changes in the road structure and the presence or absence of a construction site. Further, by using the telematics service, it is possible to use the map data created based on the data collected from a plurality of other vehicles other than the own vehicle, so that accurate information can be grasped.

The positioning device 3 may be configured by, for example, a global positioning system (GPS) receiver, or may be configured by another global positioning system (GNSS) receiver. The positioning device 3 receives radio waves from a plurality of navigation satellites, acquires the current position (self-position) of the own vehicle, and outputs the acquired current position of the own vehicle to the controller 1.

The vehicle sensor 4 is a sensor that detects the current position and running state (behavior) of the own vehicle. The vehicle sensor 4 may be, for example, a vehicle speed sensor, an acceleration sensor, a gyro sensor, and a yaw rate sensor, but the type and number of the vehicle sensors 4 are not limited thereto. The vehicle speed sensor may detect the vehicle speed based on the wheel speed of the own vehicle and output the detected vehicle speed to the controller 1. The acceleration sensor may detect acceleration in the front-rear direction, vehicle width direction, and the like of the own vehicle, and output the detected acceleration to the controller 1. The gyro sensor may detect the angular velocity of the own vehicle and output the detected angular velocity to the controller 1. For example, the yaw rate sensor may detect the rotational angular velocity (yaw rate) around the vertical axis passing through the center of gravity of the own vehicle, and output the detected yaw rate to the controller 1.

The surrounding sensor 5 is a sensor that detects the surrounding environment (surrounding condition) of the own vehicle. The peripheral sensor 5 may be, for example, a camera, a radar, a communication device, or the like, but the type and number of the peripheral sensors 5 are not limited thereto. The camera used as the ambient sensor 5 may be, for example, a CCD camera or the like. The camera may be a monocular camera or a stereo camera. The camera captures the surrounding environment of the own vehicle, and from the captured image, the relative position of the object such as another vehicle, pedestrian, or bicycle and the own vehicle, the distance between the object and the own vehicle, and the lane boundary line (white line) on the road. It detects road structures such as pedestrians and pedestrians as data on the surrounding environment of the own vehicle, and outputs the detected data on the surrounding environment to the controller 1.

The radar used as the ambient sensor 5 may be, for example, a millimeter wave radar, an ultrasonic radar, a laser lane difinder (LRF), or the like. The radar detects the relative position between the object and the own vehicle, the distance between the object and the own vehicle, the relative speed between the object and the own vehicle, the relative acceleration, etc. as the data of the surrounding environment of the own vehicle, and the detected surrounding environment. The data is output to the controller 1. The communication device used as the surrounding sensor 5 performs vehicle-to-vehicle communication with other vehicles, road-to-vehicle communication with roadside units, communication with a traffic information center, etc., and thereby the surrounding environment of the own vehicle including the risk target. Data may be received and the received data of the surrounding environment may be output to the controller 1.

The occupant sensor 6 is arranged in the vehicle interior, for example, and detects the states of the driver and the passenger, respectively. The occupant sensor 6 may be composed of one sensor that collectively detects the states of the driver and the passenger, or may be composed of two sensors that detect the states of the driver and the passenger, respectively. .. The occupant sensor 6 may be composed of, for example, an infrared light source that irradiates infrared light and an infrared camera that captures the faces of the driver and passengers who are irradiated with infrared light.

For example, the occupant sensor 6 uses line-of-sight information including the position coordinates of the driver's viewpoint and the line-of-sight direction as at least a part of the driver's state from the direction of the driver's face, the position of the inner corner of the eye, the iris, the position of the pupil, and the like. To detect. Further, the occupant sensor 6 may detect the driver's eye opening rate (eye opening degree) as a part of the driver's state. Further, the occupant sensor 6 is composed of a wearable device worn by the driver, and detects biological information such as the driver's pulse rate, heart rate, body temperature, blood pressure, and sweating as a part of the driver's state. You may.

As in the case of the driver, the occupant sensor 6 obtains line-of-sight information including the position coordinates of the passenger's viewpoint and the line-of-sight direction from the direction of the passenger's face, the inner corner of the eye, the iris, the position of the pupil, and the like. Detect as at least part of the condition. Further, the occupant sensor 6 may detect the eye opening rate (eye opening degree) of the driver and the passenger as a part of the passenger's state. Further, the occupant sensor 6 is composed of a wearable device worn on the passenger, and detects biological information such as the passenger's pulse rate, heart rate, body temperature, blood pressure, and sweating as a part of the passenger's condition. You may.

The controller 1 is a processing circuit such as an electronic control unit (ECU) that performs arithmetic logical operations of processing necessary for traveling support of the own vehicle. For example, the controller 1 may include, for example, a processor, a storage device, and an input / output I / F. The processor may be an arithmetic logic unit (ALU), a control circuit (control device), a central processing unit (CPU) including various registers, or a microprocessor equivalent thereto. The storage device built-in or externally attached to the controller 1 may be a semiconductor memory, a disk medium, or the like, and may include a storage medium such as a register, a cache memory, and a ROM and a RAM used as the main storage device. For example, the processor of the controller 1 executes information processing by the information presenting device described below by executing a program stored in advance in the storage device.

For example, the controller 1 may output guidance information based on the map data stored in the map storage unit 21 by voice or the like from the output device 8 and present it to a occupant such as a driver. Further, for example, the controller 1 may provide running support for the own vehicle. For example, driving support may be automatic driving in which the own vehicle is automatically driven without the involvement of the driver, and at least one of driving, braking, and steering is controlled so as to support manual driving by the driver. It may be driving support.

When implementing driving support, the controller 1 generates a traveling route for driving the own vehicle based on the map data stored in the map storage unit 21. The travel route may include a travel locus in lane units as well as a travel route in units of roads from the current location of the own vehicle to the destination. The travel locus may also include a travel control profile such as a speed profile. For example, the controller 1 identifies the position of the own vehicle on the map data, and generates a traveling route (traveling locus) so as to be drawn in the lane based on the position of the own vehicle. The travel path (travel locus) may be generated so as to pass through the center of the lane, for example. The controller 1 outputs the generated travel route to the vehicle control device 9.

