JP4696792B2 - Car alarm system - Google Patents

Description

  The present invention relates to an in-vehicle alarm device, and more particularly, to an in-vehicle alarm device that detects a vehicle driver's line-of-sight direction based on a captured image of a camera and performs alarm control for the driver according to the detection result.

2. Description of the Related Art Conventionally, there has been known a device that issues a collision warning to a vehicle driver when the possibility of collision of the host vehicle with an obstacle ahead of the vehicle reaches a predetermined level (see, for example, Patent Document 1). In this device, it is detected whether or not the driver is looking aside to remove the line of sight from the front direction using an image taken by a camera provided in the vehicle interior. Then, when the driver's aside is detected, the predetermined level relating to the possibility of collision with a front obstacle for giving a warning to the vehicle driver by speaker output or display display is changed to be small. For this reason, according to the above-mentioned conventional device, when the vehicle driver looks aside, the above-mentioned collision warning can be output early, and as a result, safety during vehicle travel can be improved. It becomes.
JP 2004-145725 A

  By the way, in the above-mentioned conventional device, the camera provided for detecting the driver's side look is provided on the column cover of the steering wheel, so depending on the influence of light such as the sun, street lights, headlights of other vehicles, Even if the captured image of the camera is subjected to image processing, the characteristic part necessary for detecting the driver's side-by-side may not be extracted, and it may not be possible to detect the presence or absence of the side-by-side. In addition, the camera itself may fail for some reason. However, in the above-described conventional device, when performing the above-described alarm control according to the presence or absence of a look-aside, no action is taken when the driver cannot look aside as described above. There was a risk that the alarm would not be performed at the appropriate time.

  The present invention has been made in view of the above-described points, and it is possible to appropriately perform alarm control even in a situation where it is impossible to detect a driver's sideways based on a captured image of a camera. An object is to provide an alarm device.

The above-mentioned purpose is to detect a gaze direction of a vehicle driver based on a captured image of the camera, and when the gaze direction detected by the gaze direction detection means is a frontal obstacle, On the other hand, when the line-of-sight direction is not in the front direction, the first possibility is given to the vehicle driver before the collision possibility with the front obstacle reaches the predetermined level. A first warning means for performing a warning and a timing for uniformly advancing the timing of starting the first warning by the first warning means when the line-of-sight direction detected by the line-of-sight direction detection means is not in the front direction a changing unit, after the collision probability of the obstacle ahead the first warning before reaching the predetermined level is started by the first alarm means, said visual detected by the visual line detection means An in-vehicle alarm device comprising: a second alarm means for giving a second alarm different from the first alarm to the vehicle driver when the duration of the state where the direction is not in the front direction is a predetermined time or more. And a detection status determination means for determining whether or not the detection by the visual direction detection means is impossible, wherein the first warning means is detected by the detection status determination means. When it is determined that the situation cannot be detected, the first warning is given after the possibility of collision with a front obstacle reaches the predetermined level, and the second warning means If it is determined by the detection status determination means that the detection by the gaze direction detection means is impossible, this is achieved by an in-vehicle warning device that prohibits the second warning for the vehicle driver.

  In the invention of this aspect, normally, when the vehicle driver's line-of-sight direction detected based on the captured image of the camera is in the front direction, the first possibility is reached after the possibility of collision with the front obstacle reaches a predetermined level. On the other hand, when the line-of-sight direction is not in the front direction, the first alarm is issued before the possibility of collision reaches the predetermined level, but the vehicle driver's line-of-sight direction based on the captured image of the camera If the detection is impossible, the first alarm is issued after the possibility of collision reaches a predetermined level regardless of the line-of-sight direction. Therefore, it is possible to appropriately execute alarm control even in a situation where it is impossible to detect the gaze direction of the vehicle driver based on the captured image of the camera.

In addition, the above object is to detect a vehicle driver's line-of-sight based on a captured image of the camera, and to detect a forward obstacle when the line-of-sight direction detected by the line-of-sight direction detector is in the front direction. On the other hand, after the possibility of collision with an object reaches a predetermined level, when the line-of-sight direction is not in the front direction, before the possibility of collision with a front obstacle reaches the predetermined level, A first alarm means for performing an alarm of 1 and a collision with a front obstacle by the first alarm means according to a duration time in which the line-of-sight direction detected by the line-of-sight direction detection means is not in the front direction. timing changing means possible to change the timing for starting the first alarm before reaching the predetermined level, by the first alarm means possibility of collision with the front obstacle reaches the predetermined level After the first alarm is started from the front, when the duration of the state where the line-of-sight direction detected by the line-of-sight direction detection means is not in the front direction is a predetermined time or longer, the first alarm is different from the first alarm. And a second alarm means for giving the second alarm to the vehicle driver, and a detection situation determination for determining whether or not the gaze direction detection means cannot detect And the timing changing means prohibits the timing change when the detection status discrimination means determines that the detection by the gaze direction detection means is impossible . alarm means, said if the detection by the gaze direction detection means by the detecting condition determination means is determined to be in impossible situations, the vehicle alarm system for prohibiting the second alarm towards the vehicle driver Ri is achieved.

