EP0147539A2 - Système et méthode pour détecter et avertir en cas de conduite somnolente d'un véhicule - Google Patents

Système et méthode pour détecter et avertir en cas de conduite somnolente d'un véhicule Download PDF

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Publication number
EP0147539A2
EP0147539A2 EP84111577A EP84111577A EP0147539A2 EP 0147539 A2 EP0147539 A2 EP 0147539A2 EP 84111577 A EP84111577 A EP 84111577A EP 84111577 A EP84111577 A EP 84111577A EP 0147539 A2 EP0147539 A2 EP 0147539A2
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EP
European Patent Office
Prior art keywords
steering
steering wheel
extent
wheel rotation
detecting
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP84111577A
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German (de)
English (en)
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EP0147539A3 (fr
Inventor
Hideo Obara
Takayuki Yanagishima
Yasutoshi Seko
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Nissan Motor Co Ltd
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Nissan Motor Co Ltd
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Filing date
Publication date
Application filed by Nissan Motor Co Ltd filed Critical Nissan Motor Co Ltd
Publication of EP0147539A2 publication Critical patent/EP0147539A2/fr
Publication of EP0147539A3 publication Critical patent/EP0147539A3/fr
Withdrawn legal-status Critical Current

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    • G—PHYSICS
    • G08—SIGNALLING
    • G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
    • G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
    • G08B21/02—Alarms for ensuring the safety of persons
    • G08B21/06—Alarms for ensuring the safety of persons indicating a condition of sleep, e.g. anti-dozing alarms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/02—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver
    • B60K28/06—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver
    • B60K28/066—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the driver responsive to incapacity of driver actuating a signalling device

Definitions

  • the present invention relates to a system and method for detecting drowsy driving of a vehicle on the basis of steering behavior and notifying the drowsy driver of same in order to improve driving safety.
  • the drowsiness alarm system disclosed in the above-identified document recognizes that the driver is getting drowsy when a period without steering adjustments continues for a predetermined period of time and is followed by a steering operation in which the steering speed over a given angular extent exceeds a predetermined speed.
  • the conventional drowsiness alarm system produces an alarm upon detection of drowsy driving on the basis of steering behavior indicative of the driver waking up.
  • the alarm is produced after the driver has awakened so as to reliably prevent subsequent drowsy driving.
  • the system for detecting and warning of drowsy driving of a vehicle with reference to Fig. 1 comprises: first means for detecting rotation of a steering wheel of the vehicle through unit angle and detecting the- direction of, rotation thereof; second means for detecting the angular rate at which the steering wheel is rotated on the basis of output signals from the first means; third means for detecting the angular extent through which the steering wheel is rotated in a given direction on the basis of the output signals from said first means; fourth means for detecting periods during which no steering wheel rotation occurs for at least a predetermined length of time on the basis of the output signals from the first means; fifth means for setting reference values of the angular rate and extent of steering wheel rotation in a given direction after a period of no steering wheel rotation detected by the fourth means; and sixth means for producing an alarm when both the angular rate and extent . of steering wheel rotation detected by the second and third means, after the fourth means detects the occurrence of a period of no steering wheel rotation, exceed the respective reference values
  • Fig. 2 shows the structure of a first preferred embodiment of a system for detecting and warning of drowsy driving.
  • Numeral 1 denotes a steering angle sensor.
  • the structure of the steering angle sensor is disclosed in U.S. Patent applications Serial Nos. 580,174, 580,175, 580,177, and 580,178 filed on 15th February, 1984.
  • U.S. Patent applications Serial No. 580,174 corresponds to EPC Patent application filing No. 8410645.4, Serial No. 580,175 to filing No. 8410668.6, Serial No. 580,177 to filing No. 84101646.2, Serial No. 580,178 to filing No. 8410667.8, these EPC applications being filed on February 17, 1984.
  • the contents of these documents are hereby incorporated by reference.
  • Numeral 5 denotes means for recognizing drowsy driving from output signals of the steering angle sensor 1 by way of a processing flowchart, to be described later, and actuating alarm means 7 upon recognition of drowsy driving.