The vehicle control device 9 may be configured by an ECU such as an advanced driver assistance system (ADAS) that controls the travel of the own vehicle. The vehicle control device 9 includes a processor and peripheral parts such as a storage device. The processor may be, for example, a CPU or an equivalent microprocessor. The storage device may include any of a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device may include a memory such as a register, a cache memory, a ROM and a RAM used as a main storage device. The vehicle control device 9 may be realized by a functional logic circuit set in a general-purpose semiconductor integrated circuit. For example, the vehicle control device 9 may have a programmable logic device (PLD) such as a field programmable gate array (FPGA).

The vehicle control device 9 calculates the control amount of the actuator 10 so that the own vehicle travels on the travel path generated by the controller 1. The vehicle control device 9 transmits the calculated control amount to the actuator 10. The actuator 10 controls the traveling of the own vehicle in response to a control signal from the vehicle control device 9. The actuator 10 may be, for example, a drive actuator, a brake actuator and a steering actuator. The drive actuator may be, for example, an electronically controlled throttle valve, and controls the accelerator opening degree of the own vehicle based on a control signal from the vehicle control device 9. The brake actuator may be, for example, a hydraulic circuit, and controls the braking operation of the brake of the own vehicle based on the control signal from the vehicle control device 9. The steering actuator controls the steering of the own vehicle based on the control signal from the vehicle control device 9.

The presentation device 7 presents the driver's perception of the risk target to the passenger (details will be described later). The presentation device 7 is arranged at a position where a passenger seated in the passenger seat can see. As used herein, the "position visible to the passenger" means a position visible to the passenger when the passenger is seated in the passenger compartment. When the passenger is seated in the passenger seat, the position visible to the passenger may be, for example, around the dashboard or instrument panel in front of the passenger. As shown in FIG. 2, for example, the presentation device 7 has a light emitting unit 40 arranged at a position visible to the passenger when the passenger is seated in the passenger seat. The light emitting unit 40 may be arranged in a band shape on the upper part of the dashboard along the lower end of the front window 31 so as to extend in the vehicle width direction between the lower ends of the left and right front pillars 32a and 32b. The light emitting unit 40 may emit light at any one or a plurality of regions in the band-shaped region. The light emitting unit 40 may be composed of an array of light emitting diodes (LEDs), an organic electroluminescence (EL) panel, or the like.

The output device 8 shown in FIG. 1 may be composed of a display, a speaker, a vibration device, or the like. The vibration device may be arranged in the driver's seat, the passenger's seat, the steering wheel, or the like to generate vibration.

Here, in the experiment of the present inventors, when the passenger estimates the driver's line-of-sight direction by looking at the driver's face and eyes, the driver's line-of-sight direction estimated by the passenger and the actual driver's line-of-sight direction are actually used. It was found that the direction of the driver's line of sight is likely to deviate from that of the driver, and it is difficult for the passenger to accurately estimate the direction of the driver's line of sight. According to this finding, when a passenger recognizes a risk target such as a pedestrian, whether or not the driver can also recognize the risk target (in other words, the risk target by the driver). It is assumed that you may feel anxious because you cannot accurately grasp the cognitive status.

For example, from the passenger's point of view, the driver seemed to be aware of the risk target, but the driver was not actually aware of the risk target, which was unexpected for the passenger, either automatically or manually. It is also assumed that a sudden driving operation is executed. On the other hand, even if the passenger feels uneasy because the driver does not seem to be able to recognize the risk target from the passenger's point of view, it is assumed that the driver can actually recognize the risk target. .. Therefore, the information presentation method and the information presentation device according to the embodiment of the present invention make it possible for the passenger to easily grasp the recognition status of the risk target by the driver and enhance the passenger's sense of security. Is what you do.

As shown in FIG. 1, the controller 1 of the information presentation device according to the embodiment of the present invention has functional or physical hardware of logical blocks such as a risk target detection unit 11, a cognitive estimation unit 12, and a presentation control unit 13. Prepare as a resource. The risk target detection unit 11, the cognitive estimation unit 12, and the presentation control unit 13 may be physical logic circuits such as PLDs such as FPGAs, and are equivalently set in a general-purpose semiconductor integrated circuit by processing by software. It may be a functional logic circuit. Further, the risk target detection unit 11, the cognitive estimation unit 12, and the presentation control unit 13 may be realized by a single hardware or may be realized by separate hardware. For example, the risk target detection unit 11, the cognitive estimation unit 12, and the presentation control unit 13 may be realized by a car navigation system such as an in-vehicle infotainment (IVI) system.

The risk target detection unit 11 detects a risk target existing around the own vehicle based on the surrounding conditions detected by the surrounding sensor 5. As used herein, the term "risk object" means an object that exists around the vehicle and should be noted by the driver and passengers. Risk targets include moving objects such as pedestrians, non-human animals, bicycles, motorcycles, and other vehicles, and stationary objects such as falling objects on the road, trees, traffic signals, stop lines, lane boundaries, and road signs.

The cognitive estimation unit 12 estimates the cognitive status of the risk target by the driver based on the risk target detected by the risk target detection unit 11 and the driver's state detected by the occupant sensor 6. For example, the cognitive estimation unit 12 operates based on the position coordinates of the relative position of the risk target detected by the risk target detection unit 11 and the line-of-sight information including the driver's viewpoint and line-of-sight direction detected by the occupant sensor 6. Estimate (determine) whether or not a person is aware of the risk target.

For example, the cognitive estimation unit 12 allows the driver to recognize the risk target when the line-of-sight direction passing through the position coordinates of the driver's viewpoint detected by the occupant sensor 6 intersects the position coordinates in the range where the risk target exists. It may be estimated (determined) to be present. On the other hand, when the line-of-sight direction passing through the driver's viewpoint detected by the occupant sensor 6 does not intersect the position coordinates of the range in which the risk target exists, the cognitive estimation unit 12 cannot recognize the risk target. May be estimated (determined). In the cognitive estimation unit 12, even when the line-of-sight direction of the driver detected by the occupant sensor 6 intersects the position coordinates of the risk target, the risk target is the front pillars 32a, 32b and the same ride as seen from the driver. If the driver is in the blind spot of a person or the like, it may be presumed that the driver is not aware of the risk target.

