JP2011039735A - Biological condition estimation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a biological condition estimation device capable of estimating an initial condition in which the degree of consciousness of a driver starts to decrease. <P>SOLUTION: A biological condition estimation device 1 for estimating the biological condition of the driver is provided with: an input unit 10 for obtaining steering of the driver and obtaining a vehicle driving position relative to a driving lane; and a decreased consciousness degree decision unit 11 for deciding the deviation from the ordinary driving region R based on an ordinary driving region R, which is a region in the driving lane that the driver is conscious of a deviation from the driving lane, and the driving position, and for deciding a decreased degree of consciousness of the driver based on the change of steering in response to the deviation from the ordinary driving region R. This enables to estimate the initial condition in which the degree decreasing. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a biological state estimation device.

  2. Description of the Related Art Conventionally, an apparatus that estimates a driver's ecological state based on driver's steering is known (see, for example, Patent Document 1). The living body state estimation device described in Patent Document 1 focuses on the point that the driver steers suddenly when waking up from a dozing state, and the amount of change in the steering angle increases when the driver's arousal level decreases. This is to estimate a decrease in the arousal level.

Japanese Patent Publication No.62-34215

  In general, when sudden steering is performed before departure from the driving lane or when the steering correction becomes large, the driver's consciousness has already greatly decreased. For this reason, in the conventional biological state estimation apparatus, there is a possibility that it cannot be estimated that the driver's arousal level has decreased unless the driver's arousal level has greatly decreased.

  Therefore, the present invention has been made to solve such a technical problem, and an object of the present invention is to provide a biological state estimation device capable of estimating an initial state where the driver's arousal level starts to decrease. To do.

  That is, the biological state estimation device according to the present invention is a biological state estimation device that estimates a driver's biological state, and acquires a steering acquisition unit that acquires the steering of the driver, and a traveling position of the vehicle with respect to the traveling lane. A travel position acquisition unit, a travel tolerance range in which the driver is aware of a departure from the travel lane in the travel lane, and a deviation from the travel tolerance range based on the travel position, and the travel And a wakefulness determination unit that determines a decrease in the driver's wakefulness based on a steering change with respect to a deviation of the allowable range.

  In the living body state estimation device according to the present invention, the driver's steering is acquired by the steering acquisition unit, the travel position with respect to the travel lane is acquired by the travel position acquisition unit, and the driver travels in the travel lane by the arousal level determination unit. A deviation from the allowable travel range is determined based on the allowable travel range and the travel position that are conscious of the deviation from the lane, and the driver's arousal level is reduced based on a steering change with respect to the deviation of the allowable travel range. Determined. In this way, it is possible to determine the initial drowsiness of the driver by determining the departure from the allowable travel range located inside the white line and determining the arousal level based on the steering change with respect to the departure. For this reason, it becomes possible to estimate the initial state where the driver's arousal level starts to decrease.

  Here, the arousal level determination unit may determine that the vehicle has deviated from the allowable travel range without being steered by a driver, in a condition for determining that the driver's arousal level has decreased. Is preferred. In addition, the arousal level determination unit includes, as a condition for determining that the driver's arousal level has decreased, that the absolute value of the steering angular velocity equal to or greater than a predetermined value has been detected after the vehicle has deviated from the allowable travel range. It is preferable to make the determination. Further, the arousal level determination unit reduces the awakening level of the driver that a sign reversal of a steering speed more than a predetermined number of times has been detected after the vehicle deviates from the allowable travel range and returns to the allowable travel range. It is preferable that the determination is included in the condition for determining that it has been performed.

  By configuring in this way, in the initial state of sleepiness that deviates from the allowable travel range unintentionally, corrects the trajectory by sudden steering and deviates from the allowable travel range, or repeats the corrective steering within the allowable travel range. Since a typical operation to be performed can be a condition for determining that the driver's arousal level has decreased, it is possible to estimate an initial state in which the driver's arousal level starts to decrease.

  In addition, it is preferable that the awakening level determination unit decreases the allowable travel range as the vehicle speed increases. Furthermore, it is preferable that the arousal level determination unit changes the travel allowable range based on a road shape.

