JP2011123618A - Safe drive diagnostic device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a safe drive diagnostic device capable of reducing erroneous decision that safety confirmation is performed by the safety confirmation is not performed in an intersection and reducing erroneous decision that the safety confirmation is not performed by the safety confirmation is performed. <P>SOLUTION: The safe drive diagnostic device performs the sampling of a horizontal angle signal for 5 [s] before a time point when an own vehicle C enters at a longer distance than 2 [m] from an entry position of the intersection (S10-S16). The safe drive diagnostic device calculates an absolute value of an average of horizontal angles before and after 5 [s] before the time point, and processes the horizontal angle signals performed with the sampling in a sampling part 13a when the absolute value is a prescribed value or larger (S17, S18). The safe drive diagnostic device calculates a power spectrum from the horizontal angle signal performed by the sampling, calculates a total of maximal values of power in 0.2-1.5 Hz, compares a decision value with the total, and decides whether or not the safety confirmation by a driver is performed (S19-21). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a safe driving diagnosis apparatus.

  Conventionally, as an example of a technique for determining the presence or absence of a driver's safety confirmation when passing an intersection, there is a vehicle information notification device disclosed in Patent Document 1.

  The vehicle information notification device disclosed in Patent Document 1 determines a reference angle in each of the left direction and the right direction according to the geometric form of the intersection, and whether the face direction or line of sight exceeds the reference angle, or the face direction or line of sight is integrated time exceeds a reference angle by whether exceeds a predetermined time, it is to determine the safety check.

JP 2006-227905 A

  However, in the vehicle information notification device disclosed in Patent Document 1, when safety confirmation is determined based on whether the face direction or the line of sight exceeds a reference angle, if the safety confirmation time is too short, the safety confirmation is not performed. Nevertheless, there is a possibility of misjudging that the safety has been confirmed. For example, consider a case where the line of sight (or face direction) exceeds a predetermined angle in the left direction for about 0.1 seconds, and subsequently enters an intersection after exceeding a predetermined angle in the right direction for about 0.1 seconds. In this case, it is determined that the vehicle information notification apparatus disclosed in Patent Document 1 has confirmed safety. However, safety confirmation may not be possible in a short time of about 0.1 seconds. Therefore, there is a possibility of erroneous determination that the safety has been confirmed even though the safety has not been confirmed.

  Also, when determining safety confirmation based on whether the accumulated time when the face direction or line of sight exceeded the reference angle exceeded a predetermined time, if the safety confirmation time was too long, safety confirmation was performed even though safety confirmation was not performed May be misjudged. For example, consider a case where the line of sight (or face direction) exceeds a predetermined angle in the left direction for about 5 seconds, and then enters the intersection after exceeding a predetermined angle in the right direction for about 5 seconds. In this case, it is determined that the vehicle information notification apparatus disclosed in Patent Document 1 has confirmed safety. However, when the confirmation in the right direction is finished, a time of about 5 seconds has passed after the confirmation in the left direction. During this time, there is a possibility that the car that entered the intersection after the previous confirmation in the left direction is approaching the intersection. Therefore, it cannot be said that safety has been confirmed.

  In addition, when passing through an intersection, it is also necessary to confirm the safety of the area sandwiched between the left and right reference angles of the intersection. However, the vehicle information notification device disclosed in Patent Document 1 does not define a safety confirmation method for this area. In order to say that the safety has been confirmed, it is necessary to stop the line of sight in this area for a predetermined time or more.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a safe driving diagnosis apparatus that can reduce erroneous determination.

In order to achieve the above object, the safe driving diagnostic apparatus according to claim 1 is for determining whether or not safety confirmation has been made by a driver of the vehicle when the vehicle enters the intersection,
Own vehicle position acquisition means for acquiring the current position of the vehicle;
An approach position acquisition means for acquiring an approach position of an intersection without a recent signal;
Horizontal angle acquisition means for acquiring the horizontal angle of the driver's line of sight detected in an orthogonal coordinate system with the fixed point near the driver's seat of the vehicle as the origin;
Sampling means for sampling the horizontal angle over the past predetermined time from the time when the vehicle entered longer than a predetermined distance from the entry position acquired by the entry position acquisition means;
When the absolute value of the average horizontal angle over a predetermined period before and after the past predetermined time is equal to or greater than the predetermined value, the horizontal angle before the past predetermined time is set to 0, and the horizontal angle after the predetermined period of the past predetermined time is determined by the sampling means. Processing means for processing the horizontal angle sampled by the sampling means so as to obtain the sampled horizontal angle;
If the absolute value is greater than or equal to a predetermined value, the power spectrum is calculated from the horizontal angle after machining by the machining means. If the absolute value is not greater than the predetermined value, the power spectrum is calculated from the horizontal angle sampled by the sampling means. Power spectrum calculation means;
In the power spectrum calculated by the power spectrum calculation means, if the sum of the maximum values of power in the frequency range of the horizontal angle change necessary for safety confirmation does not reach the predetermined value, it is determined that safety confirmation by the driver has not been made. And a safety confirmation determination means for determining that the safety confirmation by the driver has been made when the value is equal to or greater than the predetermined value.

  In general, in a signal sampled in a certain time interval, the magnitude of the amplitude of the predetermined frequency appears in the magnitude of the power at the predetermined frequency of the power spectrum of the signal. Further, the number of repetitions of the predetermined frequency also appears in the power level. Conversely, the larger the power value of the predetermined frequency in the power spectrum, the larger the amplitude of the predetermined frequency of the signal or the greater the number of repetitions of the signal at the predetermined frequency.

  Therefore, the closer the absolute value of the horizontal angle of the line of sight during the safety confirmation operation approaches from 0 [deg] to 90 [deg], the greater the power in the predetermined range at the frequency of the horizontal angle change. Further, as the number of safety confirmation operations increases, the power in a predetermined range at the horizontal angle change frequency increases. Therefore, if the sum of the maximum power values in the frequency range of the horizontal angle change required for safety confirmation is greater than or equal to the specified value, the absolute value of the horizontal angle of the line of sight is sufficient for safety, or the number of safety confirmations is safe. It can be considered sufficient. That is, the driver can confirm that the range (confirmation width) necessary for safety confirmation has been confirmed, or that the safety confirmation operation has been performed a required number of times.

  On the other hand, when the minimum range that should be checked for safety is confirmed, the time required to recognize these four locations by moving the line of sight in the order of front, left (right), right (left), and front. Is the time required for one cycle change. Therefore, the time required for recognizing these four locations can be replaced with the frequency (range) of the horizontal angle change necessary for safety confirmation.

  Therefore, as shown in claim 1, when the sum of the maximum values of power in the frequency range of the change in the horizontal angle required for safety confirmation is equal to or greater than a predetermined value, a confirmation time (confirmation that is a necessary condition for safety confirmation) Frequency) and the confirmation range. Therefore, it is possible to reduce erroneous determination that the safety has been confirmed even though the safety has not been confirmed at the intersection.

  In addition, for example, within a predetermined time, the driver first visually recognizes the other vehicle passing through the crossing road, and after confirming the direction in which the other vehicle has approached without moving the line of sight after the other vehicle passes, Next, a direction that is not the direction in which the other vehicle has approached (in other words, the direction in which the other vehicle has moved away) is confirmed, and the case where the vehicle enters the intersection next is considered. Here, other vehicles pass from left to right or from right to left when seeing the intersection from the own vehicle, so the sight horizontal angle immediately after the other vehicle passes (in other words, the sight horizontal angle at the start of safety check) Is not approximately 0 [deg] but a predetermined angle in the left direction or a predetermined angle in the right direction.

  In this case, the horizontal angle of the sampled line of sight starts from a predetermined angle in the left direction and changes to a predetermined angle in the right direction, and then becomes approximately 0 [deg], or reaches a predetermined value in the left direction from the predetermined angle in the right direction. It changes beyond the angle and then becomes approximately 0 [deg]. Accordingly, the left end of the horizontal angle waveform of the sampled line of sight (ie, the initial sampling) is not approximately 0 [deg]. Therefore, the horizontal angle of the sampled line of sight is less than one period and is three quarters. When the power spectrum of a waveform with a three-quarter cycle is calculated, there may be no maximum value greater than or equal to a predetermined value in a predetermined frequency range that can be assumed for safety confirmation. In other words, the driver despite the safety check, there may be a problem occurs is determined that no safety checks have been made.

