RU2771082C1 - Method for control of vehicle driver's awake level in trip - Google Patents

Abstract

FIELD: automotive industry.SUBSTANCE: method for monitoring the level of wakefulness of a vehicle driver during a flight consists in registering the electrical resistance of the skin, isolating the signals of the galvanic skin response (GSR), measuring the time intervals between GSR pulses, and generating information messages (IS) about the current state of the level of wakefulness, taking into account the periodic psychophysiological and pre-trip driver testing. Additionally, an analysis of the rational actions of the driver in driving a vehicle is carried out, taking into account pre-trip and periodic psychophysiological testing for possible vulnerable professionally important qualities (PVC). The criteria for determining the level of wakefulness are given.EFFECT: increasing the reliability of monitoring the level of wakefulness of the driver.3 cl, 1 tbl

Description

The invention relates to methods for monitoring and assessing the state of a human operator and can be used in transport.

There is a method for continuous monitoring of the psychophysiological state of drivers carrying dangerous goods and passengers on public roads (RU 2662293 C2, OAO NIIAT, 07/25/2018). The method includes collecting data on the driver's condition from electroencephalogram sensors and a video camera, electroencephalogram sensors are built into the driver's headband or uniform headgear. However, the system requires constant contact of the EEG sensors with the driver's head, which is inconvenient to use. An intelligent transport system is described (RU 2 533 645 C2, Korolev, November 20, 2014). It consists of the following main structural elements: a video surveillance system consisting of at least 2 video cameras with the possibility of optimal visibility (video capture) of the vehicle and the surrounding road situation and a video recorder. However, this is one of many systems in which attempts are made to determine the driver's state by analyzing his video image - it is characterized by insufficient (about 95%) reliability in determining the driver's state. A similar disadvantage is inherent in the method for assessing the safe state of operators according to the parameters of the movement of the eyeball (RU 2 432 120 C2, AVTEX LLC, 10/27/2011).

The device RU 2 435 6810, OOO "TOCHNAYA ELEKTRONIKA" 10.12.2011 is described, in which the pulse is recorded, which, however, has little diagnostic significance as a criterion for determining the state of wakefulness.

A telemetric sensor for monitoring wakefulness by signals of electrodermal activity is described, containing a bracelet for the operator's wrist, on the inner surface of which electrodes are fixed for recording a galvanic skin reaction, one of which is made in the form of a matrix of independent electrodes with the possibility of galvanic contact with the inner surface of the wrist. (RU 2 631 364 C1, NEUROCOM JSC, 09/21/2017), Due to the applied electrode design, the signal-to-noise ratio increases.

A method for monitoring the state of wakefulness is described (RU 2 686 556 C1, FSUE "NAMI", 04/29/2019). in which the parameters of the car's movement and the driver's influences on the car's controls are measured for a selected period of time, the change in their state is compared with the reference values, the change in their state is analyzed, and on this basis, conclusions are drawn about the driver's performance. However, attempts to determine the state by "driving style" have been made for a long time and do not have sufficient reliability.

A method for determining the functional state of a car driver on a flight is described (RU 2682996 C1, NEUROCOM-ELECTRONTRANS, 03/25/2019). As a physiological parameter, a tremor of the driver's body is recorded, for which purpose triaxial accelerometers are installed on the steering wheel and on the wrist of the right hand (PR), which interacts with the gear lever, and the amplitude-frequency characteristics are continuously recorded. The possibility of using the parameters of psychogenic tremor as a stress indicator of the driver's psychophysiological state is provided.

Closest to the patented method is a method for monitoring the level of human wakefulness according to patent RU 2025731 C1, Bonch-Bruevich et al., 12/30/1994 - prototype. The rate of change in the electrical resistance of the skin is measured, the dependence of the rate of change in the electrical resistance of the skin on time is recorded, the sections of this dependence with a negative value of the rate exceeding the threshold level are recorded, the intervals between the leading edges of adjacent sections are measured, and the level of wakefulness of a person is judged by the magnitude of these intervals, while a larger interval corresponds to a lower level of wakefulness, and a smaller interval corresponds to a greater level of wakefulness). At the same time, during subsequent experiments (RU 2376159 C1, NEUROCOM, December 20, 2009), a quantitative criterion was established for the critical time interval of 60 seconds between GSR pulses, at which the level of human wakefulness is considered critical.