  By comprising in this way, it can be set as the driving | running | working tolerance range reflecting the tendency and driving | operation characteristic of a driver | operator.

  The biological state estimation device according to the present invention is a biological state estimation device that estimates a biological state of a driver, and estimates the biological state of the driver based on a travel path and a steering result of the driver. It is configured with an estimation unit. Thereby, for example, a trajectory to be traveled can be acquired from the lane information, and the biological state can be estimated by comparing the trajectory with information based on steering.

  According to the present invention, it is possible to estimate an initial state in which the driver's arousal level starts to decrease.

It is a block diagram which shows the structure outline | summary of a vehicle provided with the biological condition estimation apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of the biological condition estimation apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of the biological condition estimation apparatus which concerns on embodiment. It is a graph which shows an example of the course deviation dependence of steering angular velocity. It is a schematic diagram for demonstrating operation | movement of the biological condition estimation apparatus which concerns on embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

  The living body state estimation device according to the present embodiment is suitably employed in an alarm device that outputs an alarm according to, for example, a driver's sleepiness or arousal level.

  Initially, it demonstrates from the outline | summary of a vehicle provided with the biological condition estimation apparatus which concerns on this embodiment. FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle including a biological state estimation device 1 according to the present embodiment. The vehicle 3 shown in FIG. 1 includes a steering angle sensor 30, a camera 31, an ECU 2, and a notification unit 33. The ECU is a computer of an electronically controlled automobile device, and includes a CPU (Central Processing Unit), a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory), an input / output interface, and the like.

  The steering angle sensor 30 is a sensor that detects an angle at which the steering wheel is rotated by the handle as a steering angle. The steering angle sensor 30 has a function of repeatedly detecting the steering angle at a predetermined timing, for example. The steering angle sensor 30 has a function of outputting the detected steering angle to the ECU 2.

  The camera 31 has a function of acquiring an image around the vehicle. For example, the camera 31 has a function of repeatedly acquiring a white line image (lane information) in the vehicle traveling direction at a predetermined timing. The camera 31 has a function of outputting the acquired image to the ECU 2.

  The ECU 2 includes an input unit (steering acquisition unit, travel position acquisition unit) 10 and an arousal level decrease determination unit (arousal level determination unit, estimation unit) 11.

  The input unit 10 has a function of calculating the steering angular velocity based on the steering angle output from the steering angle sensor 30. Further, the input unit 10 has a function of calculating a course deviation (running position) based on an image output from the camera 31. For example, the input unit 10 calculates the distance from the left and right white lines of the traveling lane to the host vehicle based on the image output from the camera 31, and sets the deviation between the center position of the left and right white lines and the host vehicle position as a course deviation. It has a function to calculate. And the input part 10 has a function which produces | generates the information regarding the course deviation dependence of steering angular velocity based on the calculated steering angular velocity and course deviation. Alternatively, the input unit 10 may have a function of acquiring a travel locus on which the vehicle should travel based on the lane information output by the camera 31. Further, the input unit 10 has a function of outputting information related to the course deviation dependency of the steering angular velocity or information related to the travel locus to the arousal level decrease determination unit 11.

  The arousal level decrease determination unit 11 determines a deviation from the normal travel area based on a normal travel area (travel tolerance) and a course deviation, which are ranges in which the driver is aware of the departure from the travel lane in the travel lane. It has a function. For example, as shown in FIG. 5, the normal travel area is a range R defined on the center side of the travel lane from the left and right white lines when the vehicle 3 travels on the travel lane defined by the left and right white lines. is there. The awakening level decrease determination unit 11 has a function of adopting, for example, a predetermined range or an optimum range obtained by learning as the normal travel area R. Moreover, the awakening level fall determination part 11 may have a function which changes the normal driving area R according to a vehicle speed or a road shape. For example, the arousal level decrease determination unit 11 decreases the normal travel area R as the vehicle speed increases, or changes the difference between the center position of the normal travel area R and the center positions of the left and right white lines according to the curvature and the cant. In addition, it may have a function of changing the ratio of the right and left normal traveling areas R according to the curvature and cant. By using the learned value or changing the normal travel area R based on the vehicle speed or the like, the normal travel area R that the driver is aware of can be set accurately.