  Therefore, in claim 1, since the horizontal angle at the time of calculating the power spectrum is processed as described above, the horizontal angle near the time when the sampling of the horizontal angle is started is 1 or more. / 4 period will be added. By processing in this way, if safety is confirmed, at least one portion in which the horizontal angle changes by one period within that time is included. In other words, the line-of-sight horizontal angle starts from 0 [deg] and changes to a predetermined angle in the left direction, then changes to a predetermined angle in the right direction, and then becomes approximately 0 [deg]. deg] and changes to a predetermined angle in the right direction, then changes to a predetermined angle in the left direction, and then becomes approximately 0 [deg]. When the power spectrum of the horizontal angle processed in this way is calculated, the power has a maximum value in a predetermined frequency range that can be assumed in safety confirmation, and the sum of the maximum values is equal to or greater than the predetermined value. Therefore, it can be determined that safety has been confirmed.

  Therefore, in claim 1, when the horizontal angle of the line of sight at the time of starting the safety check is not substantially in the front direction of the driver, it is erroneously determined that the safety check is not performed even though the safety check is performed at the intersection. Can be reduced.

  Further, as shown in claim 2, it is preferable that the sampling period is set to the past 5 seconds from the time when the vehicle enters longer than a predetermined distance from the entry position. Also, the period for performing the processing of the horizontal angle, as shown in claim 3, it is preferable to before a predetermined past time and 0.7 seconds.

  According to a fourth aspect of the present invention, when it is determined that the safety check is not performed by the safety check determination means, the horizontal angle of the line of sight, the vehicle forward image data, and the sensor data are stored in the data storage medium. It is preferable because it is possible to provide the driver with information for correcting the driver's wrong assumptions and driving habits.

  In addition, as shown in claim 5, by displaying an image (driving diagnosis image) in which the horizontal angle of the line of sight and the sensor data are superimposed on the vehicle front image on the display device, a situation close to actual driving is reproduced. This is preferable.

  In addition, when a driver stops a vehicle in a parking lot (particularly, a parking lot at home or at work), the driver often has a psychological margin. Therefore, as shown in claim 6, when an instruction to display an image is given and the vehicle stops at the parking lot, by displaying the image on the display device, the driver who has a psychological margin, It is preferable because information (driving diagnosis image) for correcting a driver's wrong belief or driver's driving habit can be provided.

1 is a block diagram showing a schematic configuration of a safe driving diagnosis ECU in an embodiment of the present invention. FIG. It is an image figure which shows the minimum range which should confirm safety | security in embodiment of this invention. It is an image diagram showing a retention portion of the line of sight required to recognize the minimum range to be confirmed safe in the embodiment of the present invention. It is an image figure which shows the range which samples the horizontal angle of the eyes | visual_axis in embodiment of this invention. It is a flowchart which shows the safety confirmation determination processing operation | movement of safe driving | running diagnosis ECU in embodiment of this invention. (A) is a graph which shows the relationship between the distance [m] between the own vehicle position and the approach position of an intersection, and time [s], (b) is the horizontal angle [deg] of the line of sight corresponding to FIG. 6 (a). It is a graph which shows the relationship between time and [s]. (A) is the distance [m] and the time [s] between the own vehicle position and the approach position of the intersection when the driver confirms the safety without passing other cars on the intersection (that is, without viewing other cars). (B) is a graph showing the relationship between the horizontal angle [deg] of the line of sight corresponding to FIG. 7 (a) and time [s] (no processing). (A) is the graph which expanded partially FIG.7 (b), (b) is a graph which shows the relationship between the power spectrum at this time, and frequency [Hz]. (A) shows the case where another vehicle is passing on the intersection and the other person is viewing. The distance [m] and the time [s] between the own vehicle position and the approach position of the intersection when the driver confirms the safety. And (b) shows the relationship between the horizontal angle [deg] and the time [s] of the line of sight corresponding to FIG. 9 (a), with no horizontal angle processing. It is a graph of. (A) is the graph which expanded partially FIG.9 (b), (b) is a graph which shows the relationship between the power spectrum at this time, and frequency [Hz]. FIG. 10 is a graph showing the relationship between the horizontal angle [deg] of the line of sight and the time [s] corresponding to FIG. (A) is the graph which expanded partially Fig.11 (a), (b) is a graph which shows the relationship between the power spectrum at this time, and frequency [Hz].

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  As shown in FIG. 1, a safe driving diagnosis ECU (Electronic Control Unit) 10 in the present embodiment corresponds to the safe driving diagnosis device of the present invention.

  The safe driving diagnosis ECU 10 having such a configuration determines whether or not a safety check has been made by a driver of the vehicle when the vehicle (hereinafter also referred to as the host vehicle C and also referred to as the host vehicle in the drawing) enters the intersection. In addition to the determination, the present invention can be applied to an in-vehicle system that provides a driver with information for correcting a driver's wrong belief or driver's driving habit. In the present embodiment, the intersection is a plane intersection where there is no traffic light, and indicates a crossroad or a crossroad.

  The safe driving diagnosis ECU 10 is configured as a normal computer. For example, the well-known central processing unit (abbreviated as CPU), ROM (Read-Only Memory), RAM (Random Access Memory), and input / output device. (Input and Output device: abbreviated I / O) and bus lines for connecting these components. In FIG. 1, the functional blocks of the safe driving diagnosis ECU 10 are mainly described. Specifically, the safe driving diagnosis ECU 10 includes a distance determination unit 11, an approach distance determination unit 12, a safety confirmation determination unit 13, a storage medium 14, an image generation unit 15, buffers 16a and 16b, switches 17a to 17d, and the like.

  As shown in FIG. 1, the safe driving diagnosis ECU 10 includes a navigation system 20, a line-of-sight sensor 30, a vehicle speed sensor 40 (vehicle sensor group), an accelerator pedal opening sensor 50 (vehicle sensor group), and a stop lamp switch 60 (vehicle mounted). External devices such as a sensor group), a drive recorder 70, and a display 80 are electrically connected.

  The navigation system 20 includes a position detector that detects a current position (vehicle position) of a vehicle, a map data storage device that stores electronic map data, and the like. The position detector may employ a well-known geomagnetic sensor, gyroscope, distance sensor, GPS receiver for GPS (Global Positioning System) that measures the position of the vehicle based on radio waves from the satellite, and the like. it can.

  Further, the data of the electronic map stored in the map data storage device includes link data and node data indicating roads. Here, a link is a connection between nodes when the roads on the map are divided by a plurality of nodes such as intersections, branches, and merge points, and roads are configured by connecting the links. The Link data includes a unique number (link ID) that identifies the link, link length indicating the link length, link start and end node coordinates (latitude / longitude), road name, road type, road width, number of lanes, right turn -Consists of data such as the presence or absence of a left turn dedicated lane, the number of dedicated lanes, the speed limit, and information on the coordinates of the road center for each predetermined distance. On the other hand, the node data includes a node ID, a node coordinate, a node name, and a link ID of a link connected to the node, each node having a unique number for each node where roads on the map intersect, merge and branch. It consists of data such as ID, intersection type, presence / absence of traffic lights at the intersection, coordinates of the entrance of the intersection (intersection entrance position), the width of the entrance of the intersection, and information on the center coordinates of the intersection. The safe driving diagnosis ECU 10 obtains information such as whether or not the vehicle is parked at the parking lot, information on the approach position at the nearest intersection, the presence or absence of a traffic signal at the nearest intersection, and the vehicle position from the navigation system 20. (Self-vehicle position acquisition means, approach position acquisition means).