Further, the cognitive estimation unit 12 estimates the cognitive status of the risk target by the passenger based on the risk target detected by the risk target detection unit 11 and the state of the passenger detected by the occupant sensor 6. For example, the cognitive estimation unit 12 rides on board based on the position coordinates of the relative position of the risk target detected by the risk target detection unit 11 and the line-of-sight information including the passenger's viewpoint and line-of-sight direction detected by the occupant sensor 6. Estimate (determine) whether or not a person is aware of the risk target.

For example, when the line-of-sight direction passing through the position coordinates of the viewpoint of the passenger detected by the occupant sensor 6 intersects the position coordinates in the range where the risk target exists, the cognitive estimation unit 12 can recognize the risk target. It may be estimated that there is. On the other hand, when the line-of-sight direction passing through the position coordinates of the viewpoint of the passenger detected by the occupant sensor 6 does not intersect the position coordinates in the range where the risk target 101 exists, the cognitive estimation unit 12 determines that the passenger is the risk target. It may be presumed that it is not recognized. In the cognitive estimation unit 12, even if the line-of-sight direction of the passenger detected by the occupant sensor 6 intersects the position coordinates of the risk target 101, the risk target may be the front pillars 32a, 32b or the like when viewed from the passenger. If the driver is in the blind spot, it may be presumed that the passenger is not aware of the risk target.

The cognitive estimation unit 12 operates when the driver's line-of-sight direction detected by the occupant sensor 6 faces the risk target and the driver's eye opening rate detected by the occupant sensor 6 is equal to or higher than a predetermined threshold value. Since it is assumed that people are concentrated, it may be presumed that the driver is aware of the risk target. On the other hand, when the driver's eye opening rate detected by the occupant sensor 6 is less than a predetermined threshold value, the cognitive estimation unit 12 assumes that the driver is absent and distracted. It may be presumed that the driver is not aware of the risk target regardless of the direction of the person's line of sight.

Similarly, in the cognitive estimation unit 12, when the line-of-sight direction of the passenger detected by the occupant sensor 6 is facing the risk target and the eye opening rate of the passenger detected by the occupant sensor 6 is equal to or higher than a predetermined threshold value. Since it is assumed that the passengers are concentrated, it may be presumed that the passengers are aware of the risk target. On the other hand, when the eye opening rate of the passenger detected by the occupant sensor 6 is less than a predetermined threshold value, the cognitive estimation unit 12 assumes that the passenger is absent and distracted. It may be presumed that the passenger is not aware of the risk target regardless of the direction of the person's line of sight.

The cognitive estimation unit 12 determines the driver and the passenger based on the biological information of the driver and the passenger detected by the occupant sensor 6 when the estimation accuracy of the driver's line-of-sight direction and the passenger's line-of-sight direction is relatively low. The cognitive status of a person's risk target may be estimated. For example, when the occupant sensor 6 detects an increase in the heart rate of the driver or the passenger, the cognitive estimation unit 12 recognizes the risk target and feels a risk (anxiety). Therefore, the probability that the driver or the passenger can presume that the risk target can be recognized may be increased (the risk target may be easily presumed to be recognized). On the other hand, when the occupant sensor 6 does not detect an increase in the heart rate of the driver or the passenger, the cognitive estimation unit 12 cannot recognize the risk target by the driver or the passenger, and the sense of security is maintained. Therefore, the likelihood of presuming that the driver or passenger is not aware of the risk target may be increased (it may be easier to presume that the driver or passenger is not aware of the risk target).

In addition, the visual field such as the central view and the peripheral view in the line-of-sight direction of the driver and the passenger may be considered. For example, the cognitive estimation unit 12 operates when the position coordinates of the range in which the risk target exists, the position coordinates of the center of gravity of the risk target, and the like exist within a range of a predetermined solid angle with respect to the line-of-sight direction of the driver. It may be presumed that the person is aware of the risk target. The predetermined solid angle can be appropriately set based on the central view, the peripheral view, and the like. Similarly, when the cognitive estimation unit 12 has the position coordinates of the range in which the risk target exists within a range of a predetermined solid angle with respect to the line-of-sight direction of the passenger, or the position coordinates of the center of gravity of the risk target 101, etc. , It may be presumed that the passenger is aware of the risk target.

The presentation control unit 13 presents the cognitive status of the risk target by the driver to the passenger according to the cognitive status of the risk target by the driver and the passenger estimated by the cognitive estimation unit 12. The presentation control unit 13 may present the recognition status of the risk target by the driver, for example, by controlling the light emitting mode of the light emitting unit 40 shown in FIG. 2 to emit light. The light emitting mode of the light emitting unit 40 includes the size of the light emitting region, the light emitting color, the brightness, the brightness, the blinking cycle, and the like.

Next, with reference to FIGS. 3 and 4, an example of processing by the risk target detection unit 11, the cognitive estimation unit 12, and the presentation control unit 13 will be described. FIG. 3 shows a scene in which the own vehicle 100 is about to turn left at an intersection as indicated by the arrow D0, and the risk target 101, which is a pedestrian, is about to cross the pedestrian crossing at the turning point of the own vehicle 100. FIG. 3 schematically shows the viewpoint P1 and the line-of-sight direction D1 of the driver of the own vehicle 100, the viewpoint P2 and the line-of-sight direction D2 of the passenger. The driver's line-of-sight direction D1 faces the risk target 101, and the driver is aware of the risk target 101. Further, the passenger's line-of-sight direction D2 also faces the risk target 101, and the passenger also recognizes the risk target 101. That is, FIGS. 3 and 4 show a situation in which both the driver and the passenger are aware of the risk target 101.

FIG. 4 shows the state of the vehicle interior of the own vehicle 100 corresponding to the driving scene of FIG. The driver's viewpoint P1 and line-of-sight direction D1 shown in FIG. 4, the passenger's viewpoint P2 and line-of-sight direction D2 correspond to the driver's viewpoint P1 and line-of-sight direction D1 and the passenger's viewpoint P2 and line-of-sight direction D2 shown in FIG. is doing. Here, the position coordinates of the driver's viewpoint P1 and the position coordinates of the passenger's viewpoint P2 detected by the occupant sensor 6 are three-dimensional coordinates, and the driver's line-of-sight direction D1 and the passenger's line-of-sight direction D2 are also three-dimensional. The case where it is set in is illustrated. The position coordinates of the driver's viewpoint P1 and the position coordinates of the passenger's viewpoint P2 may be two-dimensional horizontal position coordinates excluding the height information, and the driver's line-of-sight direction D1 and the passenger The line-of-sight direction D2 may also be set in two dimensions.