  The arousal level decrease determination unit 11 has a function of determining a decrease in the driver's arousal level based on a steering change with respect to the departure from the normal travel range R. A decrease in the driver's arousal level means a decrease in consciousness such as snoozing, blurring, and distraction. The arousal level decrease determination unit 11 detects that the vehicle deviates from the normal driving range R without being steered by the driver, detects that the steering angular velocity of a predetermined value or more is detected after the vehicle deviates from the normal driving range R, After deviating from the normal driving range R and returning to the normal driving range R, whether or not a typical steering condition where the awakening level has started to decrease, such as the sign reversal of the steering speed more than a predetermined number of times being detected, is satisfied. , It has a function of determining a decrease in the driver's arousal level. The arousal level decrease determination unit 11 has a function of outputting a signal related to alarm information to the notification unit 33 when it is determined that the driver's arousal level is decreased using the above conditions. Note that the arousal level decrease determination unit 11 may have a function of determining a decrease in the driver's arousal level based on the travel locus output from the input unit 10 and the actual steering change. For example, the arousal level decrease determination unit 11 uses the travel locus output by the input unit 10 and information based on steering (for example, the steering amount, the yaw rate, etc.) to determine the decrease in the driver's arousal level. You may have.

  The notification unit 33 has a function of issuing a warning to the driver based on the signal related to the warning information output by the arousal level decrease determination unit 11. As the notification unit 33, for example, a speaker, a display, a vibration device, or the like is used.

  The living body state estimation device 1 includes the input unit 10 and the arousal level decrease determination unit 11 described above.

  Next, the operation of the vehicle including the biological state estimation device 1 according to this embodiment will be described. 2 and 3 are flowcharts showing the operation of the biological state estimating apparatus 1 according to the present embodiment. The control process shown in FIGS. 2 and 3 is repeatedly executed at a predetermined interval from a predetermined timing, for example.

  As shown in FIG. 2, the vehicle 3 starts from a steering angle / white line position acquisition process (S10). The process of S10 is a process executed by the steering angle sensor 30, the camera 31, and the input unit 10 to acquire the current steering angle and white line position. When the process of S10 is completed, the process proceeds to a calculation process (S12).

  The process of S12 is executed by the input unit 10 and calculates the steering angular velocity and the course deviation. The input unit 10 calculates the steering angular velocity and the course deviation based on the current steering angle and white line position acquired by the process of S10. The input unit 10 records the calculated value as current data in association with the steering angular velocity and the course deviation. Note that the course deviation dependency of the steering angular velocity up to the present is generated by repeatedly performing the processes of S10 and S12 (that is, by repeatedly executing the control processes of FIGS. 2 and 3). An example of the course deviation dependence of the steering angular velocity generated by the input unit 10 is shown in FIG. FIG. 4 is a graph showing an example of the course deviation dependency of the steering angular velocity generated by the input unit 10, and FIGS. 4A and 4B are graphs recorded in different driving situations. In the graph shown in FIG. 4, the horizontal axis is the forward deviation (course deviation), and the vertical axis is the steering angular velocity (steering angular velocity). For the course deviation, the deviation to the right side is shown as positive, and the deviation to the left side is shown as negative. Also, the left and right white lines are shown at positions at equal intervals from the course deviation 0. Further, the normal travel area R is shown on the horizontal axis on the center side of the travel lane (inside the left and right white lines) rather than the white line. In addition, although the magnitude | size and position may change the normal driving | running | working area R based on at least one among speed and road alignment, it demonstrates as a fixed range below in consideration of the ease of explanation understanding. In addition, the steering angular speed is shown as positive in the counterclockwise direction and negative in the clockwise direction. Steering that moves toward the white line is indicated by a solid line, and steering that moves toward the center of the traveling lane is indicated by a dotted line. By using the course deviation dependence of the steering angular velocity shown in FIG. 4, the driver's steering status and vehicle position can be accurately grasped. When the process of S12 ends, the process proceeds to a travel area determination process (S14).