  The line-of-sight sensor 30 detects the horizontal angle of the line of sight of the driver D in an orthogonal coordinate system having a fixed point near the driver's seat of the vehicle as the origin, and outputs the horizontal angle (hereinafter also referred to as a horizontal angle signal). . The line-of-sight sensor 30 is, for example, data of an image obtained by an imaging device that is configured to image a range including the eyes of the driver D of the host vehicle C (fixed and installed in the host vehicle C and the imaging direction is also fixed). Image acquisition unit that sequentially acquires (for example, every 100 msec), based on image data sent from the image acquisition unit, image analysis is performed using a known image recognition technique, and the image acquired by the image acquisition unit A black eye position detection unit that detects the position of the black eye of the driver D in FIG. 5, a gaze direction calculation unit that sequentially calculates the gaze direction of the driver D based on the information on the position of the black eye sent from the black eye position detection unit, and the like. Things can be adopted. It should be noted that a portion composed of an iris and a pupil may be used as a black eye, or a pupil portion or an iris portion may be used as a black eye. Here, the horizontal angle of the line of sight is an angle formed by projection of the line of sight onto the XY plane (horizontal plane) with the X axis. The X axis is the traveling direction of the vehicle. The safe driving diagnosis ECU 10 acquires a horizontal angle (horizontal angle signal) from the line-of-sight sensor 30 (horizontal angle acquisition means).

  The vehicle speed sensor 40 is installed on the axle or the like of the host vehicle C, and outputs a detection signal (sensor data) indicating the traveling speed of the host vehicle C. The accelerator pedal opening sensor 50 outputs a detection signal (sensor data) corresponding to the amount of depression of an accelerator pedal (not shown) by the driver D of the host vehicle C. The stop lamp switch 60 outputs a detection signal (sensor data) when a brake pedal (not shown) is operated by the driver D of the host vehicle C.

  The drive recorder 70 includes, for example, a small CCD camera (vehicle forward direction photographing camera) mounted inside the windshield of the host vehicle C, a member that receives vehicle speed information from the vehicle speed sensor 40, an acceleration sensor, a memory card, and the like. Prepare. The drive recorder 70 continuously captures an image in the forward direction of the vehicle (hereinafter also referred to as vehicle forward image data) with a small CCD camera (for example, while the drive recorder 70 is being activated), and information such as vehicle speed and acceleration information synchronized therewith. Continue to acquire information on vehicle behavior.

  As the display 80 (display device), for example, a liquid crystal display, an organic EL display, or the like can be adopted. The display 80 displays image data from the safe driving diagnosis ECU 10 (image generation unit 15).

  The distance determination unit 11 and the approach distance determination unit (entrance determination unit) 12 in the safe driving diagnosis ECU 10 include information acquired from the navigation system 20 (such as the approach position at the nearest intersection, the presence / absence of a traffic signal at the nearest intersection, and the vehicle position). Information), it is determined whether or not the host vehicle C is located in a section in which a horizontal angle signal is acquired from the line-of-sight sensor 30 and stored in the buffer 16a. Specifically, the distance determination unit 11 determines, based on a signal from the navigation system 20, whether or not the host vehicle C is at a position within 48 [m] up to the approach position of the nearest intersection. On the other hand, the approach distance determination unit 12 determines whether the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection.

  The safety confirmation determination unit 13 is a part that determines whether or not safety confirmation by the driver D of the vehicle has been made when the vehicle enters the intersection. The safety confirmation determination unit 13 includes a sampling unit 13a, a processing unit 13b, a power spectrum calculation unit 13c, a frequency extraction unit 13d, a sum calculation unit 13e, a comparison unit 13f, and the like.

  The sampling unit 13a samples the horizontal angle signal for the past 5 [s] from the time when the vehicle entered longer than a predetermined distance from the entry position (the past 5 seconds immediately before the entry determination) (sampling means). The period of 5 [s] corresponds to the past predetermined time in the present invention. That is, the horizontal angle signal for 5 [s] immediately before it is determined that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection is sampled. Therefore, the sampling unit 13a samples the horizontal angle signal acquired and temporarily stored in the buffer 16a in the past (between 5 [s] before the time when the vehicle entered longer than a predetermined distance from the approach position of the intersection). To do. The basis between 5 [s] sampled by the sampling unit 13a will be described later.

  The processing unit 13b is assumed that the host vehicle C has entered (for example, a long time) before and after 5 [s] immediately before it is determined that the vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection (previous predetermined time). The absolute value of the average of the horizontal angle over a range of 6.4 [s] before the determined time to 2.1 [s] before 4.3 [s] is a predetermined value (for example, 17.5 [deg]) In the above case, the horizontal angle signal sampled by the sampling unit 13a is processed. This 2.1 [s] is the average of the lower limit 0.66 [s] and the upper limit 5.0 [s] of the time required for the horizontal angle of the line of sight to change by one cycle, 2.8 [s]. 3/4 time. The reason for 3/4 will be described below. For 3/4, if the driver is checking the left and right without seeing other vehicles that are crossing the road, the horizontal angle of the line of sight includes changes in the left direction → right direction or right direction → left direction. It is a period. Then, if including the absolute value of the average of the horizontal angle of the line of sight of the 2.1 seconds of time was considered to be less than a predetermined value. On the contrary, if the average absolute value of the horizontal angle of the line of sight within the time of 2.1 seconds is equal to or greater than a predetermined value, it is considered that the left and right are not confirmed, that is, the other vehicle is visually recognized.

  The reason why the horizontal angle signal sampled by the sampling unit 13a is processed in this way is to reduce erroneous determination that the safety check is not performed despite the safety check.

  In other words, within a predetermined time, the driver first visually recognizes the other vehicle passing the crossing road, and after confirming that the other vehicle has approached without moving the line of sight after the other vehicle has passed, Consider a case where a direction that is not the direction in which another vehicle has approached (in other words, the direction in which the other vehicle has moved away) is confirmed, and then the vehicle enters an intersection. Here, since the other vehicle passes from the left to the right or from the right to the left when the intersection is viewed from the own vehicle, for example, as shown in FIG. In other words, the horizontal angle of the line of sight at the start of safety confirmation is not approximately 0 [deg] but a predetermined angle in the left direction or a predetermined angle in the right direction. 6A is a graph showing the relationship between the distance [m] between the own vehicle position and the approach position of the intersection and the time [s], and FIG. 6B is a graph showing the relationship between FIG. It is a graph which shows the relationship between the horizontal angle [deg] of corresponding eyes | visual_axis, and time [s].

  In this case, the horizontal angle of the sampled line of sight starts from a predetermined angle in the left direction and changes to a predetermined angle in the right direction, and then becomes approximately 0 [deg], or reaches a predetermined value in the left direction from the predetermined angle in the right direction. It changes beyond the angle and then becomes approximately 0 [deg]. Accordingly, the left end of the horizontal angle waveform of the sampled line of sight (ie, the initial sampling) is not approximately 0 [deg]. Therefore, the horizontal angle of the sampled line of sight is less than one period and is three quarters. When the power spectrum of a waveform with a three-quarter cycle is calculated, there may be no maximum value greater than or equal to a predetermined value in a predetermined frequency range that can be assumed for safety confirmation. In other words, the driver despite the safety check, there may be a problem occurs is determined that no safety checks have been made. The calculation of the power spectrum, determination of whether or not safety confirmation has been performed, etc. will be described later.

  Therefore, in the present embodiment, the horizontal angle when calculating the power spectrum is processed so that a quarter period is added when the horizontal angle near the time when sampling of the horizontal angle is greater than or equal to a predetermined value. To do. By processing in this way, if safety is confirmed, at least one portion in which the horizontal angle changes by one period within that time is included. That is, the feature of the present invention is that if the safety is confirmed within 5 [s] from the time when the own vehicle enters longer than 2 [m] from the approach position of the intersection, the horizontal line-of-sight angle is one cycle within that time. The horizontal angle of the sampled line of sight is processed to include at least one part that changes.

  In other words, the line-of-sight horizontal angle starts from 0 [deg] and changes to a predetermined angle in the left direction, then changes to a predetermined angle in the right direction, and then becomes approximately 0 [deg]. deg] and changes to a predetermined angle in the right direction, then changes to a predetermined angle in the left direction, and then becomes approximately 0 [deg]. When the power spectrum of the horizontal angle processed in this way is calculated, the power has a maximum value in a predetermined frequency range that can be assumed in safety confirmation, and the sum of the maximum values is equal to or greater than the predetermined value. Therefore, it can be determined that safety has been confirmed.