The risk target detection unit 11 detects the risk target 101 from the surrounding conditions of the own vehicle 100 including the risk target 101 detected by the surrounding sensor 5. As shown in FIGS. 3 and 4, the occupant sensor 6 detects the position coordinates of the driver's viewpoint P1 and the line-of-sight direction D1. The position coordinates of the driver's viewpoint P1 may be set to, for example, the position coordinates of the center of both eyes of the driver. Further, the occupant sensor 6 detects the position coordinates of the passenger's viewpoint P2 and the line-of-sight direction D2. The position coordinates of the passenger's viewpoint P2 may be set to, for example, the position coordinates of the center of both eyes of the passenger.

The cognitive estimation unit 12 recognizes the risk target by both the driver and the passenger based on the risk target 101 detected by the surrounding sensor 5 and the states of the driver and the passenger detected by the occupant sensor 6. It is presumed that the situation is. That is, as shown in FIGS. 3 and 4, in the cognitive estimation unit 12, the line-of-sight direction D1 passing through the position coordinates of the driver's viewpoint P1 detected by the occupant sensor 6 is the position coordinates of the range in which the risk target 101 exists. It is estimated (determined) that the driver is aware of the risk target because of the intersection. Further, in the cognitive estimation unit 12, the line-of-sight direction D2 passing through the position coordinates of the passenger's viewpoint P2 detected by the occupant sensor 6 intersects with the position coordinates in the range where the risk target 101 exists, so that the passenger sets the risk target. I presume that it is recognizable.

The presentation control unit 13 is a light emitting unit so as to show that the driver can recognize the risk target 101 based on the cognitive status of each risk target 101 of the driver and the passenger estimated by the cognitive estimation unit 12. The light emitting region 41 of 40 is made to emit light in blue, green, or the like. This makes it possible for the passenger to easily understand that the driver is aware of the risk target 101. The presentation control unit 13 may prohibit the light emitting unit 40 from emitting light, and may not emit light. For example, regardless of whether or not the passenger is aware of the risk target 101, whenever the driver is aware of the risk target 101, it should be set in advance to prohibit the light emission of the light emitting unit 40. You just have to.

As shown in FIG. 4, the light emitting unit 40 may uniformly set the position of the light emitting region 41 without depending on the position of the risk target 101. As shown in FIG. 5, the light emitting unit 40 may set the light emitting region 41 at a position indicating the direction of the risk target 101 when viewed from the passenger's viewpoint P2. For example, the light emitting region 41 may be set at a position where the horizontal component in the line-of-sight direction D2 of the passenger intersecting the horizontal component of the position coordinates of the risk target 101 intersects with the horizontal component of the position coordinates of the light emitting unit 40.

Next, FIG. 6 shows the inside of the own vehicle 100 in the same driving scene as in FIG. 3, in which the driver does not recognize the risk target 101 and the passenger recognizes the risk target 101. The situation is schematically shown. In this case, the cognitive estimation unit 12 estimates that the driver does not recognize the risk target 101 based on the driver's viewpoint P1 and the line-of-sight direction D1 detected by the occupant sensor 6. Further, the cognitive estimation unit 12 estimates that the passenger is aware of the risk target 101 based on the passenger's viewpoint P2 and the line-of-sight direction D2 detected by the occupant sensor 6.

Based on the estimation result by the cognitive estimation unit 12, the presentation control unit 13 emphasizes and emits light in a light emitting mode different from the light emitting mode of the light emitting unit 40 shown in FIG. 4, as shown in FIG. For example, the light emitting unit 40 sets the width of the light emitting region 41 wider than that in the case shown in FIG. 4, and emits light in a light emitting color such as yellow, which is different from the case shown in FIG. As a result, the passenger can easily visually grasp the situation in which the driver is not aware of the risk target. Therefore, the passenger can alert the driver by speaking or gesturing, or can anticipate a sudden driving motion automatically or manually and prepare in advance.

In this case as well, the light emitting unit 40 may uniformly set the light emitting region 41 without depending on the position of the risk target 101. As shown in FIG. 7, the light emitting unit 40 may set the light emitting region 41 at a position indicating the direction of the risk target 101 when viewed from the passenger's viewpoint P2. For example, the light emitting region 41 may be set at a position where the horizontal component in the line-of-sight direction D2 of the passenger intersecting the horizontal component of the position coordinates of the risk target 101 intersects with the horizontal component of the position coordinates of the light emitting unit 40.

Next, FIG. 8 shows the inside of the own vehicle 100 in the same driving scene as in FIG. 3, in which the driver recognizes the risk target 101, but the passenger recognizes the risk target 101. The situation is schematically shown. In this case, the cognitive estimation unit 12 estimates that the driver is aware of the risk target 101 based on the driver's viewpoint P1 and the line-of-sight direction D1 detected by the occupant sensor 6. Further, the cognitive estimation unit 12 estimates that the passenger does not recognize the risk target 101 based on the passenger's viewpoint P2 and the line-of-sight direction D2 detected by the occupant sensor 6.

The presentation control unit 13 prohibits light emission by the light emitting unit 40 and does not emit light, as shown in FIG. 8, based on the estimation result by the cognitive estimation unit 12. As a result, since the driver can recognize the risk target 101, the light is not emitted even if the passenger does not recognize the risk target 101, and it is possible to suppress unnecessary attention of the passenger. In this case, the presentation control unit 13 may cause the light emitting unit 40 to emit light in blue, green, or the like, as in FIG.

Next, FIG. 9 is a state of the passenger compartment of the own vehicle 100 in the same driving scene as in FIG. 3, and schematically shows a situation in which neither the driver nor the passenger is aware of the risk target 101. Shows. The cognitive estimation unit 12 estimates that the driver does not recognize the risk target 101 based on the driver's viewpoint P1 and the line-of-sight direction D1 detected by the occupant sensor 6. Further, the cognitive estimation unit 12 estimates that the passenger does not recognize the risk target 101 based on the passenger's viewpoint P2 and the line-of-sight direction D2 detected by the occupant sensor 6.