  • the detecting means 5 comprises a microcomputer having a CPU 9, ROM 11, RAM 13, and I/O port 15.
  • the steering angle sensor 1, as shown in Fig. 2 includes: (a) a disk 18 which rotates with the angular movement of a steering wheel (not shown) and is provided with a plurality of slits 14' arranged radially symmetrically around its periphery, each slit 14' having a width As-a; (b) a photo-interrupter module 19 having a pair of photo interrupters 19-1 and 19-2 opposite the disk 18 and producing two rectangular-wave electrical signals to be described later as the disk 18 rotates and passes the photo interrupter module 19.
  • Output signals of the photo interrupter modules 19 have respective fixed phase difference of es/2, as appreciated from Fig. 3(B).
  • the combination of the. levels of the output signals provides the basis for determining the rotational direction of the steering wheel, as will be described later.
  • reference symbol Z denotes the boundary between the presence or absence of the output signals of the photo interrupter module 19 and ⁇ s denotes a predetermined angular unit of steering adjustment.
  • the history of steering wheel movement in the above-described case can roughly be divided into three regimes: (a) a no-steering adjustment period; (b) a continuously unidirectional steering adjustment after the no-steering adjustment period (first steering operation); and (c) a continuously unidirectional steering adjustment in the direction opposite that of the first steering operation (second steering operation).
  • detection of drowsy driving is based on the above-described first steering operation.
  • a reference steering speed is selected according to the total angular steering change of the above-described first steering operation, and drowsy driving is recognized on the basis of the results of comparison between the average steering speed over the first steering operation and the reference steering speed.
  • the CPU 9 executes seven consecutive steps 50, 52, 54, 56, 58, 60, and 62.
  • the purpose of step 50 is to determine whether a prerequisite for detecting drowsy driving is satisfied.
  • the purpose of step 52 is to measure the duration of no-steering adjustment period.
  • the purpose of step 54 is to determine whether a predetermined no-steering condition is satisfied.
  • the purpose of step 56 is to record the number and timing of pulses received from the steering angle sensor 1 after a recognized no-steering adjustment period.
  • the purpose of step 58 is to determine whether the number of received pulses satisfies a preset condition.
  • step 60 is to determine whether the average angular steering adjustment speed over the first steering operation calculated on the basis of the inter-pulse intervals satisfies preset conditions.
  • step 62 is to actuate an alarm when the conditions in step 60 are satisfied.
  • a condition prerequisite to starting detection of drowsy driving is satisfied.
  • the prerequisite condition may be, for example, whether the vehicle speed exceeds a predetermined speed (e.g., 70 km/h). If the prerequisite condition is satisfied in the step 100, the routine goes to the next step 110 to start monitoring for drowsy driving.
  • a timer A starts to measure the duration for which no adjustments of the steering wheel are made.
  • the elapsed time Ta measured by timer A is compared with a predetermined period of time Ao (for example, three seconds) so as to determine whether a no-steering adjustment period has occurred. If a steering pulse from the steering angle sensor 1 is received within the predetermined period of time Ao in the step 130, the timer A is cleared in step 140 and the routine returns to the step 110.
  • step 150 the routine goes to step 150 to wait for subsequent steering pulses.
  • the first steering pulse after the no-steering adjustment period is received in the step 150
  • its polarity is stored in a register PF N in step 160 and timer B is actuated in step 170.
  • step 180 the CPU 9 waits for the next steering pulse.
  • the next steering pulse (second pulse) is received in the step 180
  • the direction of the second pulse is stored in register PF N+1 ⁇
  • step 211 If (PF N ) ⁇ (PF N+1 ) in the step 200, the routine goes to step 211.
  • Tb ⁇ Ao in the step 211 i.e., when the interval of time between the first steering pulse and second steering pulse measured by means of timer B is shorter than the above- . described predetermined period of time Ao, the CPU 9 determines that the drowsy driving is not occurring, clears all timers in step 212, sets the contents of a pulse count register N for storing the number of steering pulses in the first steering operation to "1" (steps 212, 213), and the routine returns to the step 110 to restart the detection of drowsy driving.