  The process of S14 is a process executed by the awakening level decrease determination unit 11 to determine whether or not the current course deviation is within the normal travel range R. When the awakening level decrease determination unit 11 determines that the current course deviation recorded in the process of S12 is within the normal travel range R, the process proceeds to a course deviation change determination process (S16).

  The process of S16 is a process executed by the arousal level decrease determination unit 11 to determine whether the course deviation is increasing, decreasing, or unchanged. The arousal level decrease determination unit 11 calculates, for example, the difference between the previously recorded course deviation and the currently recorded course deviation to determine whether the course deviation is increasing, decreasing, or unchanged. Alternatively, the arousal level decrease determination unit 11 may determine whether the slope of the course deviation up to now is positive in a predetermined period. In the process of S16, when it is determined that the course deviation is increasing, that is, when it is determined that the vehicle 3 tends to deviate to the white line side, the process proceeds to the steering angular speed determination process (S18).

The process of S18 is a process executed by the arousal level decrease determination unit 11 to determine the magnitude of the steering speed. The awakening level decrease determination unit 11 determines whether or not the absolute value of the current steering angular speed calculated in the process of S12 is equal to or less than a predetermined value. The predetermined value is a threshold value for detecting a non-steering state. As the predetermined value, for example, a value including the detection error of the rudder angle sensor 30 or the influence of road surface vibration is adopted. In the process of S18, when it is determined that the absolute value of the current steering angular speed calculated in the process of S12 is equal to or less than a predetermined value, that is, when it is determined that the driver is in a non-steering state, the flag ON process is performed. Transition (S20). Processing step S20 is a process of the awareness decrease determination unit 11 executes, for the non-steering departure flag F ₀ turned ON. The no-steering deviation flag F ₀ is turned ON when the vehicle 3 is currently in a tendency to deviate from the normal travel range R and the driver is in a non-steering state. For example, in the graph of FIG. 4A, the vehicle 3 deviates to the white line on the right side in the steering state where the steering angular velocity is substantially 0 in the normal travel range R (scene shown as “no steering” in the figure). , the non-steering departure flag _{F 0} is turned oN. On the other hand, if it is determined in S18 that the absolute value of the current steering angular speed calculated in S12 is greater than a predetermined value, that is, if it is determined that the driver is in the steering state, the process proceeds to flag OFF processing. Transition (S22). Processing of S22, a process of the awareness decrease determination unit 11 executes, for the non-steering departure flag _{F 0} turned OFF. No steering departure flag F ₀ is now the vehicle 3 is a departure tendency from normal running region R, and is turned OFF when the driver is steering state.

  By executing the processes of S14 to S22, it is possible to determine whether or not the driver is steering when the travel position of the vehicle 3 tends to deviate from the normal travel region R. For this reason, it is possible to determine one of typical driving situations performed by the driver who has started to feel drowsiness, in which the driver 3 is likely to deviate from the normal driving range R when the driver is in a non-steering state. When the processing of S20 and S22 is completed, the routine proceeds to flag determination processing (S36 in FIG. 3).

On the other hand, in the process of S14, when the arousal level decrease determination unit 11 determines that the current course deviation recorded in the process of S12 is not within the normal travel range R, the process proceeds to the steering angular speed determination process (S30). The process of S30 is a process executed by the arousal level decrease determination unit 11 to determine the magnitude of the steering speed. The awakening level decrease determination unit 11 determines whether or not the absolute value of the current steering angular speed calculated in the process of S12 is greater than or equal to a predetermined value. The predetermined value is a threshold value for detecting the sudden steering state. As this predetermined value, for example, a value based on a learning result or an experimental result is adopted. In the process of S30, when it is determined that the absolute value of the steering angular velocity is equal to or greater than the predetermined value, that is, when it is determined that the driver steers suddenly, the process proceeds to the flag ON process (S32). Processing of step S32, a process of the awareness decrease determination unit 11 executes, and ON deviation correction flag F _1. Deviation correction flag F ₁ is currently the vehicle 3 has deviated from the normal traveling range R, and is turned ON when the driver is quick steering. For example, in the graph of FIG. 4A, in a steering state where the absolute value of the rudder angular velocity is equal to or greater than a predetermined value at a travel position that deviates from the normal travel region R (scene shown as “first corrected steering” in the figure). is deviation correction flag _{F 1} is turned ON. On the other hand, if it is determined in S32 that the absolute value of the current steering angular speed calculated in S12 is smaller than the predetermined value, that is, if it is determined that the driver is not in the sudden steering state, the process proceeds to flag OFF processing. Transition (S34). Processing step S34 is a process of the awareness decrease determination unit 11 executes, the deviation correction flag _{F 1} turned OFF. Deviation correction flag F ₁ is currently the vehicle 3 has deviated from the normal traveling range R, and is turned OFF when the driver is not steep steering state.