However, the described solutions do not take into account the individual psycho-physiological qualities, both permanently inherent in the driver, and variables associated with his readiness for the trip and the state immediately before it. In addition, unnecessary requests about the state of the driver are possible, since at the moments of active actions to control the vehicle, the GSR signals can be clogged with motion artifacts.

The present invention is aimed at solving the problem of increasing the reliability of monitoring the driver's level of wakefulness during a flight, which is the technical result of the invention.

The patented method for monitoring the level of wakefulness of a vehicle driver during a flight consists in registering the electrical resistance of the skin, isolating galvanic skin response (GSR) signals, measuring the time intervals between GSR pulses, and generating information messages (IS) about the current state of the level of wakefulness, taking into account periodic psychophysiological and pre-trip driver testing.

The difference lies in the fact that an additional analysis of the driver's rational actions to drive a vehicle is carried out, taking into account pre-trip and periodic psychophysiological testing for possible vulnerable professionally important qualities (PVC).

If PVK and indicators of pretrip control are normal, then with the simultaneous identification of these rational actions and with measured time intervals between GSR impulses of more than 60 seconds, an IS is formed about a satisfactory level of wakefulness.

If no more than one vulnerable ETC is installed, and the pretrip control indicators are normal, then at time intervals between GSR pulses of more than 50 seconds, against the background of these rational actions, an IS is formed about an insufficient level of wakefulness and the danger of a delayed response to changes in the traffic situation.

If no more than two vulnerable ETCs are installed, and the results of pre-trip testing differ by no more than 10% from the criterion level, then at time intervals between GSR impulses of more than 45 seconds, against the background of these rational actions, an IS is formed about an insufficient level of wakefulness and the danger of a delayed response to changes in road conditions.

In other cases, the driver of the vehicle must not drive the vehicle.

The method may be characterized by the fact that the rational actions of the driver include, but are not limited to: turning on the direction indicators and/or switching the high/dipped beam and/or shifting the gearbox and/or depressing the brake pedal.

The method can also be characterized by the fact that STCs include, but are not limited to: switchability and distribution of attention, stability of attention and performance dynamics, concentration of attention and vigilance assessment.

Thus, an increase in the reliability of control is achieved. The proposed solution is that:

1. An analysis of the rational actions of the driver to drive the vehicle is introduced (turning on the direction indicators, switching the high / low beam, switching the gearbox, pressing the brake pedal, etc.). In the presence of rational actions, it is considered that the driver has a sufficient level of wakefulness for trouble-free operation.

2. When vulnerable SVCs are identified, determined during psychophysiological testing, the level of wakefulness becomes critical at shorter time intervals between GSR impulses. Types of vulnerable PVCs of drivers, sources of information that describe diagnostic methods, as well as an algorithm for personal settings changes in the event that this vulnerable PVC is detected, and the content of informational messages are presented in the Table.

Example 1. Driver A-l, 38 years old. Driving for 16 years.

Six months ago, I passed the PVK with a positive assessment on the tests: switchability and distribution of attention (RW), stability of attention and dynamics of working capacity (HC), concentration of attention (KB) and vigilance assessment (OB).

During the flight Msk-Shch-5, an analysis of the rational actions of the driver to drive the vehicle is carried out: turning on the direction indicators and / or switching the high / low beam and / or switching the gearbox and / or pressing the brake pedal. Taking into account pre-trip control (normal), periodic psychophysiological testing of PVK (normal); in recognizing reasonable rational actions of the driver, while simultaneously identifying these rational actions and with measured time intervals between GSR impulses of more than 60 seconds (3 intervals per trip), form an IS about a satisfactory level of wakefulness.

Example 2. B-s driver, 44 years old. Behind the wheel for 24 years.

