JP5729228B2 - In-vehicle warning device, collision warning device using the device, and lane departure warning device - Google Patents

Description

  The present invention relates to an in-vehicle warning device that gives a warning in a situation where another vehicle or a pedestrian may collide with a host vehicle.

  In recent years, various techniques for supporting driving of vehicles have been proposed. For example, there is a technique for preventing a risk that may occur in the host vehicle by warning the driver of the presence of another vehicle approaching the host vehicle.

  Some of these techniques output a warning sound that moves based on the relative position between the other vehicle and the host vehicle (see, for example, Patent Document 1). Although this technology can notify the danger generated in the vehicle by the warning sound, the warning sound may interfere with the audio and environmental sound in the vehicle. As a result, there is a concern that the driver may feel uncomfortable or bothered by the warning sound.

  As a technique for solving this problem, a technique for giving a warning by giving an acoustic effect to an audio sound has been proposed (see, for example, Patent Document 2). Since this technique is a method of adding an acoustic effect to the audio sound, a warning can be given while listening to the audio.

JP 2007-328603 A JP 2009-286186 A

  However, the technique described in the above-mentioned Patent Document 2 is not sufficient in that it only distorts the sound field in a dangerous direction and does not disclose a specific sound field adjustment method. I must say. As a result, there is a possibility that a sufficient warning cannot be given to the driver.

  The present invention has been made in order to solve the above-described problems, and its purpose is to provide a sufficient warning without causing the driver to feel uncomfortable or annoying. It is to provide an in-vehicle warning device.

Placing made cars in order to achieve the above object warning device includes a relative condition detection means, and the parameter setting means, and warning necessity determination unit, and a sound field warning means.

  The relative situation detection means detects an event outside the vehicle related to the traveling of the host vehicle as a relative situation with respect to the host vehicle. The “event outside the vehicle related to the traveling of the host vehicle” (relative situation) means a collision and may be information on an object that may come into contact with the host vehicle. Further, in terms of lane departure, it may be information regarding the positional relationship between the host vehicle and the lane boundary.

  Further, the parameter setting means sets a virtual wall parameter related to the virtual wall according to the relative situation. This virtual wall parameter setting is for forming a sound field on the assumption that there is a virtual wall in the passenger compartment.

  The warning necessity determination means determines whether or not a warning is necessary based on the relative situation. When it is determined that the warning is required by the warning necessity determination means, the sound field formation warning means forms a sound field based on the sound existing in the passenger compartment based on the virtual wall parameters based on the virtual wall parameters. Will be warned. Here, the “sound existing in the vehicle interior” is a sound normally present in the vehicle interior, for example, noise caused by an air conditioner or traveling, or audio sound reproduced by an audio device.

Here, particularly in the present invention, the parameter setting means sets the position of the virtual wall included in the virtual wall parameter to the peripheral position of the driver.
That is, in the present invention, for example, when a situation where there is a possibility of a collision occurs, a virtual wall parameter is set according to the situation, and a sound field is formed and a warning is given assuming that there is a virtual wall. At this time, since a sound field based on “sound in the vehicle interior” is formed, the driver does not feel uncomfortable or annoyed compared to the case where a warning sound is used. Further, since the virtual wall is set at the driver's peripheral position, the change in the sound field due to the virtual wall becomes easy for the driver to understand, and a sufficient warning can be given.

Note that a change in the sound field from the viewpoint of understandable ones by the virtual wall, the position of the virtual wall included in the temporary Sokabe parameter, it is preferable to set the head near the driver's position. In this way, since the virtual wall is set at a position relatively close to the driver's ear, the change in the sound field due to the virtual wall can be made easier to understand.

In particular, when such prompt the alert to the left or right side of the vehicle, the position of the virtual wall included in the temporary Sokabe parameters, depending on the relative conditions may be set in the vicinity of the left ear near or right ear of the driver . In this way, the effect of making the change in the sound field caused by the virtual wall easy to understand is outstanding.

By the way, for example, it is desirable to change the sound field depending on whether the distance between an object that may cause a collision and the host vehicle is relatively small or relatively large. Therefore, depending on the relative conditions, the area of the virtual wall included in the virtual wall parameter, sound absorption coefficient, shape, and may be changed at least one of thickness. For example, the area of the virtual wall is increased or the sound absorption coefficient of the virtual wall is decreased as the distance between the object and the host vehicle is reduced. In this way, the sound field can be changed according to the relative situation.