  In this aspect of the invention, usually, when the vehicle driver's line-of-sight direction detected based on the captured image of the camera is not in the front direction, the first alarm is issued before the possibility of collision reaches the predetermined level, The start timing of the first alarm is changed according to the duration of the state where the line-of-sight direction is not in the front direction, but it is impossible to detect the line-of-sight direction of the vehicle driver based on the captured image of the camera. In such a case, changing the start timing of the first alarm is prohibited. Therefore, the first alarm can be started at an appropriate timing even when it is impossible to detect the gaze direction of the vehicle driver based on the captured image of the camera.

By the way, in the above-described on-vehicle alarm device, after the first alarm is started before the first alarm means reaches the predetermined level, the first alarm means detects the line-of-sight direction detection means. A second warning means for giving a second warning different from the first warning to the vehicle driver when the duration of the state in which the line-of-sight direction is not in the front direction is a predetermined time or more, the second alarm means, when said detection by said eye direction detecting means by detecting condition determination means is determined to be in impossible situations, it prohibits the second alarm toward the vehicle driver. In such a configuration, the second alarm is not erroneously performed even when the vehicle driver's line-of-sight direction cannot be detected, thereby ensuring proper execution of the second alarm. Is possible.
In the on-vehicle alarm device described above, the first alarm is an alarm display or a buzzer sounding that stimulates the visual or auditory sense of the vehicle driver, and the second alarm is a wheel braking that the vehicle driver experiences. Or it may be a steering vibration.

  In the on-vehicle alarm device described above, the detection status determination unit may determine whether or not the gaze direction of the vehicle driver is not detected from the captured image of the camera by the gaze direction detection unit. The detection status determination means may determine whether or not a failure occurs in the camera.

  In these inventions, the “front direction” is a direction when the driver generally turns his / her line of sight substantially in the vehicle traveling direction during straight running.

  According to the present invention, it is possible to appropriately execute alarm control even in a situation where it is impossible to detect a driver's sideways based on a captured image of a camera.

  FIG. 1 shows a configuration diagram of an in-vehicle alarm device 10 according to an embodiment of the present invention. FIG. 2 is a layout diagram of cameras provided for photographing the face of the vehicle driver provided in the in-vehicle alarm device 10 of the present embodiment. 2A shows a view when viewed from the side of the vehicle, and FIG. 2B shows a view when viewed in the direction of arrow III shown in FIG. 1A. Show. The in-vehicle alarm device 10 of the present embodiment predicts a collision between the own vehicle and a preceding vehicle, an oncoming vehicle, an obstacle such as a stationary object existing in front of the own vehicle, and the possibility of the collision becomes relatively high. It is a pre-crash safety (PCS) system that sometimes warns a vehicle driver for collision avoidance or collision mitigation.

  As shown in FIG. 1, the in-vehicle alarm device 10 includes an electronic control unit (hereinafter referred to as PCS-ECU) 12 mainly composed of a computer. The PCS-ECU 12 is connected to an obstacle sensor 14 disposed on a bumper, a front grill or the like at the front end of the vehicle body. The obstacle sensor 14 is composed of, for example, a millimeter wave radar, a laser radar, a camera, or the like, and sends a signal corresponding to an obstacle existing in front of the own vehicle (particularly on the course of the own vehicle) to the PCS-ECU 12. Output. The PCS-ECU 12 detects the presence or absence of a front obstacle based on the output signal of the obstacle sensor 14, detects the distance between the host vehicle and the front obstacle when there is a front obstacle, and Based on the detected distance and the own vehicle speed detected using a vehicle speed sensor or the like, the relative speed between the two is detected.

  The in-vehicle alarm device 10 also includes a camera ECU 16 mainly composed of a computer connected to the PCS-ECU 12 through serial communication. A face image photographing camera 18 provided for photographing the face of the vehicle driver is connected to the camera ECU 16. As shown in FIG. 2, for example, the face image capturing camera 18 is disposed on the upper surface of a steering column cover 22 or a combination meter 24 that is a non-rotating member that covers a shaft portion of a steering wheel 20 that is rotated left and right by a driver during steering. Has been. The face image capturing camera 18 passes through an opening that is open on the surface of the steering wheel 20 so that the driver can grasp the steering wheel 20 with his hand and visually recognize the combination meter 24. It is directed in the direction in which the person's head is present, and the face of the vehicle driver is photographed almost from the front. For night photography, a lamp that projects infrared rays toward the face of the vehicle driver may be provided.

  The video signal of the face image photographing camera 18 is supplied to the camera ECU 16. The camera ECU 16 performs binarization processing and feature point extraction processing based on the video signal supplied from the face image capturing camera 18 to extract an image showing the driver's face, and the driver from the extracted image. The face width and face center line of the face are detected, the left-right spacing ratio of the face shown in the image is calculated from these parameters, and the direction in which the driver's face faces, that is, the angle from the front (hereinafter, driving) is calculated from the left-right spacing ratio. When the person looks straight ahead in the vehicle traveling direction along the traveling lane during straight running, the angle is set to 0 °.

  The camera ECU 16 also extracts edge points and feature points due to the influence of light such as the sun in the process of detecting the face direction angle of the driver based on the captured image of the face image capturing camera 18. Therefore, it is determined whether or not the face orientation angle cannot be detected. Furthermore, it is possible to detect a failure such as a power supply voltage abnormality of the face image capturing camera 18 or a synchronization signal not being transmitted, and an abnormality such as a disconnection of a communication line with the face image capturing camera 18.