  Specifically, as shown in FIG. 6B, the processing unit 13b determines that the vehicle 5C immediately before it is determined that the vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection (Δ mark). s] The horizontal angle before 0 is set to 0, and processing is performed so that the horizontal angle after 0.7 [s] (after a predetermined period) of 5 [s] becomes the horizontal angle sampled by the sampling unit 13a (processing means). . In other words, the horizontal angle at the sampling start time is set to 0, and the visual line horizontal angle until 0.7 [s] has elapsed from the sampling start time is the actual visual line at the time when 0.7 [s] has elapsed from 0. Gradually approach the horizontal angle of.

  That is, the waveform during the change is a value obtained by multiplying the waveform of the first 0 second to 0.7 second of the sine function of the initial phase 0 [deg] and the angular frequency 360 / 2.8 [deg / s] by A times. Where A is a gaze horizontal angle sampled at 4.3 seconds before the time of entering the intersection [deg]. The horizontal angle (horizontal angle signal) of the line of sight after processing in this way is also referred to as the line-of-sight horizontal angle after processing according to other vehicle viewing. Thus, processing is performed so that the horizontal angle between 5 [s] before and 0.7 [s] (0.7 seconds) becomes a quarter cycle of the sine wave.

  As will be described later, the time required for the horizontal angle of the line of sight to change from front → left direction → right direction → front or front → right direction → left direction → front is about 0.66 [s] to 5.5. 0 [s]. The above 0.7 [s] is based on an average of 2.8 [s] of the time required for this change (corresponding to a period). The reason for using 2.8 on average is that although the confirmation time is within 0.66 [s] to 5.0 [s], a more accurate time is not known. Moreover, the reason for using 1/4 is that the processing portion for 0.7 seconds is the front → left direction → right direction → front of the front → left direction, or front → right direction → left direction → front because it is front → right direction of a portion of, that is because it is one-fourth the period part of the beginning of one period changes in the line-of-sight horizontal angle.

  Note that the processing unit 13b has an average absolute value of the horizontal angle before and after 5 [s] immediately before it is determined that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection. If not, no processing is performed. Therefore, the horizontal angle signal sampled by the sampling unit 13a is output to the power spectrum calculation unit 13c as it is.

  The power spectrum calculation unit (power spectrum calculation means) 13c calculates the power spectrum of the horizontal angle signal (with or without processing) acquired from the line-of-sight sensor 30. That is, the power spectrum of the horizontal angle processed by the processing unit 13b or the horizontal angle not processed by the processing unit 13b (the horizontal angle output from the sampling unit 13a) is calculated. For example, the horizontal angle signal acquired from the line-of-sight sensor 30 is subjected to Fourier transform, and the power spectrum is calculated by squaring the magnitude component of each frequency with respect to the result of the Fourier transform.

  The frequency extraction unit 13d extracts the frequency at which the power becomes maximum between the horizontal angle change frequencies of 0.2 to 1.5 [Hz] from the calculation result of the power spectrum calculation unit 13c. The summation unit 13e calculates the sum of the maximum value of the power at the frequency extracted by the frequency extracting section 13d. Then, the comparison unit 13f compares the sum calculated by the sum calculation unit 13e with a determination value (here, 12000). The frequency of the horizontal angle change (confirmation frequency), the frequency of power becomes maximum, it will be described later with respect to the determination value.

  The storage medium (data storage medium) 14 stores vehicle front image data and sensor data acquired simultaneously with the horizontal angle of the line of sight. In particular, in the present embodiment, the horizontal angle signal, the vehicle front image data, and the sensor data are temporarily stored in the buffers 16a and 16b (temporary storage means), and the safety confirmation determination unit 13 confirms the safety. When it is determined that the horizontal angle signal, the vehicle front image data, and the sensor data are stored in the storage medium 14.

  Image generating unit 15 is a horizontal angle signal, a vehicle front image data, and from the sensor data to generate a displayable image on the display 80.

  The buffers 16a and 16b temporarily store a horizontal angle signal, vehicle front image data, sensor data, and the like (temporary storage means). Specifically, the buffer 16a temporarily stores the horizontal angle signal obtained from the sight line sensor 30 (temporary storage means). On the other hand, the buffer 16b temporarily stores the vehicle speed sensor 40, the accelerator pedal opening sensor 50, the sensor data acquired from the stop lamp switch 60, and the vehicle front image data acquired from the drive recorder 70 (temporary storage means).

  The switch 17a is turned on when the distance determining unit 11 determines that the host vehicle C is within 48 [m] from the approach position of the nearest intersection, and is turned off otherwise. The switch 17b is turned on when the approach distance determination unit 12 determines that the host vehicle C has entered 2 [m] from the approach position of the closest intersection, and the predetermined distance (for example, the host vehicle C enters the nearest intersection). Off when reaching within 12 [m] from the position. This is for obtaining a horizontal angle signal or the like when the vehicle is located in the confirmation section.

  The switch 17c is turned on when the comparison unit 13f determines that the total power is less than the determination value, and is turned off otherwise. This is to store the horizontal angle signal, the vehicle front image data, and the sensor data temporarily stored in the buffers 16a and 16b in the storage medium 14 when the total power is below the determination value.

  The switch 17d is turned on when acquiring a signal (for example, “1”) indicating that the host vehicle C has stopped at a parking lot (for example, a parking lot at home or work) from the navigation system 20, and otherwise (for example, “ 0 ") is turned off. This is because when the host vehicle C stops at a parking lot (for example, a parking lot at home or work), an image that can be displayed on the display 80 is generated from the vehicle front image data and sensor data and displayed on the display 80. It is to do.

  The safe driving diagnosis ECU 10 according to the present embodiment having such a configuration reduces the frequency of erroneous determination that the safety has been confirmed even though the safety has not been confirmed at the intersection where there is no signal, and the safety has been confirmed. Regardless, the purpose is to reduce erroneous determination that safety is not confirmed.

  For safety confirmation, the confirmation width is sufficient (in other words, the horizontal angle width of the line of sight is greater than or equal to a predetermined value), and the confirmation time is appropriate (in other words, the confirmation time is not too short and Is not too long). In addition, the confirmation width and the confirmation time can be paraphrased into the confirmation width and the confirmation speed, and further into the confirmation width and the confirmation frequency. A more specific object of the safe driving diagnosis ECU 10 in the present embodiment is to determine a determination method that can verify the establishment of two necessary conditions of a confirmation width and a confirmation frequency from the horizontal angle of the line of sight.

  The safety check is an action for avoiding the own vehicle C colliding with another vehicle. In other words, the safety confirmation is an action for confirming that no other vehicle exists in a predetermined range in each of the left and right directions including the intersection when the host vehicle C enters the intersection from now on.

  Here, the predetermined range will be described with reference to FIG. The predetermined range is a range in which if the other vehicle currently exists in the range and the own vehicle C enters the intersection, the own vehicle C may approach the other vehicle in the intersection. That is, when the position of the host vehicle C is the position of the front end of the vehicle and the approach position of the intersection is a line segment connecting the two end points before the intersection, the predetermined range is within a predetermined distance from the center of the intersection in the left-right direction of the intersection. It is.

  A predetermined distance A [m] from the left end and the right end of the intersection, respectively, in the left direction on the intersection and the right direction on the intersection. Then, A [m] is determined as the time Tv [s] required for the safety check at the other vehicle speed V0 [m / s] and the time Te [s] required to enter the intersection after the safety check. A value obtained by multiplying the sum (Tv [s] + Te [s] + Ti [s]) of three times of the time Ti [s] during which the vehicle C passes through the intersection is appropriate.

  The safe driving diagnosis ECU 10 according to the present embodiment determines the minimum value of the predetermined distance A, and determines that the safety confirmation has not been made when the range in which the line of sight is directed is equal to or less than the predetermined range determined from the distance. On the other hand, when it is considered that the range in which the line of sight is directed is equal to or greater than the predetermined range, it is determined as safety confirmation.

  Here, when the minimum value A * of the predetermined distance A is expressed by an equation, A * = min (V0) × {min (Tv) + min (Te) + min (Ti)} [m]. Therefore, in order to determine the minimum value A * of a predetermined distance A, the V0, Tv, Te, the minimum value of Ti will be described.