  • step 211 if Tb > Ao in step 211, the timer B is cleared in step 214, the pulse count register N is set to "1" in step 215, and the routine goes to step 150 in order to detect the drowsy driving starting after this newly-detected no-steering operation period since the second pulse received in the step 180 is not derived from the same episode of drowsy driving, if any, as the steering pulse determined in the step 180.
  • the routine goes to the step 210 wherein the measured time Tb of the timer B is compared with the above-described predetermined period of time Ao. If Tb ⁇ Ao in the step 210, the routine goes to step 240; in this case, there is a possibility that the first and second pulses may be derived from steering operations subsequent to no-steering operation period due to the drowsy driving.
  • the CPU 9 recognizes that another no-steering operation period is occurring and that the second pulse received in the step 180 is not due to drowsy driving and the routine goes to steps 220 and 230 wherein the timer B is cleared and the pulse count register S is set to "1" and then control returns to step 150.
  • a "drowsy driver" alarm is to be produced when the combination of the value of the pulse count register N and the accumulated time ( ⁇ t 1 (N)) falls into the oblique region shown in Fig. 7, as determined in steps 270 through 350. That is to say, as the total steering angle change of the first steering operation subsequent to no-steering operation (i.e., the value of the pulse count regiser N) increases, a reference steering speed related to the magnitude of the steering angle change also increases. In this case, the CPU 9 recognizes the occurrence of drowsy driving if the accumulated time (Et l (N)) is less than a predetermined period of time representing a reference steering speed.
  • the CPU 9 recognizes that the average steeringspeed over the first steering operation exceeds the reference steering speed. It should be noted that if the CPU 9 recognizes that the drowsy driving has not occurred, i.e. if any of the preconditions for drowsy driving are not satisfied at any time during the steps 270 through 330, control returns to the step 170 in order to continue monitoring for drowsy driving. Furthermore, if the condition of step 340 is not satisfied, the CPU 9 recognizes that the drowsy driving has not occurred, clears the timer B in step 360, and returns to the step 110 to restart detection of drowsy driving.
  • K0, Kl, K2, K3, and K4 shown in the steps 270, 290, 310, and 330 denote reference steering angle changes delimiting ranges of the reference steering speed (the values of the pulse_ count register N).
  • One exemplary system uses three for K0, six for Kl, nine for K2, twelve for K3, fifteen for K4.
  • K5, K6, K7, and K8 denote predetermined periods of time representing the reference steering speed.
  • the exemplary system uses 0.1 seconds for K5, 0.5 seconds for K6, 1 second for K7, and 2 seconds for K8.
  • Fig. 8 and Figs. 9(a) through 9(d) are general and detailed flowcharts of a second preferred embodiment.
  • the circuit configuration is the same as that of the first preferred embodiment shown in Figs. 2 and 3.
  • the distinguishing feature of the second preferred embodiment is that the system recognizes drowsy driving when the durations of both first and second steering operations are shorter than the predetermined periods of time representing the respective reference steering speeds set on the basis of the corresponding total steering angle changes.
  • Fig. 8 illustrates the general flow of . processing in detecting drowsy driving: (a) step 70 to determine whether a condition prerequisite to detecting drowsy driving is satisfied; (b) step 72 to measure the duration of time during which no steering operations are performed; (c) step 74 to determine whether the criteria for identifying a no-steering operation period are satisfied; (d) step 76 to measure the number of pulses and the intervals of time between pulses of the first steering operation, which occurs after the no-steering operation period; (e) step 78 to recognize the occurrence of the first steering operation comprising step 78-1 to determine whether a criterion for the measured number of pulses is satisfied and step 78-2 to determine whether a criterion for the steering speed of the first steering operation calculated on the basis of the measured intervals of time is satisfied; (f) step 80 to measure the number of steering pulses and pulse intervals received from the steering angle sensor 1 during a second steering operation carried out after the first steering operation; (g) step 82 to
  • the routine goes to step 400 wherein the CPU 9 determines whether a predetermined prerequisite condition is satisfied and goes to step 410 to start detection of drowsy driving after determining that the predetermined prerequisite condition is satisfied.