  Information on the face angle of the vehicle driver detected by the camera ECU 16 and information on the non-detection and failure of the face angle are supplied to the PCS-ECU 12. The PCS-ECU 12 grasps the face orientation angle θ as the direction in which the vehicle driver turns his / her line of sight based on the information on the face orientation angle from the camera ECU 16. Further, it is determined whether or not it is impossible to detect the face direction angle of the driver using the face image capturing camera 18 based on the detection of the face direction angle not detected or the failure information.

  An alarm display 26, an alarm buzzer 28, and a brake device 30 are connected to the PCS-ECU 12. The alarm display 26 is, for example, a meter unit provided on an instrument panel in the vehicle interior, and alerts the vehicle driver by displaying an alarm in accordance with a drive command from the PCS-ECU 12 as will be described later. The alarm buzzer 28 is a buzzer alarm provided in the passenger compartment, and alerts the vehicle driver by sounding a buzzer according to a drive command from the PCS-ECU 12 as will be described later. Furthermore, the brake device 30 has a hydraulic or electric brake actuator that brakes the wheels of the vehicle, and when the driver performs a brake operation or when an instruction from the PCS-ECU 12 is given, The brake actuator is driven to brake the wheel.

  Next, operation | movement of the vehicle-mounted alarm device 10 of a present Example is demonstrated. FIG. 3 is a diagram for explaining the operation of the vehicle-mounted alarm device 10 according to the present embodiment. FIG. 4 shows a map representing the relationship between a later-described aside look duration and threshold time used in this embodiment. Moreover, FIG. 5 shows the figure for demonstrating operation | movement of the vehicle-mounted alarm apparatus 10 of a present Example.

  In this embodiment, when the PCS-ECU 12 detects the presence of a forward obstacle based on the output of the obstacle sensor 14, the distance and relative speed with respect to the forward obstacle and the course of the host vehicle are thereafter determined at regular intervals. Based on the position of the front obstacle with respect to the route and the like, the possibility that the own vehicle will collide with the front obstacle at the present time (collision possibility) is calculated. The shorter the time until the host vehicle collides with the obstacle ahead, the higher the possibility of collision. Therefore, the possibility of collision calculated by the PCS-ECU 12 depends on the distance between the host vehicle and the obstacle ahead and the relative speed between them. The value corresponding to the time obtained by dividing by (collision prediction time) may be used. In this case, the shorter the collision prediction time, the larger the value.

  In general, the vehicle driver makes a predetermined time (for example, 1.8 seconds or 2 seconds) before colliding with a forward obstacle (for example, a stopped vehicle) ahead on the same lane as the host vehicle. In many cases, actions such as a steering operation and a brake operation for avoiding a collision are started by about 30 meters before the speed of 60 km / h. Therefore, it is effective to avoid the collision and reduce the damage by giving a warning and warning to the vehicle driver at an early timing before the collision, but the vehicle driver can take the collision avoiding action described above. Assuming that the driver is warned within a predetermined time, a warning may occur even when the driver is planning to take a collision avoidance action in the near future. It can be annoying and uncomfortable. Therefore, the PCS-ECU 12 determines the possibility of collision that can effectively take collision avoidance action while suppressing the driver from feeling uncomfortable, that is, the time until the collision (for example, 1.8 seconds or 2 seconds). The reference threshold level (reference time t1 until the collision) for starting the alarm is stored in the storage device in advance.

  In addition, when a vehicle collides with the front, the driver looks at the inner mirror, the outer mirror on the driver's seat or on the passenger's seat, the display on the passenger compartment, or the outside of the vehicle for safety confirmation on the left and right sides of the vehicle. Often caused by carelessness due to looking aside. Therefore, in order to avoid collision and reduce damage to the vehicle, when the driver's attention to the front of the vehicle is reduced before the collision, the above warning is given to the vehicle driver at an earlier timing than usual. It is appropriate to do.

  Here, the driver's side look as described above is performed with a certain degree of gaze from the front. Therefore, the PCS-ECU 12 stores in advance in the storage device a threshold value θ0 (for example, ± 15 °) of the face angle for determining whether or not the driver is looking aside to remove the line of sight from the front direction. is doing. The PCS-ECU 12 compares the face orientation angle θ with the threshold value θ0 stored in the storage device every time information on the driver's face orientation angle θ is supplied from the camera ECU 16.

  As a result of the comparison, the PCS-ECU 12 determines that the driver's line of sight is almost in front when the face angle θ is within the threshold value θ0. When the possibility of collision with a front obstacle is calculated, the possibility of collision is compared with a reference threshold level stored in the storage device. Note that the reason why the driver's line of sight is almost in front is that the face orientation angle θ is the threshold value after the duration of the state in which the face orientation angle θ is within the threshold value θ0 reaches a predetermined time. The duration of the state outside the value θ0 may be until a predetermined time is reached, and when such a determination is made, the calculated collision probability is compared with the reference threshold level.

  From the comparison result, when the possibility of collision reaches the reference threshold level, that is, when the predicted collision time becomes less than or equal to the reference time t1, an alarm is displayed so that an alarm is issued from that time until the collision. A drive command is issued to the display 26 and the alarm buzzer 28. In this case, in order to prompt the driver to avoid or mitigate the collision between the host vehicle and the front obstacle, the alarm display 26 displays an alarm and the alarm buzzer 28 sounds a buzzer (FIG. 3 ( A)).