In addition, although it has already been described that “sound existing in the vehicle interior” includes noise and audio sound, the sound present in the vehicle interior is not necessarily one type. Therefore , the sound field formation warning means may form a sound field based on a plurality of sounds existing in the passenger compartment by superimposing an acoustic signal. In this way, for example, a sound field based on both noise and audio sound is formed, so that the driver can more naturally recognize the existence of the virtual wall.

The sound field formation warning means may include pseudo noise generation means for forming a sound field based on noise existing in the vehicle interior (hereinafter referred to as “vehicle interior noise”). In this case, the the et, a configuration comprising a noise information acquiring means for acquiring noise information regarding interior noise, pseudo noise generating means, based on the noise information obtained by the noise information acquiring unit, estimates the interior noise It is good to do. In this way, a sound field based on vehicle interior noise can be formed relatively easily.

For example, the noise information acquiring means, it is conceivable to obtain the air conditioner setting information about the air conditioner configured as noise information. Specifically, as the setting information of the air conditioners, air conditioning airflow settings, outlet setting of the air conditioner, and it is conceivable to obtain at least one of air conditioning inside air circulation / outside air introduction set. In this way, the vehicle interior noise caused by the operation of the air conditioner can be estimated.

Also For example, the noise information acquiring means, to acquire speed information indicating the traveling speed of the vehicle as noise information is considered. In this way, it is possible to estimate vehicle interior noise resulting from the traveling of the host vehicle.

As being capable of estimating the in-compartment noise this way, in order to actually generate a pseudo noise, the the et, a configuration comprising a noise data storage means for storing noise data corresponding to the in-compartment noise It is possible. In this case, the pseudo noise generation means uses the noise data stored in the noise data storage means to form a sound field based on vehicle interior noise. If the noise data corresponding to the vehicle interior noise is stored as described above, a sound field based on the vehicle interior noise can be formed relatively easily.

Note that noise information and noise data may use actual noise. That is, the et, it has become possible sound pickup interior noise, the picked-up noise signals, as the noise data corresponding to the interior noise, or so as to use as a noise information about compartment noise Also good. When used as noise data, if the configuration includes the noise data storage means, it is conceivable to store the collected noise signal in the noise data storage means. On the other hand, when used as noise information, it is conceivable to estimate vehicle interior noise based on the collected noise signal. In any case, by using the collected noise signal, it contributes to the formation of a sound field based on pseudo noise close to actual vehicle interior noise.

Further , the sound field formation warning means may include acoustic effect adjustment means for forming a sound field based on the audio sound existing in the passenger compartment.
More specifically, in the et, it is conceivable to adopt a configuration including an audio data acquisition unit for obtaining audio data corresponding to audio sound. In this case, the sound effect adjusting means uses the audio data acquired by the audio data acquiring means for forming a sound field based on the audio sound. In this way, a sound field based on audio sound can be formed relatively easily.

It is the first time that the relative situation is embodied as information about an object that may come into contact with the host vehicle, and the relative situation is embodied as information about the positional relationship between the host vehicle and the lane boundary line. Said. Given these implementations, the collision warning device constituted by using the above SL-vehicle warning device, may also be implemented as a departure warning device constituted by using the above SL-vehicle warning device.

It is a functional block diagram of a vehicle-mounted warning device. It is a flowchart which shows a warning process. It is a flowchart which shows the parameter setting process in a warning process. It is explanatory drawing which shows the calculation method of the area of a virtual wall. It is a flowchart which shows the pseudo noise generation process in a warning process. It is a flowchart which shows the acoustic effect adjustment process in a warning process. It is a flowchart which shows the parameter setting process of 2nd Embodiment. (A) is explanatory drawing which shows the calculation method of the area of the virtual wall in 2nd Embodiment, (b) is explanatory drawing which shows the calculation method of the sound absorption factor in 2nd Embodiment.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First Embodiment]
FIG. 1 is a functional block diagram of the in-vehicle warning device 1. The in-vehicle warning device 1 is a collision warning device, and is configured around a so-called computer. This in-vehicle warning device 1 includes a relative situation detection unit 10, a warning necessity determination unit 20, a virtual wall parameter setting unit 30, a pseudo noise generation unit 40, an acoustic effect adjustment unit 50, and an acoustic signal superimposition unit 60. And an acoustic signal output unit 70.