Based on the estimation result by the cognitive estimation unit 12, the presentation control unit 13 emphasizes the light emitting unit 40 more than the case shown in FIG. 6 in a light emitting mode different from the case shown in FIG. 6, as shown in FIG. Make it emit light. For example, the light emitting unit 40 may be made to emit light by blinking in a light emitting color such as red in a light emitting region 41a having a wider width than the case shown in FIG. As a result, the passenger is made aware of the existence of the risk target 101 around the own vehicle 100 at an early stage, and the passenger is made to easily understand that the driver is not able to recognize the risk target 101. Can be done. Therefore, the passenger can alert the driver by speaking or gesturing, or can anticipate a sudden driving motion automatically or manually and prepare in advance. The light emitting region 41a may be set at a uniform position in front of the passenger, or the light emitting region 41a may be set at a position indicating the direction of the risk target 101 when viewed from the passenger's viewpoint P2. ..

Further, as shown in FIG. 9, the light emitting unit 40 may emit a light emitting region 41b for alerting and warning the driver in addition to the light emitting region 41a for alerting and warning the passenger. As a result, the driver can easily understand that the risk target 101 exists around the own vehicle 100. The light emitting region 41b for alerting and warning the driver is set, for example, in front of the driver.

Further, the presentation control unit 13 causes the light emitting unit 40 to emit light, and alerts the driver and passengers by sound from the speaker constituting the output device 8 and vibration by the vibration device constituting the output device 8. May be done.

Further, the presentation control unit 13 emits light near the driver's line-of-sight direction D1 and the passenger's line-of-sight direction D2 so that the driver and the passenger who cannot recognize the risk target 101 can easily notice the existence of the risk target. 40 light emitting regions may be set. For example, a light emitting region for alerting and warning the driver may be set at a position where the horizontal component in the line-of-sight direction D1 of the driver intersects the horizontal component in the position coordinates of the light emitting unit 40. Further, a light emitting region for alerting and warning the passenger may be set at a position where the horizontal component in the line-of-sight direction D2 of the passenger intersects the horizontal component of the position coordinates of the light emitting unit 40. As an example of this case, as shown in FIG. 10, one light emitting region 41 for alerting and warning both the driver and the passenger may be set, for example, in the entire light emitting unit 40.

Further, as shown in FIG. 11, the presentation control unit 13 is viewed from the passenger's viewpoint P2 in order to allow the passenger who cannot recognize the risk target 101 to easily grasp the direction of the risk target 101. The light emitting region 41a may be set at a position indicating the direction D3 in which the risk target 101 exists. Further, in order to make the driver who cannot recognize the risk target 101 easily grasp the direction of the risk target 101, light is emitted at a position indicating the direction D4 in which the risk target 101 exists when viewed from the driver's viewpoint P1. The area 41b may be set.

(Information presentation method)
Next, an example of the information presentation method according to the embodiment of the present invention will be described with reference to the flowchart of FIG. In step S1, the surrounding sensor 5 detects the surrounding condition of the own vehicle including the risk target. The risk target detection unit 11 detects the risk target existing around the own vehicle from the detection result of the surrounding condition of the own vehicle by the surrounding sensor 5. In step S2, the occupant sensor 6 detects the driver's state such as the driver's line-of-sight information. In step S3, the occupant sensor 6 detects the passenger's state such as the passenger's line-of-sight information.

In step S4, the cognitive estimation unit 12 estimates the cognitive status of the risk target by the driver based on the risk target detected by the risk target detection unit 11 and the driver's state detected by the occupant sensor 6. Further, the cognitive estimation unit 12 estimates the cognitive status of the risk target by the passenger based on the risk target detected by the risk target detection unit 11 and the state of the passenger detected by the occupant sensor 6. Then, the presentation control unit 13 controls the light emission mode of the light emitting unit 40 of the presentation device 7 based on the estimation result by the cognitive estimation unit 12, thereby presenting the cognitive status of the risk target by the driver to the passenger. do.

In step S5, the controller 1 determines whether or not the ignition switch (IGN) of the own vehicle is turned off. The process ends when it is determined that the ignition switch has been turned off. On the other hand, if it is determined in step S5 that the ignition switch is not off, the process returns to step S1.

Next, an example of the light emission control process of step S4 shown in FIG. 12 will be described with reference to the flowchart of FIG. In step S41, the cognitive estimation unit 12 estimates (determines) whether or not the driver can recognize the risk target. If it is determined that the driver is aware of the risk target, the process proceeds to step S42.

In step S42, the cognitive estimation unit 12 estimates (determines) whether or not the passenger can recognize the risk target. If it is determined that the passenger is aware of the risk target, the process proceeds to step S43. In step S43, the presentation control unit 13 sets the position of the risk target in the light emitting region 41 when viewed from the passenger, for example, and emits light in a light emitting mode indicating that the driver is aware of the risk target. The part 40 is made to emit light in blue or the like.

Returning to the description of the procedure in step S42, if it is estimated by the cognitive estimation unit 12 that the passenger is not aware of the risk target, the process proceeds to step S44. In step S43, the presentation control unit 13 prohibits the light emitting unit 40 from emitting light and does not cause the light emitting unit 40 to emit light so as not to unnecessarily attract the attention of the passenger.

Returning to the description of the procedure in step S41, if it is estimated by the cognitive estimation unit 12 that the driver cannot recognize the risk target, the process proceeds to step S45. In step S45, the cognitive estimation unit 12 estimates (determines) whether or not the passenger can recognize the risk target. If it is estimated that the passenger is aware of the risk target, the process proceeds to step S46. In step S46, the presentation control unit 13 emits light in yellow or the like in a light emitting mode indicating that the driver does not recognize the risk target at a position where the direction of the risk target can be seen from the passenger. Let me.

Returning to the description of the procedure in step S45, if it is estimated by the cognitive estimation unit 12 that the passenger is not aware of the risk target, the process proceeds to step S47. In step S47, the presentation control unit 13 emphasizes the light emitting unit 40 and blinks it, for example, in red or the like so as to indicate that the risk is high for the passenger.