  Further, as a result of the comparison, the PCS-ECU 12 determines that the driver's line of sight is not facing the front in a situation where the face orientation angle θ is outside the threshold value θ0, and first alerts the driver. When the threshold time tt that should be expected to collide with the obstacle ahead is longer than the reference time t1 (by making it earlier with respect to the time of the collision), the possibility of collision can be increased. The threshold level to be reached is reduced from the reference threshold level. It is determined that the driver's line of sight is not facing the front direction after the duration of the state in which the face angle θ is outside the threshold value θ0 reaches a predetermined time (eg, 0.3 seconds) The duration of the state in which the face angle θ is within the threshold value θ0 may be until the predetermined time is reached.

  In order to reduce the threshold level in this way, the PCS-ECU 12 first determines that the driver's face orientation angle θ based on the captured image of the face image capturing camera 18 is the threshold θ0 When it is determined that the driver's line of sight is not facing the front due to being outside, the continuation time during which the state continues thereafter is counted. Then, according to the counted duration of the side look, the threshold level from which the possibility of collision with the front obstacle should be reached in order to start warning to the driver from the above-mentioned reference threshold level is reached. The amount of decrease is changed, that is, when the warning to the driver is started, the advance time from the reference time t1 of the threshold time tt that should reach the predicted collision time with the front obstacle is changed.

  Specifically, the PCS-ECU 12 stores in advance in the storage device a map that represents the relationship between the look-ahead duration and the threshold time tt as shown in FIG. In this map, the relationship between the two is a downward convex curve, and the threshold time tt is substantially the reference time t1 when the look-ahead duration is shorter than a predetermined time s1 (for example, 0.5 seconds). (= The preceding time is zero), but when the armpit continuation time is equal to or longer than the predetermined time s1, the threshold time tt becomes longer than the reference time t1 as the continuation time is longer (the time of collision is The threshold time tt is greater than the reference time t1 when the look-ahead duration is equal to or longer than a predetermined time s2 (for example, 1 second) longer than the predetermined time s1. Is set to be a long predetermined time t2 (for example, 3 seconds or 3.5 seconds until the collision) (= maximum advance time). This map may be a map in which the relationship between the two is linear or stepped.

  Therefore, the PCS-ECU 12 refers to a map showing the relationship between the aside look duration and the threshold time tt as shown in FIG. The advance time of the threshold time tt is set, and thereafter, every time the look-ahead duration is updated, the threshold level decrease amount corresponding to the look-ahead duration, that is, the advance time of the threshold time tt is set. Set.

  When the PCS-ECU 12 calculates the possibility of collision between the host vehicle and the front obstacle at each time point in a situation where the driver's line of sight is determined not to face the front, the calculated collision is performed. Compare the possibility with the threshold level which is reduced by the amount corresponding to the aside duration as described above, specifically, the calculated collision prediction time is the reference for the time corresponding to the aside duration as described above. It is determined whether or not the time is equal to or less than a threshold time tt that is advanced from time t1.

  From the comparison result, when the predicted collision time is longer than the threshold time tt longer than the reference time t1, and the possibility of collision does not reach the threshold level after the level drop, the warning display 26 and While no drive command is issued to the alarm buzzer 28, when the predicted collision time is less than or equal to the above threshold time tt and the possibility of collision reaches the above threshold level, an alarm is issued from that point to the time of the collision. As shown, a drive command is issued to the alarm display 26 and the alarm buzzer 28. In this case, in order to prompt the driver to avoid or mitigate the collision between the host vehicle and the front obstacle, the alarm display 26 displays an alarm and the alarm buzzer 28 sounds a buzzer (FIG. 3 ( B)).

  Therefore, in the in-vehicle warning device 10 of the present embodiment, the driver performs warning display by the warning display 26 for collision avoidance or damage reduction and warning of the buzzer by the warning buzzer 28 before the collision with the front obstacle. When the line of sight is directed in the front direction, it is performed when the timing at which the driver can take a normal collision avoidance action has passed. On the other hand, when the driver removes the line of sight from the front direction, the driver does the normal collision avoidance action. This can be done before the timing that can be taken. That is, before the collision with a front obstacle, when the driver has taken his gaze off from the front direction, the alarm start timing for collision avoidance or damage reduction is It is possible to speed up. Therefore, according to this embodiment, before the collision with the front obstacle, the collision avoidance action is delayed due to the driver's aside while suppressing the driver from being bothered by an alarm as much as possible. It is possible to prevent this, and it is possible to improve safety during vehicle travel.

  Further, in the configuration of the present embodiment, there is a sufficient time until the collision with the front obstacle (specifically, the maximum time of the preceding time from the reference time t1 of the threshold time tt and the preceding time) It is longer than the sum of the minimum time that must be continued for a while to maximize the time), and the driver's line of sight does not face the front. If it continues, the preceding time from the reference time t1 of the threshold time tt is maximized. In this case, the threshold for the predicted collision time to be maximized in a state where the lookout continues. The alarm is started when the value time tt (predetermined time t2) is reached.

  In addition, in the situation where the time until the collision with the front obstacle is not sufficient as described above, when the driver's line of sight does not face the front, the above-mentioned duration depends on the duration of the sideward state. Although the advance time increases, since the collision prediction time becomes equal to or less than the threshold time tt during the increase process, the alarm is started when the collision prediction time becomes equal to or less than the threshold time tt. This means that the advance time from the reference time t1 of the threshold time tt is limited depending on the start timing of the side look with respect to the time of the collision.

