JP2011185948A - Misoperation preventing device of on-vehicle equipment, and method of the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a technology capable of appropriately preventing misoperation to an input section for operating on-vehicle equipment. <P>SOLUTION: An operation to the input section disposed in the vehicle is detected; image information is acquired by photographing the driver; and, when the operation to the input section is detected, it is determined whether the driver visually recognizes the input section based on the image information. When the driver does not visually recognize the input section, the dead time after the operation to the input section is detected until the operation is received is made longer than that when the driver visually recognizes it. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an erroneous operation prevention device and an erroneous operation prevention method for in-vehicle devices.

2. Description of the Related Art Conventionally, a configuration using a touch panel display as an input device for inputting an operation on a vehicle-mounted device such as a navigation device is known. Patent Document 1 describes a technique for preventing an erroneous operation in a configuration in which various information items configured in a hierarchy are displayed on a touch panel display. Specifically, a configuration is disclosed in which a touch operation is continued for a certain time or a touch operation is continuously performed within a certain time.
Also known in the art is a configuration in which the steering operation unit is provided with switches such as volume and channel change to reduce the amount of movement of the driver's hand that operates the steering operation unit and to make these switches easier to operate. Yes.

Japanese Patent Laid-Open No. 2002-5679

When a switch is provided in the steering operation part, the amount of movement of the driver's hand can be reduced, so the driver is easy to operate the switch, but conversely when steering operation or ringing the horn, If the driver's hand or cuff touches, the switch may be accidentally pushed. By the way, in the operation of sounding the horn and the steering operation, the time from the start of the operation to the end of the operation is not particularly determined, and the operation is continued for an arbitrary time according to the situation. For this reason, in the configuration in which the operation is simply received by pressing for a long time for a certain time or twice for a certain time as in the prior art, a situation where an erroneous operation cannot be prevented may occur. For example, in a situation where a driver's unintentional pressing operation can continue for a predetermined time or longer for a long press, when the predetermined time has elapsed, an unintended pressing operation is accepted. On the other hand, when the driver intentionally presses the switch, it is inconvenient for the driver not to accept the operation unless the button is pressed for a certain period of time or pressed twice within a certain period of time. If the response is slow when the switch is intentionally pressed, the driver feels stressed.
This invention is made | formed in view of the said subject, and it aims at providing the technique which can prevent appropriately the misoperation with respect to the input part for operating vehicle equipment.

  In order to achieve the above object, in the present invention, when an operation is performed on a driving operation unit, an operation on an input unit provided within a range in which a driver's hand performing the operation operates is detected, Information for specifying the operation state of the driving unit is acquired, whether or not the driver operates the driving operation unit is determined based on the information, and the driving operation unit is operated. When it is, a configuration is adopted in which the dead time from when an operation on the input unit is detected to when the operation is received is longer than when the operation is not performed. According to this configuration, even when the driver's hand or cuff accidentally touches the input unit while operating the driving operation unit, it is possible to make it difficult to accept the operation. It is possible to prevent erroneous operation on the device.

  Here, the driving operation unit is a device operated when driving the vehicle, and refers to, for example, a steering operation unit or a shift position operation unit. The operation on the driving operation unit includes a steering operation, a horn pushing operation, a shift operation, and the like. The input unit is, for example, a touch panel display or a virtual keyboard. It may be a mechanical switch. The operation detection unit detects an operation on these input units. Operations on the input section include cruise control function on / off, lane keep function on / off, volume adjustment, telephone / navigation device operation, air conditioning adjustment, gear shift command, two-wheel drive and four-wheel drive. It is possible to assume switching, engine characteristic change, parking assist function on / off, and the like.

  The range of movement of the driver's hand when performing operations on the driver's operating unit refers to the range of fingers, palms, back of hands, forearms and elbows, clothing sleeves and upper The range where the hem of the clothes can reach. For example, in the case of an operation on the steering operation unit, it is possible to assume the front surface, side surface, back surface, and the like of the steering pad. In the case of an operation on the shift position operation unit, a position where the hand can be contacted without largely moving the position from the shift position operation unit, for example, a console near the base of the shift position operation unit may be used. It may be provided between the shift position operation unit and the armrest, or at the center of the instrument panel near the height of the grip of the shift position operation unit. The shift position operation unit may be a floor shift, an instrument panel shift, or a column shift.

  In the operation state determination means, for example, the operation state of the driving operation unit can be determined from information acquired from a steering angle sensor, a horn operation unit, a shift position sensor, or the like. You may employ | adopt the structure which determines whether the driver is operating the driving operation part with the image which image | photographed the driver.

In the operation accepting means, it is difficult to accept an operation on the input unit when the driving operation unit is operated by lengthening the dead time after the operation on the input unit is detected until the operation is accepted. If the dead time is lengthened, the operation cannot be accepted unless the operation is continued until the dead time elapses after the operation on the input unit is started .