  Information from the radar unit or the road-to-vehicle / vehicle-to-vehicle communication unit is input to the relative state detection unit 10. Thereby, the relative situation detection part 10 acquires the relative direction of the target object with respect to the own vehicle and the distance to the target object. Here, the objects include all objects that can be considered to come into contact with the host vehicle. Other vehicles and pedestrians are examples, but fixed objects such as buildings may be used.

The warning necessity determination unit 20 determines whether or not a warning is necessary based on the relative direction of the target object detected by the relative situation detection unit 10 and the distance to the target object.
The virtual wall parameter setting unit 30 sets virtual wall parameters. The position of the virtual wall included in the virtual wall parameter is set in the vicinity of the driver's left ear or right ear. Thereby, a sound field is formed as if there is a virtual wall in the vicinity of the driver's left or right ear. The virtual wall parameters include “shape”, “thickness”, “area”, “sound absorption rate”, and “distance” from the driver's ear, in addition to the position of the virtual wall. Although all the parameters may be set dynamically, it is practical to set only a part of the parameters dynamically and use predetermined values for the rest.

A noise information acquisition unit 41 and a noise data storage unit 42 are connected to the pseudo noise generation unit 40.
The noise information acquisition unit 41 is configured to acquire noise information. The noise information is information related to vehicle interior noise. In the present embodiment, the noise information is air conditioner setting information and travel speed information. The air conditioner setting information is information on the air volume setting of the air conditioner, the outlet setting of the air conditioner, and the inside air circulation / outside air introduction setting of the air conditioner. The traveling speed information is information indicating the traveling speed of the host vehicle.

  The noise data storage unit 42 stores noise data corresponding to vehicle interior noise. In the present embodiment, air conditioner noise data corresponding to vehicle interior noise caused by an air conditioner and travel noise data corresponding to vehicle interior noise caused by travel speed are stored. The air conditioner noise data includes fan rotation sound data and blower sound data. The running noise data includes road noise data and wind noise data.

  The pseudo noise generation unit 40 estimates vehicle interior noise based on the air conditioner setting information acquired by the noise information acquisition unit 41, and then receives air conditioner noise data corresponding to the estimated vehicle interior noise from the noise data storage unit 42. get. Further, after estimating the vehicle interior noise based on the traveling speed information acquired by the noise information acquisition unit 41, the travel noise data corresponding to the estimated vehicle interior noise is acquired from the noise data storage unit 42. And the pseudo noise according to a virtual wall parameter is produced | generated using the acquired air-conditioner noise data and driving noise data.

  An audio data acquisition unit 51 is connected to the sound effect adjustment unit 50. The audio data acquisition unit 51 acquires a reproduction signal from an audio device. The acoustic effect adjustment unit 50 acquires the audio data being reproduced from the audio data acquisition unit 51, and adjusts the acoustic effect according to the virtual wall parameter using the acquired audio data. The audio data includes not only radio and music but also navigation voice guidance.

The acoustic signal superimposing unit 60 superimposes the acoustic signal from the pseudo noise generating unit 40 and the acoustic signal from the acoustic effect adjusting unit 50 and outputs the superimposed signal to the acoustic signal output unit 70.
The acoustic signal output unit 70 is connected to a plurality of speakers, and the acoustic signal output unit 70 outputs an acoustic signal via the speakers.

Next, warning processing executed by the in-vehicle warning device 1 will be described. FIG. 2 is a flowchart showing the warning process. This warning process is repeatedly executed at predetermined time intervals.
In the first S100, the relative direction and distance to the object are detected. This process is realized as a function of the relative situation detection unit 10, and the relative direction and distance to the object are detected based on information from the radar unit or the road-to-vehicle / vehicle-to-vehicle communication unit.

  In S110, it is determined whether a warning is necessary based on the relative direction of the object and the distance from the object. This process is realized as a function of the warning necessity determination unit 20. If it is determined that a warning is necessary (S110: YES), the process proceeds to S120. On the other hand, if it is determined that a warning is not necessary (S110: NO), the subsequent processing is not executed and the warning processing is terminated.