  In addition, the driver's look-a-side occurred before the collision with the front obstacle, but before the collision prediction time becomes less than the threshold time tt where the advance time increases with the increase of the look-ahead duration, When the look-ahead is resolved and the driver's line of sight turns to the front, it is preferable to set the threshold time tt to the normal reference time t1 by setting the advance time to zero. This is because if the driver's line of sight turns to the front, the need to advance the alarm start timing earlier than the normal timing is reduced. In this case, as usual, the alarm is started when the predicted collision time becomes the reference time t1 or less.

  Thus, according to the vehicle-mounted alarm device 10 of the present embodiment, the alarm start timing that is advanced when the driver removes the line of sight from the front direction is the duration of the state in which the line of sight is removed and a side look is occurring. It can be changed according to the length. Specifically, the longer the aside look continuation time is, the longer the preceding time from the reference time t1 of the threshold time tt that should reach the predicted time of collision with the front obstacle in starting the warning to the driver. By doing so, the amount of decrease in the threshold level from which the possibility of collision should be reached from the reference threshold level is increased, and the alarm start timing can be advanced.

  For this reason, if the vehicle driver's side look duration is relatively short before a collision with a front obstacle, the alarm start timing will not be much earlier than when the possibility of collision reaches the reference threshold level. It is possible to prevent the driver from giving unpleasant feelings due to the warning. In addition, when the vehicle driver's side look duration is relatively long, the warning start timing will be much earlier than the point when the possibility of collision reaches the reference threshold level, so the driver whose line of sight does not turn to the front. It is possible to promptly promote actions for collision avoidance and damage reduction. Therefore, according to the in-vehicle alarm device 10 of the present embodiment, it is possible to perform an appropriate alarm in accordance with the driver's side-by-side state while suppressing annoying the driver by the alarm before the vehicle collision. Thus, it is possible to improve safety when the vehicle is running.

  Further, in the present embodiment, the PCS-ECU 12 displays a warning display when the possibility of collision with a front obstacle reaches a threshold level that has been lowered from the reference threshold level due to the driver's side effects. After starting the primary alarm of the alarm display by the alarm 26 and the buzzer sounding by the alarm buzzer 28, (1) the duration of the sideways state where the driver's line of sight that started before the alarm started is not facing the front direction is The threshold time tt is equal to or longer than a predetermined time s3 (for example, 2 seconds) longer than the predetermined time s2 that maximizes the advance time from the reference time t1, and (2) the aside state continues at the present time. It is determined whether or not.

  As a result, if it is determined that the above conditions (1) and (2) are both satisfied, then (3) the predicted collision time between the host vehicle and the front obstacle calculated at the present time is the reference time t1. If it is determined that the possibility of collision has reached the reference threshold level and that the possibility of collision has reached the reference threshold level, (4) It is determined whether the relative speed with respect to the forward obstacle is a predetermined relative speed (for example, +40 km / h) or more and (5) the speed of the host vehicle is a predetermined speed (for example, 40 km / h) or more.

As a result, when it is determined that any of the above conditions (3) to (5) is not satisfied, no further processing is performed, but all of the conditions (3) to (5) are satisfied. If so, a drive instruction is given to the brake device 30 so that wheel braking is performed for a predetermined time (for example, 0.5 seconds) from that point. In this case, the brake device 30 performs wheel braking (alarm braking) as a secondary alarm in order to urge the driver to avoid or mitigate the collision between the host vehicle and the front obstacle by a sensation alarm. The wheel braking as the secondary alarm may be performed at a predetermined deceleration (for example, 2 m / s ² ).

  According to such a process, for example, as shown in FIG. 5A, the warning display 26 is used before the collision possibility reaches the reference threshold level due to the driver's side look before the collision with the front obstacle. Even when the primary alarm of the buzzer sounding by the alarm display and the alarm buzzer 28 is started, the driver's line of sight before the possibility of collision reaches the reference threshold level (before the predicted collision time becomes less than the reference time t1). If the look-ahead state is resolved by turning to the front, wheel braking as a secondary alarm is not performed regardless of the duration of the look-ahead state until then.

  On the other hand, as shown in FIG. 5 (B), before the collision with the front obstacle, the alarm display and the primary alarm of the buzzer sounding before the collision possibility reaches the reference threshold level due to the driver's side look. When the possibility of collision reaches the reference threshold level and the duration of the look-ahead state including that point is longer than the predetermined time s3 after the start of Wheel braking is performed. In addition, as shown in FIG. 5 (C), before the collision with the front obstacle, the alarm display and the primary alarm of the buzzer sounding before the collision possibility reaches the reference threshold level due to the driver's side look. When the possibility of collision reaches the reference threshold level after the start, the duration of looking aside including that point is less than the predetermined time s3, but thereafter the duration of the looking aside becomes the predetermined time s3 or more. In such a case, wheel braking as a secondary alarm is performed for the first time at that time.

  Thus, according to the in-vehicle alarm device 10 of the present embodiment, the alarm display 26 is used before the collision possibility reaches the reference threshold level due to the driver's side-look before the collision with the front obstacle. After the primary alarm of the buzzer sounding by the alarm display and the alarm buzzer 28 is started, the collision possibility with the obstacle ahead is less than the reference time t1, so that the possibility of collision is above the reference threshold level, and If the sideways continuation time is equal to or longer than the predetermined time s3, a secondary warning for wheel braking using the brake device 30 is further performed. In other words, before the collision with the front obstacle, the driver's side-view is not much while the alarm display or the primary alarm of the buzzer sounding that is started earlier than usual due to the driver's side-view is being executed. When the driver's line of sight turns to the front without continuing for a long time, a new warning different from the primary warning will not be given, but the primary warning started earlier than the above will be issued. In spite of this, if the driver keeps looking aside for a predetermined time s3 or longer, the secondary warning for wheel braking will only occur for a predetermined time on the condition that the possibility of collision has reached the reference threshold level. To be implemented.