(Effect of embodiment)
According to the embodiment of the present invention, the surrounding sensor (first sensor) 5 detects a risk target existing around the own vehicle, and the occupant sensor (second sensor) 6 determines the state of the driver of the own vehicle. To detect. Then, based on the detection result of the risk target by the occupant sensor 6 and the detection result of the driver's state by the surrounding sensor 5, the recognition status of the risk target by the driver is presented to the passenger by the presenting device 7. As a result, the passenger can easily grasp the recognition status of the risk target by the driver, so that the passenger's sense of security can be enhanced. Further, depending on the level of automatic driving, it is necessary to monitor the risk target, but the role of monitoring the risk target can be shared not only by the driver but also by the driver and the passenger. Therefore, the burden of monitoring the driver can be reduced, and the driver's sense of security can be enhanced.

Further, the occupant sensor 6 further detects the state of the passenger in the own vehicle, and presents the state of recognition of the risk target by the driver to the passenger based on the detection result of the state of the passenger. As a result, it is possible to change the mode in which the driver presents the cognitive status of the risk target according to the state of the passenger.

Further, the presenting device 7 has a light emitting unit 40 arranged at a position visible to the passenger, and presents the recognition status of the risk target by the driver according to the light emitting mode of the light emitting unit 40. As a result, by changing the light emitting mode of the light emitting unit 40, the passenger can easily grasp the recognition status of the risk target by the driver.

Furthermore, based on the relative position between the own vehicle and the risk target and the line-of-sight information of the driver and the passenger, the recognition status of each risk target of the driver and the passenger is estimated, and the light emitting unit is estimated according to the estimation result. The light emission mode of 40 is changed. As a result, the light emitting mode of the light emitting unit 40 is changed according to the estimation result of the recognition status of the risk target of the driver and the passenger, so that the passenger can easily grasp the recognition status of the risk target by the driver. And passengers can ride with confidence.

Further, when it is estimated that both the driver and the passenger are aware of the risk target, the light emitting unit 40 is made to emit light in blue or the like. As a result, when the passenger is aware of the risk target, the passenger can easily understand that the driver is aware of the risk target, and the passenger can ride with confidence. can.

Further, when it is estimated that the driver recognizes the risk target and the passenger does not recognize the risk target, the light emitting unit 40 prohibits light emission. As a result, when the passenger is not aware of the risk target, the light emitting unit 40 does not emit light, so that it is possible to suppress unnecessary attention of the passenger.

Furthermore, when it is estimated that the driver does not recognize the risk target and the passenger is aware of the risk target, and it is estimated that both the driver and the passenger are aware of the risk target. The light emitting unit 40 is made to emit light in a light emitting mode different from that of the above. As a result, when the passenger is aware of the risk target, it is possible to visually and easily distinguish and grasp whether or not the driver is aware of the risk target.

Furthermore, when it is estimated that neither the driver nor the passenger is aware of the risk target, the driver is not aware of the risk target, and it is estimated that the passenger is aware of the risk target. The light emitting unit 40 is made to emit light with more emphasis. As a result, when neither the driver nor the passenger is aware of the risk target, it is possible to alert and warn the passenger by the emphasized light emission. Therefore, it is possible to easily make the passenger know that the driver is not aware of the risk target as well as the existence of the risk target.

Further, the light emitting region 41 of the light emitting unit 40 is set at a position indicating the direction in which the risk target exists when viewed from the passenger. As a result, the passenger can easily grasp the direction in which the risk target exists.

Furthermore, the recognition status of the risk target by the driver is estimated based on the driver's line-of-sight information and the driver's physiological information. As a result, it is possible to estimate the perceived state of the risk target by the driver with higher accuracy than in the case of estimating based only on the driver's line-of-sight information.

(First modification)
As a first modification of the embodiment of the present invention, a modification of the presentation device 7 will be described. In the embodiment of the present invention, the case where the light emitting unit 40 constituting the presenting device 7 extends in a band shape in the vehicle width direction between the front pillars 32a and 32b has been exemplified. However, the shape and the arrangement position of the light emitting unit 40 constituting the presenting device 7 are not limited as long as they can be visually recognized by the passenger. For example, as shown in FIG. 14, the light emitting unit 40a may be a light emitting spot arranged in front of the passenger. In FIG. 14, the light emitting unit 40b is also arranged in front of the driver.

Further, in the embodiment of the present invention, the case where the presenting device 7 has the light emitting unit 40 is illustrated, but the presenting device 7 may be configured by a head-up display (HUD) device. The HUD device constituting the presentation device 7 projects the light of the image onto the front window 31. The light of the image reflected by the front window 31 is perceived by a passenger seated in the passenger seat. The passenger can visually recognize the virtual image projected by the HUD device by superimposing it on the front situation through the front window 31. That is, by controlling the display mode of the virtual image projected by the HUD device, the presenting device 7 can make the passenger grasp the recognition status of the risk target by the driver.

(Second modification)
As a second modification of the embodiment of the present invention, a case where the risk target detection unit 11 calculates the risk level will be described. The risk target detection unit 11 may calculate the risk level to which the driver and the passenger should be careful for each risk target based on the surrounding conditions detected by the surrounding sensor 5. For example, the risk target detection unit 11 calculates the contact probability between the own vehicle and the risk target based on the relative position, relative speed, relative acceleration, etc. of the risk target with respect to the own vehicle, and the higher the contact probability, the higher the risk level is calculated. You may. For example, the risk target detection unit 11 may calculate the collision prediction time (TTC) or the inter-vehicle time (THW) of another vehicle that is a risk target for the own vehicle. TTC is a value obtained by dividing the inter-vehicle distance by the relative speed with other vehicles. THW is a value obtained by dividing the inter-vehicle distance by the speed of another vehicle. The risk target detection unit 11 may increase the risk level of the risk target as the THW and TTC are smaller.

The risk target detection unit 11 may calculate the degree of impact of the risk target, and the higher the degree of impact, the higher the risk level may be calculated. For example, the risk target detection unit 11 calculates the volume of the risk target or the area of the risk target in the vertical plane when viewed from the own vehicle, and the larger the volume or area of the risk target is, the higher the risk level is calculated. You may.