In S120, parameter setting processing is executed. This process is realized as a function of the parameter setting unit 30. Specifically, it is as shown in FIG.
In S121 in FIG. 3, based on the relative direction of the object, it is determined whether the object is on the left side or the right side of the host vehicle. Here, the left side may be set as a predetermined angle range on the left side of the vehicle. The same applies to the right side. If it is determined that the object is on the left side or the right side (S121: YES), the process proceeds to S122. On the other hand, if it is determined that the object is not on the left side or the right side (S121: NO), for example, if it is on the front side or the rear side outside the set predetermined angle range, the subsequent processing is not executed and the parameter setting is performed. The process ends.

  In S122, it is determined whether or not the object is on the left side. If it is determined that the object is on the left side (S122: YES), the center position of the virtual wall is set in the vicinity of the driver's left ear in S123, and then the process proceeds to S125. On the other hand, if it is determined that the object is not on the left side (S122: NO), that is, if the object is on the right side, the center position of the virtual wall is set near the right ear of the driver in S124, and thereafter , The process proceeds to S125.

  In S125, the area of the virtual wall is set according to the distance to the object. For example, it is conceivable to employ a function F as shown in FIG. This function F calculates the area S of the virtual wall in a stepwise manner according to the distance d to the object.

  In FIG. 4, the area S of the virtual wall is S2 when the distance d to the object is “d ≦ d1”, and the area S of the virtual wall when the distance d to the object is “d1 <d ≦ d2”. Is S1 (<S2), and when the distance d to the object is “d2 <d”, the area S of the virtual wall is “0”.

  Returning to FIG. 3, in the next S 126, the “shape”, “thickness”, “sound absorption rate”, and “distance” of the virtual wall are set. In this process, a predetermined value is set. After the process of S126 ends, the parameter setting process ends.

  Returning to FIG. 2, in S130, noise information is acquired. This process is realized as a function of the pseudo noise generation unit 40 and acquires noise information from the noise information acquisition unit 41. As described above, the noise information includes air conditioner setting information and travel speed information.

In subsequent S140, a pseudo noise generation process is executed. This process is also realized as a function of the pseudo noise generation unit 40. Specifically, it is as shown in FIG.
In S141 in FIG. 5, air conditioner noise data is acquired based on the air conditioner setting information acquired in S130. As described above, the air conditioner noise data is stored in the noise data storage unit 42.

  In subsequent S142, pseudo noise is generated according to the virtual wall parameter. This process generates pseudo noise for each speaker using the air conditioner noise data as if there is a virtual wall.

In the next S143, travel noise data is acquired based on the travel speed information acquired in S130. As described above, the running noise data is stored in the noise data storage unit 42.
In subsequent S144, pseudo noise is generated according to the virtual wall parameters. In this process, pseudo noise for each speaker is generated using traveling noise data as if there is a virtual wall.

Here, a method of generating pseudo noise will be described.
For example, a head-related transfer function (hereinafter referred to as “HRTF”) may be used to generate the pseudo noise. Strictly speaking, the HRTF varies depending on the face shape and the like, but here a standard face shape is assumed and a general HRTF is used. The procedures (1) to (4) when using HRTF are as follows.

Procedure (1) HRTF is measured for each direction of incidence on the head.
Procedure (2) It is assumed that there is a virtual wall set as a virtual wall parameter, and for example, a sound transmission characteristic from a noise source such as an air conditioner fan position to both ears of the driver is obtained. The transfer characteristic represents a volume difference or a time lag for each frequency. It can be considered that this transfer characteristic is obtained by using a sound ray method or the like.

Procedure (3) Multiply the sound transfer characteristics by the HRTF corresponding to each incident direction to calculate a transfer function from the noise source to the driver's ears.
Procedure (4) A filter coefficient when a sound wave is output from a speaker is calculated for each speaker using a trans-oral technique or the like for the transfer function.

Returning to the description of FIG. 2, in S <b> 150, sound effect adjustment processing is executed. This process is realized as a function of the sound effect adjustment unit 50. Specifically, it is as shown in FIG.
In S151 in FIG. 6, audio data is acquired. In this process, the audio data being reproduced by the audio device is acquired from the audio data acquisition unit 51.