  If such a secondary warning for wheel braking is performed, the driver can know that a sensible alarm accompanied by braking is being issued from the vehicle, in addition to the alarm for stimulating vision and hearing. Therefore, according to the in-vehicle warning device 10 of the present embodiment, in a situation where the vehicle driver keeps looking aside even if a warning that stimulates vision or hearing is performed before the collision with the front obstacle, the vehicle driver In addition, the alarm with a bodily sensation different from the alarm that stimulates the sight and hearing makes it easier to turn the line of sight to the front and further promotes actions for collision avoidance and collision mitigation. Thus, it is possible to execute an appropriate alarm in accordance with the driver's side-by-side condition.

  Further, in the present embodiment, the secondary warning for wheel braking is based on the condition that the possibility of a collision has reached the reference threshold level that should be reached when the primary warning is started when the driver is not looking aside. To be implemented. In other words, even if the driver keeps looking aside for a long time, if the possibility of collision does not reach the reference threshold level, the secondary alarm is not issued. Therefore, according to the in-vehicle warning device 10 of the present embodiment, the secondary warning of the wheel braking is performed at an unnecessarily early timing after the collision with the front obstacle, after the primary warning display and the primary warning of the buzzer are started. Therefore, it is possible to prevent the driver from being bothered by such a secondary alarm.

  By the way, the in-vehicle alarm device 10 of the present embodiment detects an aside that the driver's line of sight deviates from the front direction by processing the captured image of the face image capturing camera 18. It is possible to advance the start timing of the primary alarm according to the presence / absence and duration (primary alarm advance), and further, the alarm display started at an earlier timing than usual due to the driver's side effects detected After the start of the primary alarm of the buzzer and the buzzer, it is possible to perform a secondary alarm different from the primary alarm according to the duration of the driver's side look. In this regard, in this embodiment, it is extremely important to detect a driver's gaze that deviates from the front direction by processing the captured image of the face image capturing camera 18, and the driver's gaze detection is properly performed. In order to perform the detection, the driver's face width and face center line are detected by image processing such as binarization processing and feature point extraction on the camera captured image in the camera ECU 16 without causing a failure in the face image capturing camera 18. Therefore, it is necessary that the face orientation angle θ is properly detected.

  That is, when any trouble occurs in the face image capturing camera 18, or when the driver's face width or face center line is not detected from the camera image and the face orientation angle θ is not properly detected, the driver's side-arm detection is performed. It is appropriate to control the primary alarm and the secondary alarm as described above. Therefore, in the in-vehicle alarm device 10 of the present embodiment, it is determined whether or not the driver's side-by-side detection is impossible, and when the detection is impossible, the side-by-side alarm is performed. The primary alarm and the secondary alarm are controlled in response to the detection failure. Hereinafter, with reference to FIG. 6, the characteristic part of a present Example is demonstrated. FIG. 6 shows a flowchart of an example of a control routine executed by the PCS-ECU 12 in the in-vehicle alarm device 10 of the present embodiment.

  In the present embodiment, as described above, the camera ECU 16 determines whether or not the face orientation angle cannot be detected due to the influence of light, etc. Abnormalities such as a disconnection of the communication line with the face image capturing camera 18 are detected. When the camera ECU 16 cannot detect the face angle of the driver or detects a failure of the face image capturing camera 18 or an abnormality in the communication line, the camera ECU 16 replaces the face angle information with the driver. The PCS-ECU 12 is supplied with information indicating that the face orientation angle cannot be detected.

  The PCS-ECU 12 is unable to detect the driver's looking aside using the face image capturing camera 18 based on whether or not information indicating that the face orientation angle cannot be detected is supplied from the camera ECU 16. Whether or not (step 100). And when such information is not supplied, after detecting the driver's face angle θ based on the information of the face angle and detecting the side look as usual, the alarm display and Set the threshold level that must be reached when the primary alarm of the buzzer sounds, and the threshold level at the time of looking aside according to the duration of the looking aside. Whether or not to give a secondary warning for wheel braking according to the duration of the side look after the start of the primary warning that was started earlier than usual due to the side look. Is controlled (step 102).

  On the other hand, when the information indicating that the face orientation angle cannot be detected is supplied, it is determined that the driver's side-arm detection based on the camera image is impossible, and the side-by-side until that time is continued. Regardless of the time, if the primary alarm display and buzzer sounding have not started before that point, the threshold time that the predicted collision time should take to start the primary alarm display and buzzer sounding alarm By returning tt to the reference time t1, the threshold level at which the possibility of collision with a forward obstacle should be reached is returned to the reference threshold level. Thus, both the change of the threshold level of the possibility of collision according to the length of the sideways continuation time and the secondary warning of the wheel braking are prohibited (step 104).