  By executing the processes of S14 and S30 to S34, it is possible to determine whether or not the driver is steered rapidly when the traveling position of the vehicle 3 deviates from the normal traveling region R. For this reason, one of typical driving situations performed by a driver who has started to feel drowsy, in which the vehicle 3 departs from the normal driving range R and the driver becomes hungry to avoid deviation from the driving lane by sudden steering. Can be determined. When the processing of S32 and S34 is completed, the routine proceeds to flag determination processing (S36 in FIG. 3).

  On the other hand, in the process of S14, the wakefulness reduction determination unit 11 determines that the current course deviation recorded in the process of S12 is within the normal travel range R, and the course deviation is decreasing in the process of S16. If it is determined that there is, that is, if it is determined that the vehicle 3 tends to move toward the center of the travel lane within the normal travel area R, the routine proceeds to a steering angular speed determination process (S24).

The process of S24 is a process executed by the arousal level decrease determination unit 11 to determine the sign of the steering speed in a predetermined period. The arousal level decrease determination unit 11 determines whether or not the sign of the steering angular speed has been inverted N times or more (N: integer) based on the steering angular speed within a certain period of time calculated in the process of S12. To do. The threshold value N is a threshold value for detecting a steering state for correcting the traveling track (course). As this predetermined value, for example, a value based on a learning result or an experimental result is adopted. In the process of S24, if it is determined that the sign of the steering angular speed has been inverted N times or more, that is, if it is determined that the driver has repeatedly performed the correction steering within the normal travel range R to some extent, The process proceeds to flag ON processing (S26). Processing of S26 is processing for the awareness decrease determination unit 11 executes, for the course correction flag F ₂ turned ON. Course correction flag F ₂ is now the vehicle 3 is a moving tendency to the traffic lane center side in the normal running region in R, and is turned ON when the driver is performed to some extent repeat corrective steering. For example, in the graph of FIG. 4A, in the steering state where the sign inversion of the steering angular speed is N or more times at the travel position in the normal travel region R (scene shown as “second corrected steering” in the figure). , course correction flag _{F 2} is turned ON. On the other hand, in the process of S24, when it is determined that the sign of the steering angular speed has not been reversed N times or more based on the steering angular speed within a certain period of time calculated in the process of S12, that is, the driver When it is determined that the trajectory correction steering is not frequently performed, the process proceeds to a flag OFF process (S28). Processing of S28 is processing for the awareness decrease determination unit 11 executes, for the course correction flag _{F 2} turned OFF. Course correction flag F ₂ is now the vehicle 3 is located in the normal travel range in R, and is turned OFF when not performing trajectory correction steering frequently.

  By performing the processes of S14 and S24 to S28, it is possible to determine whether or not the driver frequently performs the trajectory correction steering when the traveling position of the vehicle 3 is in the normal traveling region R. For this reason, although the vehicle 3 is located in the normal driving range R, it is possible to determine one of typical driving situations performed by the driver who has started to feel drowsiness, in which the driver performs correction steering many times. . When the processing of S26 and S28 is completed, the routine proceeds to flag determination processing (S36 in FIG. 3).