  In subsequent S152, the acoustic effect is adjusted according to the virtual wall parameter. In this process, the audio effect is adjusted for each speaker using audio data as if there is a virtual wall. This process also calculates the filter coefficient for each speaker in the case of outputting sound waves from the speaker, as in the generation of pseudo noise. In this case, in the procedure (2), the transfer characteristic of the sound from each speaker to the driver's both ears is obtained, and in the procedure (3), the transfer function from each speaker to the driver's both ears is calculated. .

  Returning to the description of FIG. 2, in S160, the acoustic signal is superimposed. This process is realized as a function of the acoustic signal superimposing unit 60, and superimposes the acoustic signal of the noise data and the acoustic signal of the audio data for each speaker.

  In subsequent S170, the acoustic signal superimposed in S160 is output for each speaker based on the filter coefficient. Accordingly, the driver can hear the pseudo noise and the audio sound as if the virtual wall exists near the right ear or the left ear according to the relative direction of the object and the distance from the object.

  In the pseudo noise generation process (see FIG. 5), air conditioner noise data is acquired based on the air conditioner setting information (S141), and travel noise data is acquired based on the travel speed information (S143). At this time, if the air conditioner is turned off, silent air conditioner noise data is acquired. Further, when the traveling speed is “0” (stopped), silent traveling noise data is acquired. In the sound effect adjustment process (see FIG. 6), the audio data being reproduced is acquired (S151). At this time, if the audio device is turned off, silent audio data is acquired.

  Therefore, not all the pseudo noise and the audio sound are always heard. However, if the warning is given only during traveling, at least pseudo noise based on the traveling noise data can be heard.

  As described above in detail, in the present embodiment, the relative situation detection unit 10 detects information related to an object that may come into contact with the host vehicle as a relative situation that is an event outside the vehicle related to the traveling of the host vehicle. (S100 in FIG. 2). The virtual wall parameter setting unit 30 sets virtual wall parameters related to the virtual wall according to the relative situation in order to form a sound field assuming that the virtual wall is in the vehicle interior (S120). When the warning necessity determination unit 20 determines that a warning is necessary (S110: YES), the pseudo noise generation unit 40 generates pseudo noise using noise data based on the virtual wall parameters (S140), The sound effect adjusting unit 50 adjusts the sound effect of the audio sound using the audio data based on the virtual wall parameter (S150). Thereafter, the pseudo noise and the audio sound are superimposed and output by the acoustic signal superimposing unit 60 and the acoustic signal output unit 70 (S160, S170). At this time, the center position of the virtual wall is set in the vicinity of the driver's left ear or right ear (S123, S124 in FIG. 3).

  That is, in the present embodiment, for example, when a situation where there is a possibility of a collision occurs, a virtual wall parameter is set according to the situation, and a sound field is formed as if there is a virtual wall to give a warning. At this time, since the sound field is formed using the noise data and the audio data, the driver does not feel uncomfortable or bothered compared to the case where the warning sound is used. Further, since the virtual wall is set at the driver's peripheral position, the change in the sound field due to the virtual wall becomes easy for the driver to understand, and a sufficient warning can be given.

  In particular, in the present embodiment, the virtual wall is set in the vicinity of the driver's head, specifically, the center position of the virtual wall in the vicinity of the driver's left ear or right ear (S123, S124 in FIG. 3). ), The effect of making the change in the sound field due to the virtual wall easy to understand.

  In the present embodiment, in setting the virtual wall parameters, the area of the virtual wall is set according to the distance to the object (S125 in FIG. 3). Thereby, a sound field can be changed according to a relative condition.

  Furthermore, in this embodiment, the pseudo noise and the audio sound are superimposed by the acoustic signal superimposing unit 60 (S160). As a result, a sound field based on both noise and audio sound is formed, so that the driver can recognize the existence of the virtual wall more naturally.

  In the present embodiment, the pseudo noise generation unit 40 estimates vehicle interior noise based on the noise information acquired by the noise information acquisition unit 41. As a result, a sound field based on vehicle interior noise can be formed relatively easily.

  Specifically, the vehicle interior noise is estimated based on the air conditioner setting information, that is, the air conditioner air volume setting, the air conditioner outlet setting, and the air conditioner inside air circulation / outside air introduction setting (S141 in FIG. 5). Thereby, the vehicle interior noise resulting from the operation of the air conditioner can be estimated.