  It is considered that the speed V0 of the other vehicle passing through the intersection is smaller as the width of the intersection is narrower. For example, the minimum value of the width of the intersection is set to about 5 [m], and the minimum value of V0 is set to 20 [km / h].

  Next, the time Tv [s] required for the safety check varies depending on the ease of visually recognizing the intersection, the visual acuity of the driver D, etc., but the minimum value is about 0.7 [s].

  The time Te [s] required to enter the intersection after safety confirmation may enter the intersection after traveling for a predetermined time or more after safety confirmation, or may enter the intersection promptly after safety confirmation. It is shorter when entering the intersection promptly. Therefore, the minimum value of Te [s] is set to about 0.5 [s] assuming that the vehicle enters the intersection immediately after the safety check.

  Further, it is considered that the time Ti [s] during which the own vehicle C passes through the intersection is smaller as the size of the intersection is smaller and the own vehicle C speed is larger. The minimum value of the size of the intersection is about 5 [m] square, the maximum value of the host vehicle C speed is 30 [km / h], and the total length of the vehicle is 5 [m]. In this way, the minimum value of Ti [s] is 1.2 [s].

  In summary, the minimum value of V0 is 20 [km / h], the minimum value of Tv is 0.7 [s], the minimum value of Te is 0.5 [s], and the minimum value of Ti is 1.2 [s]. s]. Accordingly, the minimum value A * of the predetermined distance A in the left direction on the intersection and the right direction on the intersection from the left end and the right end of the intersection is 13.3 [m], respectively. Therefore, the minimum range to be confirmed is from the position of 13.3 [m] from the left end of the intersection to the left on the intersection to the position of 13.3 [m] from the right end of the intersection to the right of the intersection from the position of 13.3 [m]. is there. FIG. 2 is a diagram including a minimum range to be confirmed in the view of the intersection viewed from above.

  Next, the angle width of the horizontal angle of the line of sight necessary for confirming the minimum range will be described with reference to FIG. The angle width is obtained on the assumption that the visual field has a visual field. In other words, an angular width around the line of sight is obtained on the assumption that it can be confirmed. As a result, the angle width of the horizontal angle of the line of sight necessary for confirming the minimum range is first obtained from the position of the driver D in the host vehicle C in the directions of the left and right ends of the minimum range, and then those angles. It is calculated by subtracting the field of view from

  The angles in the direction of the left and right ends of the minimum range from the position of the eyes of the driver D in the host vehicle C vary depending on the distance between the host vehicle C position and the intersection. More specifically, the longer the distance, the smaller the absolute value of the angle. Therefore, in the present embodiment, the angle corresponding to the left and right ends of the minimum range is the angle when the host vehicle C is farthest from the approach position of the intersection, that is, the angle having the smallest absolute value.

  Therefore, next, the position of the host vehicle C that is farthest from the approach position of the intersection for determining the angles in the directions of the left and right ends of the minimum range is defined. This position is a position farthest from the approach position of the crossing road among the positions where the safety confirmation ends. When expressing the distance L * from the approach position of the intersection to the farthest vehicle C position, L * = max (V) × Te [m]. Here, V [m / s] is the speed of the host vehicle C. L * is the time Te [s] until the host vehicle C enters the intersection after confirming safety in order to match the assumption when the predetermined distance A [m] in the left direction on the intersection and the right direction on the intersection is obtained. ] Is determined from the conditions where the minimum value is 0.5 [s].

  Assuming that the maximum speed that the host vehicle C can assume is 30 [km / h] under this condition, 4.2 m is the farthest position from the approach position of the intersection. Then, when the host vehicle C is farthest from the approach position of the intersection, the angles in the directions of the left and right ends of the minimum range to be confirmed from the position of the eyes of the driver D are about −61 [deg] and +61 [deg]. ].

  Here, the right orthogonal direction of the driver D is +90 [deg], the left orthogonal direction of the driver D is −90 [deg], and the front direction of the driver D is 0 [deg]. The distance from the vehicle C position, that is, the front end of the vehicle to the eye position of the driver D is 2 m. Next, assuming that the visual field in the horizontal direction is 35 [deg], in other words, ± 17.5 [deg] around the horizontal angle of the line of sight can be confirmed, the line of sight necessary for confirming the minimum range is as follows. The angular width of the horizontal angle is ± 43.5 [deg]. Note 2 is a drawing including an angular width of the horizontal angle of the required line of sight in top view of the intersection. Incidentally, the angle width of the horizontal angle of the line of sight necessary for confirming the minimum range is θ * = atan {(A * + W / 2) / (L * + W / 2 + E)} − φ / 2 [deg]. In other words, it is expressed as ± θ * [deg]. Here, W [m] is the length of one side of the intersection, E [m] is the distance from the front end of the vehicle to the eyes of the driver D, and φ [deg] is the horizontal visual field.

  Next, the necessary conditions for performing safety confirmation in the safe driving diagnosis ECU 10 of the present embodiment will be described. This is a time requirement that is considered a safety check. Specifically, the safety confirmation is a condition that the action is performed for 5 [s] (corresponding to the past predetermined time in the present invention) before the time point when the host vehicle C enters longer than a predetermined distance from the approach position of the intersection. . That is, the sampling range is between 5 [s] immediately before the time point when the host vehicle C enters longer than a predetermined distance from the approach position of the intersection.

  The reason that the time when the host vehicle C has entered from the intersection entry position longer than a predetermined distance is the final time point is that the time when the driver D has reached a point where the view is not obstructed is the final time point. is there.

  The reason for setting 5 [s] is as follows. First, as will be described later, the change frequency of the horizontal angle of the line of sight when the driver confirms left and right is between 0.2 Hz and 1.5 Hz in terms of ergonomics, and left and right confirmation is determined based on the power in this frequency range. Since the range is defined in this way, we want to calculate the power at the frequencies at these two ends. Also, when calculating the power from the horizontal angle of the line of sight sampled at a predetermined period, the frequency of the power is calculated is a discrete value. Therefore, even if the power can be calculated at 0.2 Hz depending on the sampling period and sampling time, it may not be possible to calculate at 1.5 Hz. Furthermore, in actual left-right confirmation, the frequency of the line-of-sight horizontal angle is usually between 0.2 Hz and 0.6 Hz, and rarely exceeds 1.5 Hz. Therefore, the power near 0.2 Hz is larger than the power near 1.5 Hz. This is to surely calculate the power at 0.2 Hz of the two ends.

  By the way, the range in which the host vehicle C is located for 5 seconds before the time point when the host vehicle C enters longer than a predetermined distance from the approach position of the nearest intersection is maximum when the host vehicle C continues to travel at the maximum speed that can be assumed. It becomes the minimum when the own vehicle C stops near the approach position of the intersection. When the maximum speed that the host vehicle C can assume is about 30 [km / h], the range in which the host vehicle C is located is about 50 [m] (see FIG. 4). Further, if the host vehicle C starts after stopping for about 5 [s] at the approach position of the intersection and is located at a predetermined distance from the approach position of the intersection after about 1 [s] after the start, The range in which the host vehicle C is located is 2 [m] equal to the predetermined distance.

  Next, the changing speed of the horizontal angle of the line of sight during safety confirmation will be described. The safe driving diagnosis ECU 10 according to the present embodiment employs the numerical values described on pages 84 to 85 of Yokomizo et al., “Ergonomics for Engineers (Japan Publishing Service Company)”, which is a textbook on ergonomics. The time for recognizing one place is assumed to be 145 [ms] to 1070 [ms]. Here, the time to recognize is the sum of each time of eye movement, stay to the object, focusing, characteristic capture, sensory memory, and recognition. In the present embodiment, as described above, the angles in the directions of the left and right ends of the minimum range to be confirmed for safety are approximately −61 [deg] and +61 [deg]. The horizontal visual field is assumed to be 35 [deg]. Further, the horizontal angle of the line of sight at the start of safety confirmation and at the end of safety confirmation is set to the front direction of the driver D, in other words, the horizontal angle is 0 [deg].

  Under these assumptions, in order to recognize the minimum range that should be confirmed for safety, at least four stop points 1 to 4 shown in FIG. The time for recognizing four locations is 580 [ms] to 4280 [ms], which is four times the time for recognizing one location. If 70 [ms] to 700 [ms], which is the time for returning the eyeball to the time when the four places are recognized, is added, the time for recognizing the four places in the minimum range to be confirmed safety is 650 [ms] to 4980 [ ms].