The process of S36 in FIG. 3 is a process executed by the arousal level decrease determination unit 11 to determine the ON / OFF state of the above-described no-steer deviation flag F ₀ , deviation correction flag F _1, and course correction flag F ₂ . The awakening level decrease determination unit 11 determines whether or not a condition that the no-steering deviation flag F ₀ , the deviation correction flag F _1, and the course correction flag F ₂ are turned on in this order is satisfied. In the process of S36, when it is determined that the condition is satisfied, the process proceeds to the flag ON process (S38).

  The process of S38 is a process that is executed by the arousal level decrease determination unit 11 and sets the dozing flag ON. The arousal level decrease determination unit 11 also records the time when the dozing flag is turned ON. When the processing of S38 is completed, the routine proceeds to flag ON count determination processing (S40).

  The process of S40 is a process of determining the number of times that the wakefulness reduction determination unit 11 executes and sets the dozing flag ON. The arousal level decrease determination unit 11 determines whether or not the number of times the dozing flag is turned ON within a certain time is M or more (M: integer). The threshold value M is a threshold value for eliminating detection errors and the like. As the threshold value M, for example, a sufficient number of times of measurement, which is obtained by an experiment or the like to be determined to be dozing. In the process of S40, when it is determined that the number of times the doze flag is turned ON within a predetermined time is not M or more (M: integer), the control process shown in FIGS. On the other hand, in the process of S40, when it is determined that the number of times the doze flag is turned ON within a predetermined time is M or more (M: integer), the process proceeds to an alarm process (S42).

  The process of S42 is a process executed by the arousal level decrease determination unit 11 and the notification unit 33 to alert the driver. When the process of S42 ends, the control process shown in FIGS.

  On the other hand, if it is determined in the process of S16 of FIG. 2 that there is no change in the course deviation, that is, if it is determined that the vehicle is almost in the normal position within the normal travel area R, the process proceeds to the flag determination process (FIG. 3). S36).

  The control processing shown in FIGS. By repeatedly executing the control processes shown in FIGS. 2 and 3, the vehicle 3 is likely to deviate from the normal travel area R in a non-steering state, and then the vehicle 3 deviates from the normal travel area R and the driver A driver who has started to feel drowsiness that avoids deviation from the driving lane by sudden steering, and then the vehicle 3 is positioned in the normal driving range R, but the driver performs correction steering that undulates. When the typical driving to be performed is repeatedly performed, it is determined that the driver's consciousness has decreased, and a warning is given to the driver. For example, when “no steering”, “first corrected steering”, and “second corrected steering” shown in FIG. 4A are repeatedly performed in this order, it is determined that the driver's consciousness has decreased. A warning is given to the driver. On the other hand, for example, in the case of the driving situation shown in FIG. 4B, it is determined that the driver's consciousness has not decreased, and no warning is given to the driver. In this way, since the decrease in the driver's arousal level is determined on the basis of a series of steering situations related to deviation from the normal driving range R, the initial state of drowsiness can be accurately determined, and as a result, the drowsy driving can be performed. It becomes possible to prevent it at an early stage. Further, since it is possible to determine a decrease in the driver's arousal level based on a series of steering situations related to deviation from the normal driving range R, when the driving lane is gently and consciously steered in a sinusoidal manner, Even when the lane is intentionally protruded to avoid an obstacle or a parked vehicle, it is possible to avoid erroneous determination that the driver's consciousness is lowered.

  As described above, according to the biological state estimation device 1 according to the present embodiment, the driver's steering is acquired by the input unit 10, the travel position with respect to the travel lane is acquired, and the awakening level decrease determination unit 11 performs the travel lane. The deviation from the normal travel area R is determined based on the normal travel area R and the travel position in which the driver is aware of the departure from the travel lane, and based on the steering change with respect to the departure from the normal travel area R. Thus, a decrease in the driver's arousal level is determined. Thus, the driver's initial drowsiness can be determined by determining the departure from the normal travel area R inside the white line and determining the arousal level based on the steering change with respect to the departure. For this reason, it becomes possible to estimate the initial state where the driver's arousal level starts to decrease.