Further, vehicle interior noise is estimated based on the travel speed information (S143 in FIG. 5). Thereby, the vehicle interior noise resulting from the traveling of the host vehicle can be estimated.
Furthermore, in this embodiment, the pseudo noise generation unit 40 uses the noise data stored in the noise data storage unit 42 to form a sound field based on vehicle interior noise (S142 and S144 in FIG. 5). Thereby, a sound field based on vehicle interior noise can be formed relatively easily.

  In the present embodiment, the acoustic effect adjustment unit 50 uses the audio data acquired by the audio data acquisition unit 51 for forming a sound field based on the audio sound (S152 in FIG. 6). Thereby, the sound field based on the audio sound can be formed relatively easily.

  Note that the in-vehicle warning device 1 in the present embodiment constitutes “in-vehicle warning device” and “collision warning device” in the claims, and the relative situation detection unit 10 constitutes “relative situation detection means”. The determination unit 20 constitutes “warning necessity determination unit”, the virtual wall parameter setting unit 30 constitutes “parameter setting unit”, the pseudo noise generation unit 40 constitutes “pseudo noise generation unit”, and obtains noise information The unit 41 constitutes “noise information acquisition unit”, the noise data storage unit 42 constitutes “noise data storage unit”, the acoustic effect adjustment unit 50 constitutes “acoustic effect adjustment unit”, and the audio data acquisition unit 51 Constitutes “audio data acquisition means”, and the pseudo noise generation unit 40, the acoustic effect adjustment unit 50, the acoustic signal superimposition unit 60, and the acoustic signal output unit constitute “sound field formation warning means”.

[Second Embodiment]
In the embodiment described above, the relative situation detection unit 10 acquires the relative direction of the object with respect to the host vehicle and the distance to the object. On the other hand, in the present embodiment, information from at least one of the radar unit and the camera unit is input to the relative situation detection unit 10. As a result, the relative situation detection unit 10 acquires the relative position and the relative distance of the lane boundary indicated by a white line or the like. That is, in this embodiment, the vehicle-mounted warning device 1 functions as a lane departure warning device.

Therefore, the processing of S100 in FIG. 2 is different from the above embodiment, and in this embodiment, the relative direction and the relative distance of the lane boundary line are detected.
Further, the parameter setting process in FIG. 2 is different from the above embodiment. Therefore, the parameter setting process will be described below. FIG. 7 is a flowchart showing the parameter setting process.

  In the first S221, an expected intersection time T that intersects with the lane boundary line is calculated. This process calculates the time until the lane boundary line and the host vehicle intersect based on the relative position and relative distance of the lane boundary line.

  In subsequent S222, it is determined whether or not the expected intersection time T is smaller than the threshold value Tth. Here, when T <Tth (S222: YES), the process proceeds to S223. On the other hand, if T ≧ Tth (S222: NO), the subsequent processing is not executed and the parameter setting processing is terminated.

  In S223, it is determined whether or not the lane boundary line expected to intersect is on the left side. If it is determined that the lane boundary line is on the left side (S223: YES), the center position of the virtual wall is set in the vicinity of the driver's left ear in S224, and then the process proceeds to S226. On the other hand, when it is determined that the lane boundary line is not on the left side (S223: NO), that is, when the lane boundary line expected to intersect is on the right side, the center position of the virtual wall is determined by the driver's right ear in S225. Set to the vicinity, and then the process proceeds to S226.

  In S226, the area of the virtual wall is set according to the expected intersection time T. For example, it is conceivable to employ a function F as shown in FIG. This function F calculates the area S of the virtual wall according to the expected intersection time T.

  In FIG. 8A, the virtual wall area S becomes Smax when the predicted intersection time T is “0 <T ≦ T1”, and when the predicted intersection time T exceeds “T1”, the virtual wall area S gradually increases. The area S of the virtual wall becomes “0” as the estimated intersection time becomes “TG” as it becomes smaller.

  Returning to FIG. 7, in the next S227, the sound absorption coefficient of the virtual wall is set according to the expected intersection time T. The sound absorption coefficient at this time may be set to, for example, the sound absorption coefficient at random incidence, and is set as shown in FIG. 8B, for example.