  • the predetermined prerequisite condition is, for example, whether the vehicle speed is in excess of a predetermined - value (for example, 70 km/h).
  • the CPU 9 starts a timer A in order to measure the duration of a no-steering operation period.
  • the CPU 9 compares the value Ta of the timer A with a predetermined value Ao (,e.g., three seconds) in order to check for the occurrence of a no-steering operation prior to receipt of the next steering pulse. If, in subsequent step 430, a pulse is inputted within the predetermined period of time Ao, the routine goes to step 440 wherein the timer A is cleared and returns to the step 410 to restart the timer A.
  • a predetermined value Ao e.g., three seconds
  • step 450 the CPU 9 waits for the next pulse from the steering angle sensor 1.
  • step 450 the direction indicated by the first pulse is stored in register PF in - step 460 and thereafter the routine goes to step 470 wherein the timer B is set.
  • step 480 the CPU 9 waits for the next steering pulse.
  • the direction indicated by the second pulse is stored in register PF N+1 ⁇
  • step 500 the CPU 9 compares the contents of PF N and PF N+1 to determine whether the first and second pulses were due to changes in the same direction. If they are derived from the same steering direction, the routine goes to step 510.
  • the routine goes to step 680.
  • the CPU 9 compares the elapsed time Tb measured by the timer B with the predetermined period of time Ao in order to judge the presence or absence of a no-steering operation. If Tb ⁇ Ao in the step 510, the routine goes to step 540; in this case, the second pulse received at step 480 may possibly be part of a first steering operation as defined above. On the other hand, if Tb>Ao in the step 510, the timer B is cleared in the next step 520 since the second pulse received at the time of the step 480 is not indicative of drowsy driving. In order to restart detection of drowsy driving, the routine goes to step 530 wherein the contents of a pulse count register N is set to a "1" and then control returns to the step 450.
  • step 560 the value of interval of time t 1 (N) is added to the contents of steering speed register TS l .
  • steps 570-640 a series of cascading comparisons are made, as in steps 270-340 of Fig.
  • the program starts a timer C in step 650 and in step 660 sets a flag X to indicate the occurrence of the first steering operation as defined above. If the average steering rate over a long unidirectional episode is too low to reflect drowsy driving, as may happen on curves etc., then timer B is cleared in step 670 and then drowsy driving detection is restarted from step 410. Otherwise, the steps 470-640 are repeated unitl one of the above conditions is satisfied.
  • reference steering angle changes K O through K 4 and reference steering speed-indicative periods K 5 through K 8 may be the same as those used in the first preferred embodiment.
  • step 710 the timer B is cleared and then started in step 720. Thereafter, the CPU 9 awaits the arrival of the next pulse in step 730. Upon receipt of the next pulse (third pulse) in the step 730, the CPU 9 stores the direction indicated by the third pulse into register PF m in step 740. Thereafter, the routine goes to step 750, wherein the CPU 9 determines whether the above-described flag X indicating the occurrence of the first steering operation is set. If the flag X is not yet set, the C P U 9 determines whether the value Tb of the timer B set in the step 720 is in excess of the above-described predetermined value Ao in order to check for a no-steering operation in step 760.
  • step 760 If Rb>Ao in step 760, all the timers are cleared in the step 690, the value of the pulse count register N is set to "1" in the step 700, and the routine returns to the step 460 to await the occurrence of the first steering operation. If Tb ⁇ Ao in the step 760, all the timers are cleared in step 770 and the value of the pulse count. register N is set to "1" and the value of another pulse count register M for storing the number of pulses relating to the second steering operation is set to "0" in step 780. Thereafter, the routine returns to the step 410 to await the occurrence of a no-steering operation.