  In addition, according to the biological state estimating apparatus 1 according to the present embodiment, the vehicle travels unintentionally from the normal travel area R, deviates from the normal travel area R, corrects the trajectory by sudden steering, or within the normal travel area R. A typical action performed in the initial state of drowsiness that repeats correction steering can be set as a condition for determining that the driver's arousal level has decreased, so the initial state where the driver's arousal level begins to decrease It is possible to estimate.

  Moreover, according to the biological condition estimation apparatus 1 according to the present embodiment, the normal travel area R can be changed based on the vehicle speed or the road shape, and thus the normal travel area reflecting the driver's tendency and driving characteristics. R can be set.

  Furthermore, according to the biological state estimation device 1 according to the present embodiment, for example, a trajectory to be traveled can be acquired from lane information, and the biological state can be estimated by comparing the trajectory with information based on steering.

  In addition, embodiment mentioned above shows an example of the biological condition estimation apparatus which concerns on this invention. The biological state estimation device according to the present invention is not limited to the biological state estimation device 1 according to the embodiment, and the biological state estimation device according to the embodiment is modified without changing the gist described in each claim. Or, it may be applied to other things.

  For example, in the above-described embodiment, the example in which the decrease in the driver's arousal level is determined based on a series of steering situations related to the departure from the normal travel range R has been described. When the vehicle deviates from the normal driving range R without being steered, after the vehicle deviates from the normal driving range R, a steering angular velocity of a predetermined value or more is detected, the vehicle deviates from the normal driving range R and the normal driving range R After returning to, a decrease in the driver's arousal level may be estimated on the condition that at least one of the sign inversions of the steering speed more than a predetermined number of times is detected.

  In the above-described embodiment, an example in which the decrease in the arousal level is estimated using the course deviation as the operation of the biological state estimation device has been described. Also good.

  Moreover, although embodiment mentioned above demonstrated the example which acquires the traveling position (course deviation) of a vehicle with respect to a traveling lane, and the information (lane information etc.) regarding a traveling path with the camera 31, it is not restricted to this. The course deviation and lane information may be acquired using a navigation device.

  DESCRIPTION OF SYMBOLS 1 ... Living body state estimation apparatus, 2 ... ECU, 3 ... Vehicle, 10 ... Input part (steering acquisition part, driving | running | working position acquisition part), 11 ... Arousal level fall determination part (Arousal level determination part, estimation part), 33 ... Information Department.

Claims (7)

A biological state estimating device for estimating a biological state of a driver,
A steering acquisition unit for acquiring the steering of the driver;
A travel position acquisition unit that acquires the travel position of the vehicle with respect to the travel lane;
A deviation from the travel tolerance is determined based on a travel tolerance and a travel position in which the driver is aware of a deviation from the travel lane in the travel lane, and steering for the deviation of the travel tolerance is performed. An arousal level determination unit that determines a decrease in the driver's arousal level based on a change;
A biological state estimating device comprising:   The said arousal level determination part is determined in the condition which determines that the said driver | operator's arousal level fell that it had deviated from the said driving | running | working permissible range in the state which is not steered by a driver | operator. Biological state estimation device.   The arousal level determination unit determines that the absolute value of the steering angular velocity equal to or greater than a predetermined value has been detected after the vehicle has deviated from the allowable travel range, in a condition for determining that the driver's awakening level has decreased. The biological state estimation device according to claim 1 or 2.   The arousal level determination unit determines that the driver's arousal level has decreased after the vehicle has deviated from the allowable travel range and returned to the allowable travel range, and a sign reversal of the steering speed more than a predetermined number of times has been detected. The living body state estimation apparatus according to any one of claims 1 to 3, wherein the biological condition estimation apparatus includes a determination condition to be determined.   The biological state estimation device according to any one of claims 1 to 4, wherein the arousal level determination unit decreases the allowable travel range as the vehicle speed increases.   The biological state estimation device according to any one of claims 1 to 5, wherein the arousal level determination unit changes the allowable travel range based on a road shape. A biological state estimating device for estimating a biological state of a driver,
A biological state estimation device comprising: an estimation unit configured to estimate the biological state of the driver based on a travel path and a steering result of the driver.

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