  In FIG. 8B, the sound absorption coefficient α of the virtual wall is α1 when the estimated intersection time T is “T> Td”, and the sound absorption coefficient α of the virtual wall is α1 when the estimated intersection time T is “T ≦ Td”. α2. It is realistic to set α2 <α1. That is, when the estimated intersection time is shorter than Td, a relatively small sound absorption coefficient α2 is adopted, and when the estimated intersection time is longer than Td, a relatively large sound absorption coefficient α1 is adopted. For example, it is conceivable that the sound absorption coefficient α1 is set as an actual measurement value on the wall of the resin material, and the sound absorption coefficient α2 is set as an actual measurement value on the wall of the concrete material. Thereby, under the situation where the lane boundary is closer, the pseudo noise or the audio sound reflected from the virtual wall can be heard more greatly.

  Returning to FIG. 7, in S228, the “shape”, “thickness”, and “distance” of the virtual wall are set. In this process, a predetermined value is set. After the process of S228 ends, the parameter setting process ends.

  As described above in detail, the in-vehicle warning device 1 of the present embodiment is different from the above-described embodiment in that it is a lane departure warning device, but the effects of the other configurations are the same as the effects of the in-vehicle warning device 1 of the above embodiment. It becomes the same.

  In particular, in the present embodiment, two parameters, the area of the virtual wall and the sound absorption rate, are set according to the expected intersection time, which is the time until the lane boundary line and the host vehicle intersect. As a result, the effect of changing the sound field according to the relative situation is prominent.

In this embodiment, the in-vehicle warning device 1 constitutes the “in-vehicle warning device” and the “lane departure warning device” in the claims. Other correspondences are the same as in the above embodiment.
As described above, the present invention is not limited to the embodiment described above, and can be implemented in various forms without departing from the technical scope thereof.

  (A) In the first embodiment, as shown in FIG. 4, the area S of the virtual wall is set stepwise according to the distance d to the object. On the other hand, also in the first embodiment, the area of the virtual wall may be set by a continuous function as in the second embodiment. On the other hand, in the second embodiment, the area of the virtual wall may be set stepwise as in the first embodiment. Alternatively, it may be possible to set the area of the virtual wall with a table or the like.

  (B) In the first embodiment, the area of the virtual wall is set according to the distance from the object. Moreover, in the said 2nd Embodiment, the area of the virtual wall was set according to the intersection estimation time until it cross | intersects a lane boundary line. On the other hand, for example, the speed and acceleration of the target object or the lane boundary line, the moving direction, and the vehicle direction component of the speed vector may be set according to the relative situation with the target object or the lane boundary line.

  (C) In the first embodiment, the “shape”, “thickness”, “sound absorption rate”, and “distance” of the virtual wall are set to predetermined values. In the second embodiment, the “shape”, “thickness”, and “distance” of the virtual wall are set to predetermined values. On the other hand, these may be set according to the relative situation with respect to the object and the lane boundary line as in the “area” and the like.

  (D) In the above embodiment, the HRTF is used for generating pseudo-noise and adjusting the acoustic effect. On the other hand, instead of HRTF, a method such as a wavefront synthesis method may be used. For the wavefront synthesis method, see "A.J. Berkhout et.al.," Acoustic control by wave field synthesis, "J.Acoust.Soc.Am.93 (5), May 1993".

Moreover, when using HRTF, in order to improve reproducibility more, you may measure HRTF in the state which has actually arrange | positioned the wall to the ear | edge.
(E) In the above embodiment, the noise data storage unit 42 stores the air conditioner noise data and the running noise data as the noise data in advance. On the other hand, actual noise may be collected using a microphone or the like, and the collected noise signal may be used as noise data.

  In the above embodiment, the air conditioner setting information and the traveling speed information are used as noise information to estimate vehicle interior noise. On the other hand, actual noise may be collected using a microphone or the like, and the collected noise signal may be used as noise information.

By using the noise signal collected in this way, it contributes to the formation of a sound field based on pseudo noise close to actual vehicle interior noise.
(F) In the above embodiment, since pseudo noise is generated, actual noise can be heard at the same time. Therefore, actual noise may be erased using an active noise canceller or the like.