  As described above, in the in-vehicle alarm device 10 according to the present embodiment, the face orientation angle is detected from the camera image due to a situation in which a failure or abnormality occurs in the face image capturing camera 18 or the like and the influence of light. If there is no situation where it is impossible to detect the driver's armpit, it is possible to detect the driver's side awakening, and the control of the primary alarm and the secondary alarm as described above is performed as usual. If the situation where the detection of the face angle cannot be detected from the camera image due to the influence of sunlight or the like, the driver's side-by-side detection cannot be detected. Returning the threshold level of the possibility of collision with a forward obstacle to start the alarm to the normal reference threshold level and prohibiting the change of the threshold level of the possibility of collision according to the look-ahead duration And police And executes the control of the primary alarm display and buzzer sounding, it is possible to prohibit the secondary alarm wheel braking.

  In the situation where the driver's side-by-side detection is impossible, the start timing of the primary alarm is returned to the normal timing similar to that at the time of the side-by-side as shown in FIG. The primary alarm is started from the point when the possibility of collision with the front obstacle reaches the reference threshold level by prohibiting the change of the start timing of the primary alarm according to the length of the sideward continuation time If this is the case, the primary alarm will not be started at an earlier timing than usual, so it is possible to prevent the driver from being bothered by the primary alarm display and buzzer primary alarm when the side-by-side detection is impossible. It is.

  Therefore, according to the vehicle-mounted alarm device 10 of the present embodiment, even if the situation where the driver's side-arm detection based on the captured image of the face image capturing camera 18 is impossible, the driver is not inconvenienced. It is possible to issue a primary alarm at an appropriate timing. Further, the control of the primary alarm and the control of changing the threshold level of the possibility of collision that are performed according to the driver's side-by-side state based on the image captured by the face image capturing camera 18 can be appropriately performed so that the driver's side-arm can be detected. It can be executed only under the environment, and it is possible to execute appropriate primary alarm control in accordance with the driver's side-by-side state.

  Further, in the present embodiment, in a situation where the driver's side look detection based on the captured image of the face image capturing camera 18 is impossible, the primary alarm is not started earlier than usual as described above. Execution of the secondary warning for wheel braking, which is performed when the length of the sideward continuation time is equal to or longer than the predetermined time after the primary warning is started at a timing earlier than usual, is prohibited. In this respect, it is avoided that the secondary alarm is erroneously performed when it is impossible to detect the driver's side look based on the image captured by the face image capturing camera 18, and accordingly, the secondary alarm for wheel braking is issued to the driver. This can be executed only in an appropriate environment in which the driver can look aside, and thus, it is possible to execute the appropriate secondary alarm control in accordance with the driver's aside condition.

  In the above-described embodiment, the face image capturing camera 18 is set to “camera” described in the claims, the reference threshold level is set to “predetermined level” described in the claims, and the alarm display 26 is displayed. The alarm display by the alarm and the primary alarm of the buzzer sounding by the alarm buzzer 28 are described in the “first alarm” in the claims, and the secondary alarm of the wheel braking by the brake device 30 is described in the claims “the second alarm”. Respectively.

  Further, the PCS-ECU 12 detects the driver's face angle θ based on information from the camera ECU 16, so that the “line-of-sight direction detection means” described in the claims is used as a primary alarm display and a buzzer sounding alarm. The “first alarm means” described in the claims by performing a drive command to the alarm display 26 and the alarm buzzer 28 so that the process is performed performs the processing of step 100 in the routine shown in FIG. By executing the “detection status determination means” described in the claims, there is a possibility of a collision with a front obstacle in starting an alarm to the driver in accordance with the length of the driver's side look duration. Changing the threshold level to be reached from the above-mentioned reference threshold level, and prohibiting the threshold level from being changed in situations where a side-by-side detection is impossible After the primary alarm is started at a timing earlier than usual after the “alarm timing changing means” described in the claims, the secondary braking of the wheel is performed when the driver's look-ahead duration is a predetermined time or more. The “second alarm means” described in the claims is realized by performing an alarm and prohibiting the secondary alarm in a situation where a side-by-side detection is impossible.

  By the way, in the above-described embodiment, the angle at which the face faces from the front is detected as the vehicle driver's line-of-sight direction. However, the present invention is not limited to this and is directed to the vehicle driver's eyes. The direction itself may be detected.

  Further, in the above-described embodiment, in a situation where the driver's side-by-side detection based on the image captured by the face image capturing camera 18 is impossible, the start timing of the primary alarm is returned to the normal timing similar to that when the side is not looking aside, By prohibiting the change of the start timing of the primary alarm according to the duration of the duration, the primary alarm is to be performed from the time when the possibility of collision with the front obstacle reaches the reference threshold level. Further, an indicator may be displayed on the combination meter 24 to the effect that it is impossible to detect the driver's side look using the camera image.

  In addition, in the situation where the above-mentioned armpit look is impossible, it is prohibited to change the start timing of the primary alarm according to the length of the armpit look duration. The level may be maintained at the current level. In this case, the primary alarm is issued from the time when the possibility of a collision with the front obstacle reaches a level corresponding to the time to continue looking aside until that time. In this configuration as well, it is possible to prohibit the secondary warning of wheel braking that is performed when the driver's side look continuation time is a predetermined time or longer in a situation where the side look detection is impossible.