  That is, the time required for the horizontal angle of the line of sight to change from front → left direction → right direction → front or front → right direction → left direction → front is 650 [ms] to 4980 [ms]. Since this change is a change in one cycle, the time required for the change in one cycle is 650 [ms] to 4980 [ms]. In other words, the frequency of the change in the horizontal angle of the line of sight when recognizing four places for safety confirmation is 0.2 [Hz] to 1.5 [Hz].

  From the above, the confirmation width is equal to or greater than ± 43.5 [deg] as the horizontal angle angle of the line of sight, and the frequency of change of the visual line horizontal angle is 0. 5 as a condition corresponding to the confirmation time (confirmation frequency). Each of 2 [Hz] to 1.5 [Hz] is a necessary condition for safety confirmation. That is, the frequency range of the change in the horizontal angle required for safety confirmation is 0.2 [Hz] to 1.5 [Hz].

  The safe driving diagnosis ECU 10 according to the present embodiment focuses on the angle width of the horizontal angle of the line of sight and the frequency of change of the horizontal angle (confirmation frequency), and determines safety confirmation based on the power spectrum of the horizontal angle of the line of sight. is there. In general, in a signal sampled in a certain time interval, the magnitude of the amplitude of the predetermined frequency appears in the magnitude of the power at the predetermined frequency of the power spectrum of the signal. Further, the number of repetitions of the predetermined frequency also appears in the power level. On the contrary, in the power spectrum, the larger the power value of the predetermined frequency, the larger the amplitude of the predetermined frequency of the signal, or the greater the number of repetitions of the signal at the predetermined frequency.

  Therefore, the power in the range of 0.2 [Hz] to 1.5 [Hz] increases as the absolute value of the horizontal line-of-sight angle at the time of safety confirmation approaches from 0 [deg] to 90 [deg]. Moreover, the power in the range of 0.2 [Hz] to 1.5 [Hz] increases as the number of safety checks increases.

  Therefore, the safe driving diagnosis ECU 10 in the present embodiment has a horizontal angle of 5 [s] (corresponding to the past predetermined time in the present invention) before the time point when the host vehicle C enters longer than a predetermined distance from the approach position of the intersection. Is sampled. If the sum of the maximum values of power between 0.2 [Hz] and 1.5 [Hz] of the horizontal angle of the line of sight is equal to or greater than a predetermined value, the absolute value of the line of sight horizontal angle is sufficient for safety or safety confirmation. The number of times is considered to be sufficient for safety, and it is determined that the driver has confirmed safety. On the other hand, if not, it is determined that safety confirmation by the driver has not been made. In the present embodiment, the determination value is about 12000.

  This judgment value (12000) is the maximum value of the power between 0.2 Hz and 1.5 Hz in the minimum necessary safety check so as to reduce the possibility of erroneous determination that it is not a safety check despite the safety check. Summed. Specifically, it is assumed that the change in the gaze horizontal angle for one cycle at an angular width of about 43.5 [deg] and a frequency of about 0.6 Hz, that is, a cycle of about 1.7 [s] is the minimum necessary safety check. To do. Here, the angular width ± about 43.5 [deg] is an angle necessary for keeping in view the other vehicle passing through the intersection. The period of about 1.7 [s] is the shortest line-of-sight horizontal angle change period assumed in the actual safety confirmation of the driver.

  Here, based on FIG. 5, the safety confirmation determination processing operation of the safe driving diagnosis ECU 10 in the present embodiment will be described. The processing operation shown in the flowchart of FIG. 5 starts when, for example, power is supplied to the safe driving diagnosis ECU 10 and is repeatedly executed at predetermined time intervals.

  In step S10, the safe driving diagnosis ECU 10 detects the approach position (intersection entrance) of the nearest intersection based on the signal from the navigation system 20. In step S <b> 11, the safe driving diagnosis ECU 10 determines whether there is no traffic light at the nearest intersection based on the signal from the navigation system 20. If it is determined that there is no traffic signal, the process proceeds to step S12. If it is determined that there is a traffic signal, it is determined that it is not necessary to determine whether or not safety confirmation by the driver has been performed, and the process proceeds to step S23.

  In step S <b> 12, the distance determination unit 11 determines whether or not the host vehicle C is at a position within 48 [m] from the closest intersection approach position based on the signal from the navigation system 20. If it is determined that the position is within 48 [m], the process proceeds to step S13. If it is determined that the position is not within 48 [m], the process proceeds to step S23. As described above, this is for determining whether or not it is a time (period) that the driver regards as a range in which the safety confirmation operation is to be performed, that is, whether or not to start acquiring the horizontal angle signal of the line of sight. .

  In step S13, the distance determination unit 11 acquires the horizontal angle signal output from the line-of-sight sensor 30, and temporarily stores it in the buffer 16a. Specifically, the distance determination unit 11 turns on the switch 17a when the host vehicle C is in the range of 48 [m] from the approach position of the nearest intersection, thereby outputting the horizontal angle signal output from the line-of-sight sensor 30. Is temporarily stored in the buffer 16a.

  In step S14, the distance determination unit 11 turns on the switch 17a to simultaneously output the horizontal angle signal and the sensor data output from the vehicle speed sensor 40, the accelerator pedal opening sensor 50, and the stop lamp switch 60 (in-vehicle sensor group). Is sampled (acquisition, sensor data sampling means), and the vehicle front image data output from the drive recorder 70 is sampled (acquisition, image data sampling means) and stored in the buffer 16b.

  In step S15, the approach distance determination unit 12 determines whether or not the own vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection based on the signal from the navigation system 20 (entered more than a predetermined distance). Determine (entrance determination means). If it is determined that the vehicle has entered longer than 2 [m], the process proceeds to step S16. If it is determined that the vehicle has not entered longer than 2 [m], the process is terminated. The approach distance determination unit 12 turns on the switch 17b when it is determined that the host vehicle C has entered 2 [m] from the approach position of the nearest intersection.

  When the approach distance determination unit 12 determines that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection (YES in step S15), in step S16, the sampling unit 13a immediately before the entry determination The horizontal angle signal between 5 [s] is sampled. That is, the horizontal angle signal for 5 [s] immediately before it is determined that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection is sampled. Therefore, the sampling unit 13a samples the horizontal angle signal acquired and temporarily stored in the buffer 16a in the past (between 5 [s] before the time when the vehicle entered longer than a predetermined distance from the approach position of the intersection). To do.

  In step S17, the processing unit 13b determines whether or not to process the horizontal angle signal. If it is determined that the processing is to be performed, the process proceeds to step S18. If it is determined that the processing is not to be performed, step S19. Proceed to At this time, the processing unit 13b uses the horizontal angle signal temporarily stored in the buffer 16a, and immediately before it is determined that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection. [S] The absolute value of the average of the horizontal angles before and after is calculated. If the absolute value is equal to or greater than a predetermined value (eg, 17.5 [deg]), it is determined that the user is not facing the front at the time of starting the safety check, and is not greater than the predetermined value. Is judged not to be processed at the start of safety confirmation, assuming that the user is facing the front.

In step S18, the processing unit 13b processes the horizontal angle signal sampled by the sampling unit 13a. Specifically, as shown in FIG. 6 (b), the processing unit 13b is 5 [s] before immediately before it is determined that the host vehicle C has entered longer than 2 [m] from the approach position of the nearest intersection. The horizontal angle is set to 0, and processing is performed so that the horizontal angle after 0.7 [s] of 5 [s] becomes the horizontal angle sampled by the sampling unit 13a (processing means). In other words, the horizontal angle at the sampling start time is set to 0, and the visual line horizontal angle until 0.7 [s] has elapsed from the sampling start time is the actual visual line at the time when 0.7 [s] has elapsed from 0. Gradually approach the horizontal angle of. The part of the alternate long and short dash line in FIG. 6B is the processed part (horizontal angle).
That is, the waveform is a value obtained by multiplying the waveform of the first 0 second to 0.7 second of the sine function of the initial phase 0 [deg] and the angular frequency 360 / 2.8 [deg / s] by A times. Here, A is the horizontal line of sight [deg] sampled 4.3 seconds before the time of entering the intersection. The horizontal angle (horizontal angle signal) of the line of sight after processing in this way is also referred to as the line-of-sight horizontal angle after processing according to other vehicle viewing. As a result, the horizontal angle between 5 [s] and 0.7 [s] is processed so as to be a quarter cycle of the sine wave. By doing in this way, if the safety confirmation has been made, at least one portion where the horizontal angle changes by one period within that time is included.