  • the CPU 9 determines whether the steering pulse received at the step 730 is derived from a steering adjustment in the same direction as the second steering operation. If the last two pulses were; in the same direction when checked at step 790, the routine goes to step 890 to proceed with detection of the second steering operation. If a direction reversal is detected by step 790, the routine goes to step 800.
  • the CPU 9 compares the contents Tb of the timer B with the above-described predetermined value Ao to check for a no-steering operation. If Tb ⁇ Ao in the step 800, i.e.
  • step 810 if another no- steering operation has occurred, all the timers are cleared in step 810, the values of the two pulse count registers N and M are set to "1" and "0” respectively in step 820, and the flag X is reset to "0" in step 830. Thereafter, the routine returns to step 450.
  • the routine goes to the step 840 wherein the CPU 9 compares the time count Tc in the timer C with a reference time K 21 (, e.g. three seconds) representing the longest expectable interval from the end of the first steering operation to the end of the second steering operation.
  • a reference time K 21 e.g. three seconds
  • the CPU 9 determines that the second steering operation has not occurred within the above-described reference time K21 and therefore that no drowsy driving has occurred.
  • the next step 850 all the timers are cleared.
  • the pulse count registers N and M are set to "1" and "0", respectively.
  • the flag X described above is reset to "0". Thereafter, the routine returns to the step 410 in order to restart the detection of drowsy driving from the beginning.
  • the pulse count register M is cleared in step 880 and control returns to step 710.
  • step 890 If the steering pulse received in step 740 is in the direction of the second steering operation when checked in the step 790, the routine goes to step 890. If Tb ⁇ Ao in the step 890, the CPU 9 decides that a no-steering operation has not occurred and goes on to step 900, wherein the time count Tc in the timer C is compared with the above-mentioned reference time K 21 . If Tc ⁇ K 21 in the step 900, the routine goes to step 91 0 et seq. to check whether or not a second steering operation has occurred. It should be noted that if Tb>Ao in the step 890, the routine goes to the step 810 and if Tc ⁇ K 21 in the step 900, the routine goes to the step 850.
  • the pulse count M and accumulated time ( ⁇ t 2 (M)) are processed to check for excessively high steering rate in steps 930 through 1020.
  • the reference steering speed is set according to the magnitude of the steering correction, specifically reference steering speed is inversely proportional to the magnitude of the steering correction (the value of the pulse count register M).
  • the CPU 9 recognizes occurrence of a first steering operation if the above-described accumulated time ( ⁇ t 1 (N)) is within a predetermined time representing a reference steering speedy After the criteria for the first steering operation are satisfied, another reference steering speed is selected from the array shown in Fig. 10 according to the magnitude of steering correction (the value of the pulse count register M) in the case of the second steering operation in the direction opposite to the first steering operation.
  • the CPU 9 decides that drowsy driving has occurred if the above-described accumulated time (TS 2 ) is within the predetermined time representing the second reference steering speed.
  • the routine returns to the step 710 to continue monitoring for the second steering operation. If the pulse count M is in the largest range shown in Fig. 10 but the accumulated TS 2 is greater than the reference time K20, then control passes from step 1010 to step 1030, wherein all the timers are cleared. Thereafter, in the next step 1040, the values of the pulse count registers N and M are set to "1" and "0", respectively. Furthermore, after the flag X is reset to "0" in the next step 1050, the routine returns to the step 410 to restart drowsy driving detection from the beginning.
  • K 0 , K 13' K 14 , K 15' and K 16 denote reference magnitudes of the steering correction for setting the reference steering speed.
  • K 0 is one
  • K 13 is three
  • K 14 is six
  • K 15 is none
  • K 16 is twelve.
  • K 17 , K 18 , K 19 , and K 20 denote predetermined times representing the reference steering speed, e.g., one second, two seconds, three seconds, and four seconds, respectively.
  • Figs. 11 through 12(d) show a third preferred embodiment of the present invention.