The risk target detection unit 11 may determine whether or not the risk level of the risk target is equal to or higher than a predetermined threshold value. When the risk level of the risk target is determined to be equal to or higher than a predetermined threshold value, the risk target detection unit 11 detects (determines) the determined risk target as a recognition target by the driver and passengers estimated by the cognitive estimation unit 12. ) May be done.

Further, as shown in FIG. 15, consider a case where a plurality of risk targets 101 and 102 such as pedestrians are present when the own vehicle 100 turns left at an intersection. The risk target detection unit 11 calculates the risk level for each risk target 101 and 102. In this case, the risk level of the risk target 101 closer to the own vehicle 100 may be calculated to be higher than the risk level of the risk target 102. When there are a plurality of risk targets 101 and 102, the risk target detection unit 11 detects (determines) the risk target 101 having the highest risk level as a recognition target by the driver and passengers estimated by the cognitive estimation unit 12. You can do it.

The cognitive estimation unit 12 estimates the recognition status of the risk target 101 by each of the driver and the passenger. FIG. 16 shows the inside of the own vehicle 100 corresponding to FIG. 15. Since the driver's line-of-sight direction D1 faces the risk target 102 having a relatively low risk level, the cognitive estimation unit 12 estimates that the driver cannot recognize the risk target 101. Since the line-of-sight direction D2 of the passenger faces the risk target 101 having a relatively high risk level, the cognitive estimation unit 12 estimates that the passenger can recognize the risk target 101. Since the light emission control process by the presentation control unit 13 is the same as that of the embodiment of the present invention, duplicate description will be omitted.

The presentation control unit 13 may change the light emitting mode of the light emitting unit 40 according to the risk level of the risk target calculated by the risk target detecting unit 11. For example, the higher the risk level of the risk target, the more the light emission of the light emitting unit 40 may be emphasized. For example, as the risk level of the risk target increases, the emission color of the light emitting unit 40 may be changed in the order of yellow, orange, and red. Alternatively, the higher the risk level of the risk target, the higher the brightness and brightness, the larger the size of the light emitting region, and the shorter the blinking cycle.

Next, an example of the risk target detection process according to the second modification of the embodiment of the present invention corresponding to step S1 shown in FIG. 12 will be described with reference to the flowchart of FIG. In step S11, the risk target detection unit 11 determines whether or not the candidate to be the risk target is detected from the detection result by the surrounding sensor 5. The procedure of step S11 is repeated until it is determined that the risk target candidate has been detected, and when it is determined that the risk target candidate has been detected, the process proceeds to step S12.

In step S12, the risk target detection unit 11 calculates the risk level of the risk target candidate. In step S13, the risk target detection unit 11 determines whether or not the risk level of the risk target candidate is equal to or higher than the threshold value. If it is determined that the risk level of the risk target candidate is less than the threshold value, the process returns to the procedure of step S11. On the other hand, if it is determined in step S13 that the risk level of the risk target candidate is equal to or higher than the threshold value, the process proceeds to step S14.

In step S14, the risk target detection unit 11 determines whether or not there are a plurality of risk target candidates whose risk level is equal to or higher than the threshold value. If it is determined that there are no plurality of risk target candidates whose risk level is equal to or higher than the threshold value, the process proceeds to step S15. In step S15, the risk target detection unit 11 selects a risk target candidate whose risk level is equal to or higher than the threshold value as a risk target to be noted by the driver and the passenger.

On the other hand, if it is determined in step S14 that there are a plurality of risk target candidates having a risk level equal to or higher than the threshold value, the process proceeds to step S16. In step S16, the risk target detection unit 11 compares the risk levels of the plurality of risk target candidates, and selects the risk target candidate having the highest risk level as the risk target that the driver and the passenger should pay attention to. .. As a result, the driver and passengers can be made aware of the more important risk targets with priority.

According to the second modification of the embodiment of the present invention, the risk level of the risk target is calculated based on the detection result of the risk target by the surrounding sensor 5, and the light emitting mode of the light emitting unit 40 is changed according to the risk level. This makes it possible for passengers to easily grasp the risk level (degree of caution) of the risk target.

(Third modification example)
As a third modification of the embodiment of the present invention, a case where the state of the passenger is not estimated will be described. In the embodiment of the present invention, the cognitive estimation unit 12 estimates the states of the driver and the passenger, and the presentation control unit 13 estimates the states of the driver and the passenger by the cognitive estimation unit 12. Based on the above, an example is shown in which the light emitting mode of the light emitting unit 40 is controlled. However, the cognitive estimation unit 12 estimates the state of only the driver without estimating the state of the passenger, and the presentation control unit 13 estimates the state of only the driver by the cognitive estimation unit 12, and the light emitting unit is based on the estimation result. The light emission mode of 40 may be controlled.

That is, regardless of the recognition status of the risk target by the passenger, the light emitting mode of the light emitting unit 40 may be controlled only based on the recognition status of the risk target by the driver. In this case, regardless of the recognition status of the risk target by the passenger, the light emitting mode of the light emitting unit 40 differs depending on whether the driver can recognize the risk target or the driver cannot recognize the risk target. You can do it.

In the information providing method according to the third modification of the embodiment of the present invention, the step of estimating the state of the passenger in step S3 shown in FIG. 12 may be omitted. An example of the light emission control process according to the third modification of the embodiment of the present invention corresponding to step S4 shown in FIG. 12 will be described with reference to the flowchart shown in FIG.

In step S51, the cognitive estimation unit 12 estimates (determines) whether or not the driver can recognize the risk target. If it is estimated that the driver is aware of the risk target, the process proceeds to step S52. In step S52, the presentation control unit 13 prohibits the light emitting unit 40 from emitting light. Alternatively, the presentation control unit 13 may cause the light emitting unit 40 to emit light in blue or the like so as to indicate that the driver is aware of the risk target.

Returning to the description of the procedure in step S51, if it is estimated by the cognitive estimation unit 12 that the driver cannot recognize the risk target, the process proceeds to step S53. In step S53, the presentation control unit 13 causes the light emitting unit 40 to emit light in yellow or the like in a light emitting mode different from the light emitting mode of step S52.