  In step S19, the power spectrum calculation unit 13c calculates the power spectrum of the horizontal angle processed by the processing unit 13b or the horizontal angle not processed by the processing unit 13b (the horizontal angle output from the sampling unit 13a). (Power spectrum calculation means) For example, the horizontal angle signal acquired from the line-of-sight sensor 30 is subjected to Fourier transform, and the power spectrum is calculated by squaring the magnitude component of each frequency with respect to the result of the Fourier transform.

  In step S20, the frequency extraction unit 13d extracts, from the calculation result of the power spectrum calculation unit 13c, the frequency at which the power becomes maximum between the horizontal angle change frequencies of 0.2 [Hz] to 1.5 [Hz]. . Then, the sum calculation unit 13e calculates the sum of the local maximum values of the power at the frequency extracted by the frequency extraction unit 13d.

  In step S21, the comparison unit 13f compares the sum (maximum value sum) calculated by the sum calculation unit 13e with a determination value (here, 12000), and determines whether or not the sum of the maximum values is 12000 or more. (Safety confirmation determination means). If it is determined that the sum of the maximum values is 12000 or more, it is considered that the driver has confirmed safety, and the process proceeds to step S23. If it is determined that the sum of the maximum values is not 12000 or more, the driver has confirmed safety. It is considered that there is not, and it progresses to step S22.

  FIG. 7A shows the distance [m] between the own vehicle position and the approach position of the intersection when the driver confirms safety without passing other vehicles on the intersection (that is, without viewing other vehicles). It is a graph which shows the relationship between time and [s]. FIG. 7B is a graph showing the relationship between the horizontal angle [deg] of the line of sight corresponding to FIG. 7A and the time [s] (no processing). FIG. 8A is a graph in which FIG. 7B is partially enlarged. FIG. 8B is a graph showing the relationship between the power spectrum and the frequency [Hz] at this time. At this time, the horizontal angle of the line of sight between 2.1 [s] before 6.4 [s] and 4.3 [s] before the vehicle entered longer than 2 m from the approach position of the nearest intersection. The average value is ± 15.9 [deg]. In this case, the sum of the local maximum values of power between 0.2 [Hz] and 1.5 [Hz] is 100430. Therefore, also from this example, when it is determined that the sum of the maximum values is 12000 or more, it can be considered that safety confirmation by the driver has been made.

  In this way, when the sum of the maximum values of power in the frequency range of the horizontal angle change necessary for safety confirmation is greater than or equal to a predetermined value, the confirmation time (confirmation frequency) and confirmation width, which are necessary conditions for safety confirmation, are set. It can be regarded as satisfying. That is, when the confirmation width and the confirmation time (confirmation frequency) satisfy the necessary conditions, it is determined that the safety confirmation by the driver D has been made. Therefore, the safe driving diagnosis ECU 10 according to the present embodiment has a high degree of reliability in determining whether or not the safety check has been performed, and erroneously determines that the safety check has been performed even though the safety check has not been performed at the intersection. Can be reduced.

  Next, FIG. 9A shows a case where another vehicle is passing on the intersection and the other vehicle is visible, and the distance between the own vehicle position and the approach position of the intersection when the driver confirms safety [ It is a graph which shows the relationship between m] and time [s]. FIG. 9B shows the relationship between the horizontal angle [deg] of the line of sight corresponding to FIG. 9A and the time [s], and is a graph in the case of no horizontal angle processing. FIG. 10A is a partially enlarged graph of FIG. 9B. FIG. 10B is a graph showing the relationship between the power spectrum and the frequency [Hz] at this time. At this time, the horizontal angle of the line of sight between 2.1 [s] before 6.4 [s] and 4.3 [s] before the vehicle entered longer than 2 m from the approach position of the nearest intersection. The average value is ± 51.5 [deg]. In this case, the sum of the local maximum values of power between 0.2 [Hz] and 1.5 [Hz] is 7109. As can be seen from this example, when the driver first visually recognizes another vehicle passing through the intersection, it is determined that the driver has confirmed safety but the safety has not been confirmed.

  Next, FIG. 11 shows the relationship between the horizontal angle [deg] of the line of sight corresponding to FIG. 9A and the time [s], and is a graph in the case of processing the horizontal angle. FIG. 12A is a graph in which FIG. 11 is partially enlarged. That is, the horizontal angle in FIG. 9B is processed as described above. The enclosed part in FIG. 11 is the processed part. FIG. 12B is a graph showing the relationship between the power spectrum and the frequency [Hz] at this time. In this case, the sum of the local maximum values of power between 0.2 [Hz] and 1.5 [Hz] is 144630.

  If the safety check is performed in this way, the power spectrum of the horizontal angle of the processed line of sight is calculated, and the power has a maximum value in a predetermined frequency range that can be assumed in the safety check, and the sum of the maximum values is equal to or greater than the predetermined value. Become. Therefore, it can be determined that safety has been confirmed. On the other hand, if there is no maximum power value in the predetermined frequency range that can be assumed in the safety check, or if the maximum value is less than the predetermined value, it is determined that the safety check has not been made. When it is determined that safety has not been confirmed, the processed gaze horizontal angle is greater than or equal to a predetermined value, but the right gaze horizontal angle is less than the predetermined angle, or the right gaze The horizontal angle is greater than or equal to a predetermined value, but the gaze horizontal angle in the left direction is less than the predetermined angle.

  Therefore, by processing the horizontal angle of the line of sight as described above, when a driver first visually recognizes another vehicle passing through an intersection, it is erroneously determined that the driver has confirmed safety but has not yet confirmed safety. It can be seen that this can be reduced.

  In step S22, the comparison unit 13f turns on the switch 17c to store the data (horizontal angle signal, sensor data, vehicle front image data) stored (temporarily stored) in the buffers 16a and 16b in the storage medium 14. Store (data storage means). In step S23, when the data (horizontal angle signal, sensor data, vehicle front image data) stored (temporarily stored) in the buffers 16a and 16b is stored in the storage medium 14, the buffers 16a and 16b are cleared.

  As described above, when it is determined that the safety check is not performed, the horizontal angle signal, the sensor data, and the vehicle front image data are stored in the storage medium 14 although the safety check is performed at the intersection where there is no signal. This is because the actual line-of-sight behavior that is not present is provided to the driver D together with information on the traffic environment, vehicle behavior, and operation in which it occurred. In addition, it can be considered that a gaze behavior that has not been confirmed to be safe at an intersection where there is no signal is a wrong belief or driving habit. Therefore, in other words, it is to provide the driver D with information for correcting the wrong assumption of the driver D and the driving habit of the driver D. Further, by storing the horizontal angle signal, the sensor data, and the vehicle front image data in the storage medium 14, it is possible to provide the driver D with information for correcting the wrong assumption of the driver D and the driver's driving habit. Therefore, it is preferable.

  That is, the safe driving diagnosis ECU 10 in the present embodiment provides the driver D with the actual line-of-sight behavior that cannot be said to have been confirmed in this way, along with information on the traffic environment / vehicle behavior / operation in which it occurred. Therefore, one of the purposes is to correct the belief in driving and driving.

  The information to be provided preferably reproduces the actual operation as much as possible. Further, the actual driving can be regarded as a driving environment change with the passage of time and repeated operations corresponding to the change. Therefore, specifically, an image in which the horizontal angle signal and the sensor data are superimposed on the vehicle front image (the image displayed by the vehicle front image data) when the host vehicle C is traveling in the confirmation section is provided. To do.

  That is, the safe driving diagnosis ECU 10 in the present embodiment executes a driving diagnosis image display process. First, based on a signal from the navigation system 20, the safe driving diagnosis ECU 10 determines whether or not the own vehicle C is positioned (stopped) at a parking lot at home, a parking lot at work, or the like (stop determination means).