  • the distinctive feature of the present third preferred embodiment is that both the reference steering correction and the reference steering speed serving as criteria for the second steering operation are set on the basis of the reference steering correction and the reference steering speed of the first steering operation.
  • step 78-3 which sets a criterion parameter serving as a precondition for the second steering operation on the basis of the steering behavior during the first steering operation
  • step 82-0 which selects a reference value serving as a criterion for confirmation of the second steering operation in accordance with the criterion parameter from the first steering operation.
  • steps 560 through 640 When the occurrence of the first steering operation is confirmed in steps 560 through 640, added steps 585, 605, 625 and 645 first steering operation detection registers (X 1 through X 4 ) according to the reference steering angle (K O through K 4 ) and reference steering angle speed (K 5 through K 8 ) at which the occurrence of the first steering operation is first recognized.
  • new steps 932, 934, 936 and 938 are added to the steps 940-1050 shown in Fig.
  • the reference values K 9 . R 10 may be two, four and seven in the case where the registers X 1 -X 4 are assigned either zero or their own subscript value.
  • the system for detecting drowsy driving since the system for detecting drowsy driving according to the present invention selects a reference steering speed threshold according to the magnitude of the first steering change immediately after the end of an extended no-steering period and confirms the occurrence of steering indicative of drowsy driving on the basis of the comparison between the reference steering speed and the average steering speed over the first steering operation, drowsy driving can be detected quickly and reliably.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Business, Economics & Management (AREA)
  • Emergency Management (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Emergency Alarm Devices (AREA)
  • Traffic Control Systems (AREA)
EP84111577A 1983-09-30 1984-09-27 Système et méthode pour détecter et avertir en cas de conduite somnolente d'un véhicule Withdrawn EP0147539A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP180668/83 1983-09-30
JP18066883A JPS6076426A (ja) 1983-09-30 1983-09-30 居眠り運転検出装置

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EP0147539A2 true EP0147539A2 (fr) 1985-07-10
EP0147539A3 EP0147539A3 (fr) 1985-09-11

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Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0227610A1 (fr) * 1985-12-10 1987-07-01 IVECO FIAT S.p.A. Dispositif pour améliorer la sécurité de conduite d'un véhicule
FR2742706A1 (fr) * 1995-12-22 1997-06-27 Peugeot Procede de detection de l'evolution du comportement de conduite d'un conducteur de vehicule automobile et dispositif pour la mise en oeuvre d'un tel procede
EP1518776A1 (fr) * 2003-09-29 2005-03-30 Denso Corporation Dispositif de commande pour direction assistée électrique
EP1548678A1 (fr) * 2003-11-26 2005-06-29 DaimlerChrysler AG Mèthode et logiciel pour la reconnaissance d'un manque d'attention d'un conducteur d'un vehicule
WO2006131254A1 (fr) * 2005-06-09 2006-12-14 Daimlerchrysler Ag Procede et dispositif de reconnaissance de fatigue
WO2006131257A1 (fr) * 2005-06-09 2006-12-14 Daimlerchrysler Ag Procede et dispositif de commande destines a l'identification specifique au conducteur d'une phase d'inattention du conducteur d'un vehicule
EP2040235A1 (fr) * 2007-09-20 2009-03-25 Khaled M. Al-Rasheed Appareil pour déterminer la promptitude mentale de direction d'un conducteur de véhicule