According to the third modification of the embodiment of the present invention, the detection result of the risk target by the occupant sensor 6 and the detection result of the driver's state by the surrounding sensor 5 even when the state of the passenger is not estimated. Based on the above, the recognition status of the risk target by the driver is presented to the passenger by the presentation device 7. As a result, the passenger can easily grasp the recognition status of the risk target by the driver, so that the passenger's sense of security can be enhanced.

(Other embodiments)
As mentioned above, the invention has been described by embodiment, but the statements and drawings that form part of this disclosure should not be understood to limit the invention. This disclosure will reveal to those skilled in the art various alternative embodiments, examples and operational techniques.

For example, the information providing method and the information providing device according to the embodiment of the present invention can be applied to both automatic driving and manual driving, but in the case of automatic driving, the driver's attention is higher than in the case of manual driving. It is likely to decrease, and it is expected that the frequency with which the driver is not aware of the risk target will increase. Therefore, when the own vehicle is automatically driven, the risk level is calculated higher than when the own vehicle is manually driven. As a result, attention is more likely to be distracted during automatic driving than during manual driving, but even if the risk target is the same, the risk level can be calculated higher during automatic driving than during manual driving. On the other hand, it is possible to improve the concentration of passengers by increasing the timing and frequency of issuing warnings and alerts.

Further, in the embodiment of the present invention, the case of presenting to the passenger seated in the passenger seat is illustrated, but the presenting may be performed to the passenger seated in the rear seat. In this case, the presentation device 7 is arranged at a position visible to the passenger seated in the back seat. When the passenger is seated in the passenger seat, the position visible to the passenger may be the driver's seat in front of the passenger or the back of the passenger seat, the upper part of the door trim of the rear door on the passenger side, or the like. .. Further, it can be applied not only when the own vehicle 100 is running but also when it is parked.

As described above, it goes without saying that the present invention includes various embodiments not described here. Therefore, the technical scope of the present invention is defined only by the matters specifying the invention relating to the reasonable claims from the above description.

1 ... Controller 2 ... Storage device 3 ... Positioning device 4 ... Vehicle sensor 5 ... Surrounding sensor 6 ... Crew sensor 7 ... Presenting device 8 ... Output device 9 ... Vehicle control device 10 ... Actuator 11 ... Risk target detection unit 12 ... Cognitive estimation unit 13 ... Presentation control unit 21 ... Map storage unit 31 ... Front windows 32a, 32b ... Front pillars 40, 40a, 40b ... Light emitting unit 41 ... Light emitting area 100 ... Own vehicle 101, 102 ... Risk target

Claims (13)

The first sensor detects the risk target existing around the vehicle and
The second sensor detects the state of the driver of the vehicle and
Based on the detection result of the risk target and the detection result of the driver's condition, the recognition status of the risk target by the driver is estimated.
Information characterized in that, when it is presumed that the driver is aware of the risk target, the recognition status of the risk target by the driver is presented to the passenger of the vehicle by a presentation device. Presentation method. The first sensor detects the risk target existing around the vehicle and
The second sensor detects the state of the driver and passengers of the vehicle,
Based on the detection result of the risk target and the detection result of the state of the driver and the passenger, the recognition status of the risk target by each of the driver and the passenger is estimated.
When it is estimated that both the driver and the passenger are aware of the risk target, the presenting device is used to present the recognition status of the risk target by the driver to the passenger. Characteristic information presentation method. The first sensor detects the risk target existing around the vehicle and
The second sensor detects the state of the driver and passengers of the vehicle,
Based on the detection result of the risk target and the detection result of the state of the driver and the passenger, the recognition status of the risk target by each of the driver and the passenger is estimated.
If it is estimated that neither the driver nor the passenger is aware of the risk target, the driver is not aware of the risk target and the passenger is aware of the risk target. An information presentation method characterized by presenting the perceived status of the risk target by the driver to the passenger by a presentation device, with emphasis on the case where it is presumed to be. The first sensor detects the risk target existing around the vehicle and
The second sensor detects the state of the driver of the vehicle and
Based on the detection result of the risk target and the detection result of the driver's condition, the recognition status of the risk target by the driver is presented to the passenger of the vehicle by the presenting device.
Based on the detection result of the risk target, the risk level of the risk target is calculated.
An information presentation method comprising changing the presentation mode by the presentation device according to the risk level. The second sensor further detects the state of the passenger, and the second sensor further detects the state of the passenger.
The information presentation method according to claim 1 or 4 , wherein the driver presents the recognition status of the risk target to the passenger based on the detection result of the passenger's condition. The presenting device has a light emitting unit arranged at a position visible to the passenger.
The information presentation method according to any one of claims 1 to 5 , wherein the driver presents the recognition status of the risk target to the passenger according to the light emitting mode of the light emitting unit. Based on the relative position between the vehicle and the risk target and the line-of-sight information of the driver and the passenger, the recognition status of the risk target of the driver and the passenger is estimated.
The information presentation method according to claim 6 , wherein the light emitting mode of the light emitting unit is changed according to the estimation result. 6 . Information presentation method. If it is presumed that the driver does not recognize the risk target and the passenger is aware of the risk target, both the driver and the passenger are aware of the risk target. The information presentation method according to any one of claims 6 to 8 , wherein the light emitting unit is made to emit light in a light emitting mode different from the case estimated to be. The information presentation method according to any one of claims 6 to 9 , wherein the light emitting region of the light emitting unit is set at a position indicating a direction in which the risk target exists when viewed from the passenger. The information presentation method according to any one of claims 1 to 10 , wherein the driver estimates the cognitive status of the risk target based on the driver's physiological information. The information presentation method according to claim 4 , wherein when the vehicle is automatically driven, the risk level is calculated higher than when the vehicle is manually driven. The first sensor that detects risk targets around the vehicle,
The second sensor that detects the state of the driver of the vehicle and
A presentation device arranged at a position visible to the passengers of the vehicle, and
Based on the detection result of the risk target and the detection result of the state of the driver, the recognition status of the risk target by the driver is estimated, and it is estimated that the driver recognizes the risk target. In this case, the information presenting device is provided with a controller that causes the passenger to present the perceived status of the risk target by the driver by the presenting device.

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