  Next, when it is determined that the host vehicle C is positioned (stopped) at a parking lot at home, a parking lot at work, etc., the safe driving diagnosis ECU 10 turns on the switch 17d and stores the driving diagnosis image stored in the storage medium 14 Is output to the image generation unit 15 (vehicle forward image data, horizontal angle signal, and sensor data). When it is determined that the vehicle is not in a position (stopped), this determination is repeated. In addition, you may employ | adopt the time when the own vehicle C parked in parking lots other than a home parking lot or a workplace parking lot.

  The image generation unit 15 generates a driving diagnosis image that can be displayed on the display 80 from the horizontal angle signal, the vehicle front image data, and the sensor data, and displays the generated driving diagnosis image on the display 80 (display unit). For example, an image obtained by superimposing the horizontal angle signal and sensor data stored in the storage medium 14 on the vehicle front image indicated by the vehicle front image data stored in the storage medium 14 may be used as the driving diagnosis image. it can.

  In this way, it is preferable to display an image (driving diagnosis image) in which the horizontal angle signal and sensor data are superimposed on the vehicle front image on the display 80, since a situation close to actual driving can be reproduced. In addition, when the host vehicle C is stopped at a parking lot at home or a parking lot at work, the driver D often has a psychological margin. Therefore, as described above, by providing a driving diagnosis image when the host vehicle C is located (parked) at a parking lot at home or a parking lot at work, for a driver who has a psychological margin This is preferable because a driving diagnosis image can be provided. Thus, it is different when it is determined that the safety check has not been made and when the driving diagnosis image is provided.

  The safe driving diagnosis ECU 10 displays a driving diagnosis image on the storage medium 14 while the switch 17d is turned on after it is determined that the host vehicle C is positioned (stopped) at a parking lot at home or a parking lot at work. It may be determined whether or not data (vehicle forward image data, horizontal angle signal, and sensor data) is present (stored). Then, when it is determined that the switch exists, the switch 17d is turned on.

  In addition, the safe driving diagnosis ECU 10 intends to make a driving diagnosis by the driver D while the switch 17d is turned on after it is determined that the own vehicle C is positioned (stopped) at a parking lot at home or a parking lot at work. It may be determined whether or not. That is, the safe driving diagnosis ECU 10 determines whether or not an instruction to display a driving diagnosis image has been given based on a signal from an instruction device such as a remote controller or a touch panel (not shown) (instruction determination unit). When a signal indicating a display instruction from the instruction device is input, it is assumed that there is an intention to make a driving diagnosis, and the switch 17d is turned on. If a signal indicating a display instruction from an instruction device (not shown) is not input, it is assumed that there is no intention to make a driving diagnosis, and the process returns to determining whether or not the host vehicle C has stopped.

  However, providing the driving diagnosis image is not limited to the case where the host vehicle C is located (stopped) at a parking lot at home or a parking lot at work. The safe driving diagnosis ECU 10 (image generation unit 15) receives a signal indicating a display instruction from the instruction device even if the host vehicle C is not positioned (stopped) at a parking lot at home or a parking lot at work. In this case, a driving diagnosis image may be generated, and the generated driving diagnosis image may be displayed on the display 80 (display means).

  Further, in the present embodiment, as the information to be provided to the driver D, an image (driving diagnosis image) in which the horizontal angle signal and the sensor data are superimposed on the vehicle front image is adopted, but the present invention is limited to this. It is not a thing. For example, as a simpler form, it is possible to employ a voice message notifying that the safety has not been confirmed when passing the intersection. When a voice message is adopted as information to be provided to the driver D, it is possible to reduce a psychological load compared to making an image visible. Therefore, even if the voice message is provided during driving, there is little adverse effect on the driver D. In other words, for example, when the voice message is provided, for example, immediately after it has been determined that it is not a safety check, or when it is located several tens [m] before an intersection with no signal that is determined not to be a safety check. Can do.

  As described above, the safe driving diagnosis ECU 10 of the present embodiment has high reliability in determining whether or not safety confirmation has been made. Therefore, displaying the driving diagnosis image on the display 80 in this manner is preferable because the driver D can obtain a highly reliable diagnosis result (driving diagnosis image).

  DESCRIPTION OF SYMBOLS 10 Safe driving diagnosis ECU (Safe driving diagnosis apparatus), 11 Distance determination part, 12 Approach distance determination part, 13 Safety confirmation determination part, 13a Sampling part, 13b Processing part, 13c Power spectrum calculation part, 13d Frequency extraction part, 13e Sum Calculation unit, 13f comparison unit, 14 storage medium, 15 image generation unit, 16a, 16b buffer, 17a-17d switch, 20 navigation system, 30 gaze sensor, 40 vehicle speed sensor, 50 accelerator pedal opening sensor, 60 stop lamp switch, 70 drive recorder, 80 display

Claims (6)

A safe driving diagnosis device for determining whether or not safety confirmation has been made by a driver of the vehicle when the vehicle enters an intersection,
Own vehicle position acquisition means for acquiring the current position of the vehicle;
An approach position acquisition means for acquiring an approach position of an intersection without a recent signal;
Horizontal angle acquisition means for acquiring the horizontal angle of the line of sight of the driver detected in an orthogonal coordinate system with the fixed point near the driver's seat of the vehicle as the origin;
Sampling means for sampling the horizontal angle over the past predetermined time from the time when the vehicle entered longer than a predetermined distance from the entry position acquired by the entry position acquisition means;
When the average absolute value of the horizontal angle before and after the past predetermined time is greater than or equal to a predetermined value, the horizontal angle before the past predetermined time is set to 0, and the horizontal angle after the predetermined period of the past predetermined time is the sampling means. Processing means for processing the horizontal angle sampled by the sampling means so that the horizontal angle sampled at
When the absolute value is greater than or equal to a predetermined value, the power spectrum is calculated from the horizontal angle processed by the processing means. When the absolute value is not equal to or greater than the predetermined value, the power is calculated from the horizontal angle sampled by the sampling means. A power spectrum calculation means for calculating a spectrum;
In the power spectrum calculated by the power spectrum calculation means, if the sum of the maximum values of the power in the frequency range of the change in the horizontal angle necessary for safety confirmation does not reach the predetermined value, the safety confirmation by the driver is not made. And a safety confirmation determination means for determining that the safety confirmation by the driver has been made if it is equal to or greater than a predetermined value;
A safe driving diagnosis device comprising:   The safe driving diagnosis apparatus according to claim 1, wherein the sampling means samples the horizontal angle over the past 5 seconds.   The safe driving diagnosis apparatus according to claim 1, wherein the processing unit processes a horizontal angle of 0.7 seconds from the previous predetermined time. Image data sampling means for sampling vehicle forward image data from a drive recorder including a vehicle forward direction photographing camera;
Sensor data sampling means for sampling sensor data from a vehicle-mounted sensor group including a vehicle speed sensor, an accelerator pedal opening sensor, and a stop lamp switch;
Temporary storage means for temporarily storing the horizontal angle acquired by the horizontal angle acquisition means, the vehicle forward image data sampled by the image data sampling means, and the sensor data sampled by the sensor data sampling means When,
When it is determined that the safety confirmation is not confirmed by the safety confirmation determination means, the horizontal angle, the vehicle front image data, and the sensor data temporarily stored in the temporary storage means are stored in a data storage medium. Data storage means;
The safe driving diagnosis apparatus according to any one of claims 1 to 3, further comprising:   An instruction determination unit that determines whether or not an image display instruction has been issued, and the vehicle front image stored in the data storage medium on condition that the instruction determination unit determines that an image display instruction has been issued. 5. The display device according to claim 4, further comprising: a display unit configured to display, on a display device, an image obtained by superimposing the horizontal angle and the sensor data stored in the data storage medium on a vehicle front image indicated by data. Safe driving diagnostic device.   Stop determination means for determining whether or not the vehicle has stopped at a parking lot is provided, and the display means is configured to determine that an instruction to display an image has been given by the instruction determination means. The safe driving diagnosis apparatus according to claim 5, wherein the image is displayed on a display device on a condition that the vehicle is determined to have stopped at a parking lot.

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