  1: vehicle-mounted warning device, 10: relative situation detection unit, 20: warning necessity determination unit, 30: virtual wall parameter setting unit, 40: pseudo noise generation unit, 41: noise information acquisition unit, 42: noise data storage unit, 50: Acoustic effect adjustment unit, 51: Audio data acquisition unit, 60: Acoustic signal superimposition unit, 70: Acoustic signal output unit

Claims (15)

A relative situation detecting means for detecting an event outside the vehicle related to the traveling of the host vehicle as a relative situation with respect to the host vehicle;
Parameter setting means for setting a virtual wall parameter related to the virtual wall according to the relative situation in order to form a sound field assuming that there is a virtual wall in the vehicle interior;
Warning necessity determination means for determining whether or not a warning is necessary based on the relative situation;
When it is determined by the warning necessity determination means that a warning is necessary, a warning is generated by forming a sound field based on the sound existing in the passenger compartment based on the virtual wall parameter, assuming that the virtual wall exists. Sound field formation warning means for performing,
The parameter setting means sets the position of the virtual wall included in the virtual wall parameter to a driver's peripheral position, and according to the relative situation, the area of the virtual wall included in the virtual wall parameter, sound absorption An in-vehicle warning device characterized by changing at least one of rate, shape, and thickness . The in-vehicle warning device according to claim 1,
The on-vehicle warning device characterized in that the parameter setting means sets the position of the virtual wall included in the virtual wall parameter to a position around the head of the driver. The in-vehicle warning device according to claim 2,
The on-vehicle warning device characterized in that the parameter setting means sets the position of the virtual wall included in the virtual wall parameter in the vicinity of the left ear or the right ear of the driver according to the relative situation. In the in-vehicle warning device according to any one of claims 1 to 3 ,
The on-vehicle warning device characterized in that the sound field formation warning means forms a sound field based on a plurality of sounds existing in the vehicle interior by superimposing an acoustic signal. In the in-vehicle warning device according to any one of claims 1 to 4 ,
The on-vehicle warning device characterized in that the sound field forming warning means includes a pseudo noise generating means for forming a sound field based on vehicle interior noise existing in the vehicle interior. The in-vehicle warning device according to claim 5 ,
And noise information acquisition means for acquiring noise information relating to the vehicle interior noise,
The on-vehicle warning device characterized in that the pseudo noise generation means estimates the vehicle interior noise based on the noise information acquired by the noise information acquisition means. The in-vehicle warning device according to claim 6 ,
The in-vehicle warning device characterized in that the noise information acquisition means acquires air conditioner setting information related to air conditioner settings as the noise information. The in-vehicle warning device according to claim 7 ,
The noise information acquisition means acquires at least one of air conditioner air volume setting, air conditioner outlet setting, and air conditioner internal air circulation / outside air introduction setting as the air conditioner setting information. apparatus. In the in-vehicle warning device according to any one of claims 6 to 8 ,
The in-vehicle warning device, wherein the noise information acquisition means acquires travel speed information indicating a travel speed of the host vehicle as the noise information. The in-vehicle warning device according to any one of claims 5 to 9 ,
And noise data storage means for storing noise data corresponding to the vehicle interior noise.
The on-board warning device, wherein the pseudo noise generation means uses the noise data stored in the noise data storage means to form a sound field based on the vehicle interior noise. In the in-vehicle warning device according to any one of claims 5 to 10 ,
Further, the vehicle interior noise can be collected, and the collected noise signal is used as noise data corresponding to the vehicle interior noise or as noise information related to the vehicle interior noise. In-vehicle warning device. In the in-vehicle warning device according to any one of claims 1 to 11 ,
The on-vehicle warning device characterized in that the sound field forming warning means includes sound effect adjusting means for forming a sound field based on an audio sound existing in a passenger compartment. The in-vehicle warning device according to claim 12 ,
Furthermore, an audio data acquisition means for acquiring audio data corresponding to the audio sound is provided,
The in-vehicle warning device, wherein the sound effect adjusting means uses the audio data acquired by the audio data acquiring means for forming a sound field based on the audio sound. It is constructed using the vehicle warning device according to any one of claim 1 to 13
The collision warning device according to claim 1, wherein the relative situation detection means detects information relating to an object that may contact the host vehicle as the relative situation. It is constructed using the vehicle warning device according to any one of claim 1 to 13
The lane departure warning device according to claim 1, wherein the relative situation detection unit detects information on a positional relationship between the host vehicle and a lane boundary line as the relative situation.

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