  Further, in the above-described embodiment, in the situation where the driver's side-arm detection based on the captured image of the face image capturing camera 18 is impossible, the change of the start timing of the primary alarm according to the length of the side-arm continuation time is prohibited. At the same time, the primary alarm is issued from the time when the possibility of collision with the front obstacle reaches the reference threshold level, and the secondary alarm that is given when the look-ahead duration is longer than the predetermined time is prohibited. When the driver shifts to a situation in which the driver's side-by-side detection can be detected based on the camera image, the various alarm controls described above may be restored to the original state.

  Further, in the above-described embodiment, the start timing of the warning that is advanced when the line of sight is removed from the front direction is changed according to the duration of the state where the driver's line of sight is off and a side look is occurring. However, regardless of the duration of the side-by-side state, when the line of sight is deviated from the front direction, it applies to a system in which the alarm start timing is uniformly advanced compared to when it is directed to the front direction. It is also possible.

  Also, in the above embodiment, when the driver's side-viewing duration is equal to or longer than the predetermined time after the warning display or the primary warning of the buzzer is started at a timing earlier than usual due to the driver's side-look. In addition, the brake device 30 is used to issue a secondary warning for wheel braking to prompt the driver to avoid collision or reduce collision. However, the driver's seat of the vehicle and the steering wheel 20 are slightly vibrated. When a device that can be operated is mounted on a vehicle, a secondary warning may be issued to activate the device to prompt the driver to avoid collision or reduce collision. Moreover, although it is supposed that the secondary warning of wheel braking is implemented, it is also possible to apply to the system which does not implement this secondary alarm.

It is a block diagram of the vehicle-mounted alarm device which is one Example of this invention. It is a layout view of a camera provided for photographing a vehicle driver's face included in the in-vehicle alarm device of the present embodiment. It is a figure for demonstrating operation | movement of the vehicle-mounted alarm device of a present Example. It is the map showing the relationship between the aside look duration used in a present Example, and threshold time tt. It is a figure for demonstrating operation | movement of the vehicle-mounted alarm device of a present Example. It is a flowchart of an example of the control routine performed in the vehicle-mounted alarm device of a present Example.

Explanation of symbols

10 On-vehicle alarm device 12 PCS-ECU
14 Obstacle sensor 16 Camera ECU
18 face image camera 20 alarm display 22 alarm buzzer 24 brake device

Claims (5)

There is a possibility of a collision with a front obstacle when the gaze direction detection means for detecting the gaze direction of the vehicle driver based on the captured image of the camera and the gaze direction detected by the gaze direction detection means is in the front direction. On the other hand, when the line-of-sight direction is not in the front direction after reaching the predetermined level, the first warning is given to the vehicle driver before the possibility of collision with a front obstacle reaches the predetermined level. The timing change means for uniformly advancing the timing at which the first warning means starts the first warning when the line-of-sight direction detected by the line-of-sight direction detection means is not in the front direction, After the first alarm is started before the possibility of collision with a front obstacle reaches the predetermined level by the first alarm means, the line-of-sight direction detected by the line-of-sight direction detection means is the front direction. In the case the duration of the absence is longer than a predetermined time, the first alarm to a vehicle alarm system comprising, a second warning means for performing toward a different second alarm to the vehicle driver,
A detection status determining means for determining whether or not the gaze direction detection means is in a situation where detection is impossible,
In the case where the first warning means determines that the detection by the gaze direction detection means is impossible by the detection status determination means, the possibility of collision with a front obstacle reaches the predetermined level. And then the first alarm
The second warning means prohibits a second warning directed to the vehicle driver when the detection status determination means determines that the detection by the gaze direction detection means is impossible. In-vehicle alarm device characterized by There is a possibility of a collision with a front obstacle when the gaze direction detection means for detecting the gaze direction of the vehicle driver based on the captured image of the camera and the gaze direction detected by the gaze direction detection means is in the front direction. On the other hand, when the line-of-sight direction is not in the front direction after reaching the predetermined level, the first warning is given to the vehicle driver before the possibility of collision with a front obstacle reaches the predetermined level. According to the duration of the state in which the line-of-sight direction detected by the line-of-sight detection means and the line-of-sight direction detection means is not in the front direction, the possibility of a collision with a front obstacle is set to the predetermined level by the first alarm means. The timing change means for changing the timing of starting the first alarm before reaching the first alarm, and the first alarm is issued before the first alarm means before the possibility of collision with a front obstacle reaches the predetermined level. When the duration of the state in which the line-of-sight direction detected by the line-of-sight direction detection means is not in the front direction is longer than a predetermined time after being started, a second warning different from the first warning is issued to the vehicle driver. An in-vehicle alarm device provided with a second alarm means for
A detection status determining means for determining whether or not the gaze direction detection means is in a situation where detection is impossible,
The timing changing unit prohibits the timing change when the detection state determining unit determines that the detection by the gaze direction detecting unit is impossible.
The second warning means prohibits a second warning directed to the vehicle driver when the detection status determination means determines that the detection by the gaze direction detection means is impossible. In-vehicle alarm device characterized by The first warning is a warning display or a buzzer sounding that stimulates the visual or auditory sense of the vehicle driver,
The on-vehicle alarm device according to claim 1 or 2, wherein the second alarm is wheel braking or steering vibration experienced by a vehicle driver.   4. The detection status determining means determines whether or not the gaze direction of a vehicle driver is not detected from a captured image of the camera by the gaze direction detecting means. The on-vehicle alarm device described.   The on-vehicle alarm device according to any one of claims 1 to 3, wherein the detection status determination unit determines whether or not a failure occurs in the camera.

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