CN104245464B (zh) * 2012-03-28 2017-02-22 丰田自动车株式会社 意识下降判定系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0518198Y2 (fr) * 1988-03-09 1993-05-14

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DE2509354A1 (de) * 1974-03-05 1975-09-11 Nippon Soken Vorrichtung und verfahren zur unterstuetzung eines fahrers
DE2516675A1 (de) * 1974-04-16 1975-10-30 Nissan Motor Verfahren zur feststellung der fahrtuechtigkeit eines fahrzeugfuehrers
EP0059225A1 (fr) * 1980-09-08 1982-09-08 Nissan Motor Co., Ltd. Dispositif d'alerte d'un conducteur endormi pour un vehicule
EP0048492A2 (fr) * 1980-09-22 1982-03-31 Nissan Motor Co., Ltd. Avertisseur d'assoupissement pour un véhicule
EP0061500A1 (fr) * 1980-10-06 1982-10-06 Nissan Motor Co., Ltd. Systeme d'avertissement d'un conducteur somnolent pour un vehicule
EP0117497A2 (fr) * 1983-02-18 1984-09-05 Nissan Motor Co., Ltd. Système et méthode de détection de la somnolence du conducteur
EP0119486A1 (fr) * 1983-02-18 1984-09-26 Nissan Motor Co., Ltd. Méthode et système pour détecter la somnolence du chauffeur
EP0119485A1 (fr) * 1983-02-18 1984-09-26 Nissan Motor Co., Ltd. Système d'alarme à fatigue pour un chauffeur de véhicule
EP0119484A1 (fr) * 1983-02-18 1984-09-26 Nissan Motor Co., Ltd. Système d'alarme pour un chauffeur somnolent et méthode de détection de la somnolence du chauffeur
EP0119483A1 (fr) * 1983-02-18 1984-09-26 Nissan Motor Co., Ltd. Méthode et système pour détecter la somnolence du chauffeur d'un véhicule

Cited By (15)

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Publication number Priority date Publication date Assignee Title
EP0227610A1 (fr) * 1985-12-10 1987-07-01 IVECO FIAT S.p.A. Dispositif pour améliorer la sécurité de conduite d'un véhicule
FR2742706A1 (fr) * 1995-12-22 1997-06-27 Peugeot Procede de detection de l'evolution du comportement de conduite d'un conducteur de vehicule automobile et dispositif pour la mise en oeuvre d'un tel procede
US7322438B2 (en) 2003-09-29 2008-01-29 Denso Corporation Control apparatus for an electrically driven power steering
EP1518776A1 (fr) * 2003-09-29 2005-03-30 Denso Corporation Dispositif de commande pour direction assistée électrique
EP1548678A1 (fr) * 2003-11-26 2005-06-29 DaimlerChrysler AG Mèthode et logiciel pour la reconnaissance d'un manque d'attention d'un conducteur d'un vehicule
WO2005059857A1 (fr) * 2003-11-26 2005-06-30 Daimlerchrysler Ag Procede et programme informatique permettant de detecter les inattentions d'un conducteur de vehicule
US8035496B2 (en) 2003-11-26 2011-10-11 Daimler Ag Method and computer program for identification of inattentiveness by the driver of a vehicle
US7283056B2 (en) 2003-11-26 2007-10-16 Daimlerchrysler Ag Method and computer program for identification of inattentiveness by the driver of a vehicle
WO2006131257A1 (fr) * 2005-06-09 2006-12-14 Daimlerchrysler Ag Procede et dispositif de commande destines a l'identification specifique au conducteur d'une phase d'inattention du conducteur d'un vehicule
US7978086B2 (en) 2005-06-09 2011-07-12 Daimler Ag Method and device for recognizing tiredness
WO2006131254A1 (fr) * 2005-06-09 2006-12-14 Daimlerchrysler Ag Procede et dispositif de reconnaissance de fatigue
DE102005026457B4 (de) * 2005-06-09 2017-04-20 Daimler Ag Verfahren und Steuergerät zum fahrerindividuellen Erkennen von Unaufmerksamkeiten des Fahrers eines Fahrzeuges
DE102005026456B4 (de) * 2005-06-09 2017-04-20 Daimler Ag Verfahren zur Müdigkeitserkennung
EP2040235A1 (fr) * 2007-09-20 2009-03-25 Khaled M. Al-Rasheed Appareil pour déterminer la promptitude mentale de direction d'un conducteur de véhicule
CN104245464B (zh) * 2012-03-28 2017-02-22 丰田自动车株式会社 意识下降判定系统

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JPS6234215B2 (fr) 1987-07-25
EP0147539A3 (fr) 1985-09-11
JPS6076426A (ja) 1985-04-30

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