A year ago, I passed the PVK with a positive assessment of the tests: RV, UV, HF. Received a score of "below normal" on the OB test.

In the course of the Shch-Nog-3 trip, an analysis is made of the rational actions of the driver to drive the vehicle, taking into account the pre-trip (normal) and periodic psychophysiological testing of the ETC (with one vulnerable ETC) at time intervals between GSR pulses of more than 50 seconds (5 intervals per trip) . Has a comment on two episodes in the form of a belated and dangerous reaction of his vehicle to the sudden appearance of animals on the road (vulnerable OB). They form information systems about the insufficient level of wakefulness and the danger of a delayed response to changes in the traffic situation.

Example 3. Forwarding driver S-ili, 53 years old. Driving for 30 years.

4 months ago I passed the PVK with a positive assessment of the tests: UV, HF. Received "below normal" scores on the RW and OB tests.

During the Kr-Msk-3 trip, an analysis of the rational actions of the driver to drive the vehicle is carried out, taking into account the pre-trip (normal) and periodic psychophysiological testing of the ETC (with two vulnerable ETCs) at time intervals between GSR impulses of more than 45 seconds (6 intervals from the start of the trip before the accident). He talked with a passenger, could not dodge the motor transport “cutting” his car (vulnerable RV and OB).

They form information systems about the insufficient level of wakefulness and the danger of a delayed response to changes in the traffic situation. They conclude that it is necessary to check such a driver more strictly, the interval between the GSR must be reduced.

Example 4. There are no rational actions (for example, gear shifting) - the state is defined as in the prototype. If a gear shift occurs, then the marked event is considered equivalent to the GSR impulse. This avoids the situation when large artifacts of hand movement that occur during gear shifting clog the useful signal of the GSR pulse and the appearance of the IC will bother the driver in vain. This action is performed by the driver consciously, which means that he is definitely not sleeping.

Example 5 (when the pretrip result is ambiguous). If the main parameters (such as blood pressure and pulse) of the pre-trip control show that the driver can be admitted to the flight, but his performance is visually assessed as below the norm, then the possibility of an accelerated loss of performance is predicted and therefore GSR pulses with a higher frequency should be expected in order to guarantee not skip the driver to sleep.

Examples 2 and 3 show the algorithm for generating IS if the driver has vulnerable STCs.

Thus, the presented results justify the achievement of the technical result - increasing the reliability of monitoring the level of wakefulness of the driver of the vehicle during the flight.

Claims (8)

1. A method for monitoring the wakefulness level of a vehicle driver on a flight, consisting in registering the electrical resistance of the skin, extracting galvanic skin response (GSR) signals, measuring the time intervals between GSR pulses, and generating information messages (IS) about the current state of the wakefulness level, taking into account periodic psychophysiological and pre-trip testing of the driver, characterized in that additionally, they analyze the rational actions of the driver in driving the vehicle, taking into account pre-trip and periodic psychophysiological testing for possible vulnerable professionally important qualities (PVK); in the event that PVK and indicators of pretrip control are normal, then with the simultaneous identification of these rational actions and with measured time intervals between GSR impulses of more than 60 seconds, an IS is formed about a satisfactory level of wakefulness; if no more than one vulnerable STC is detected, with pre-trip control indicators normal, then with time intervals between GSR pulses of more than 50 seconds, against the background of these rational actions, an IS is formed about an insufficient level of wakefulness and the danger of a delayed response to changes in the traffic situation; if no more than two vulnerable SVCs are detected in the case when the results of pre-trip testing differ by no more than 10% from the criterion level, then with time intervals between GSR impulses of more than 45 seconds, against the background of these rational actions, an IS is formed about an insufficient level of wakefulness and the danger of a delayed response to changes in road conditions. 2. The method according to claim 1, characterized in that the rational actions of the driver include, but are not limited to: turning on the direction indicators and / or switching the high / low beam and / or switching the gearbox and / or pressing the brake pedal. 3. The method according to p. 1, characterized in that the PVK include, but are not limited to: switchability and distribution of attention, stability of attention and performance dynamics, concentration of attention and vigilance assessment.