  Further, in order to achieve the above object, when an operation on the driving operation unit is performed, an operation on the input unit provided within a range in which the driver's hand performing the operation operates is detected, and information on the course of the own vehicle And predicting that the driver will perform an operation on the driving operation unit based on the information, and predicting that an operation on the driving operation unit will be performed than when not predicting, You may employ | adopt the structure which lengthens the dead time after the operation with respect to an input part is detected until it receives the said operation. According to this configuration, it is possible to predict that the driver operates the driving operation unit, and to make it difficult to accept an operation on the input unit when the driving operation unit is operated, and to prevent an erroneous operation on the in-vehicle device. it can.

  The information related to the course of the host vehicle acquired by the operation prediction unit may be acquired from, for example, a navigation device, or may be information obtained as a result of analyzing an image of the traveling direction of the vehicle photographed by the in-vehicle camera. In addition, for example, information obtained by road-to-vehicle communication or vehicle-to-vehicle communication may be used. Further, the operation information of the direction indicator may be acquired, and the operation prediction of the operation with respect to the driving operation unit may be performed from this information. In addition, the information regarding the course of the host vehicle includes, for example, information indicating the road shape (curvature and length of a curve) of the road in the traveling direction of the host vehicle, information indicating a horn section, and a change in road gradient. And information indicating that the vehicle is a road adjacent to a parking lot or parking space where the host vehicle is to be parked. It can be predicted that a steering operation is performed on a curve, a horn operation is performed on a horn, a shift operation is performed at a road gradient change point, and a steering operation or a shift operation is performed near a parking space. For example, when acquiring information indicating that a curve with a constant curvature continues for a long distance or a section such as a zigzag fold continues for a long distance, predict the time for which the operation on the driving operation unit is continued from the current vehicle speed, The dead time may be set based on the time. Further, the steering angle at the time of traveling along the curve is predicted based on the curvature of the curve, and when the steering angle is equal to or greater than a predetermined angle, the dead time may be set longer than when the angle is less than the predetermined angle. . Also, based on the curvature of the curve and the current vehicle speed, the angular speed of the steering operation performed when traveling on the curve is predicted, and when the angular speed is greater than or equal to a predetermined speed, it is less sensitive than when it is less than the predetermined speed. You may make it lengthen time.

  Further, in order to achieve the above object, an operation on the input unit provided in the vehicle is detected, image information obtained by photographing the driver is acquired, and the driver is detected when an operation on the input unit is detected. Whether or not the input unit is visually recognized is determined based on the image information, and when the driver does not visually recognize the input unit, an operation on the input unit is detected rather than when the driver visually recognizes the input unit. A configuration may be employed in which the dead time from when the operation is received until the operation is received is increased. If the driver is viewing the input unit when operating the input unit, it is possible that the driver is operating the input unit intentionally. By lengthening the dead time, it is possible to prevent an erroneous operation in such a situation.

  In the driver behavior determination means, image information obtained by photographing the driver is acquired to determine whether the driver's line of sight faces the input unit. For example, the position of the eyeball in each frame is specified by pattern matching, and the direction of the line of sight is determined by tracking the movement of the eyeball. Alternatively, it is possible to detect face parts such as the driver's eyes and nose by pattern matching, specify the driver's face direction by changing their position, and determine whether the driver is viewing the input unit. Good. In this configuration, the input unit is not limited to be provided within a range in which a driver's hand performing the operation operates when performing an operation on the driving operation unit. As long as it is provided within the range where it can be operated.

  Further, in the above configuration, when an operation on the input unit is accepted, a notifying unit for notifying that the operation has been accepted may be provided. In a configuration in which the dead time is variably set according to the situation, by providing such a notification means, the driver can determine whether the operation intentionally performed by the driver has been accepted or not yet accepted. Can be recognized. In addition, when the driver operates the input unit unintentionally and an unintended operation is accepted, the driver can recognize that he / she has erroneously operated the input unit. As a result, it is possible to prevent an erroneously operated state from being left unattended by the driver.

  The notification means only needs to be able to notify the driver that an operation on the input unit has been accepted. The mode may be visual, but it is desirable that the driver does not have to keep gazing at the input unit, so a configuration in which the driver recognizes it by touch or hearing is desirable. For example, it is possible to adopt a configuration in which the input unit is vibrated, a force that pushes back the input unit is applied, or a sound such as a notification sound or “operation accepted” is generated.

  As in the present invention, when the operation on the driving operation unit is performed, the dead time until the operation is accepted after the operation on the input unit is detected is longer than when the operation is not performed. The technique can also be applied as a program or method for performing this process. In addition, when it is predicted that an operation on the driving operation unit will be performed based on information related to the route of the host vehicle, a dead time from when an operation on the input unit is detected to when the operation is received is more than when it is not predicted. The method of lengthening the length of time can also be applied as a program or method for performing this process. In addition, when the driver is not visually recognizing the input unit based on image information obtained by photographing the driver, the dead time from when an operation on the input unit is detected to when the operation is received is greater than when the driver is viewing. The method of lengthening the length of time can also be applied as a program or method for performing this process. In addition, the above-described erroneous operation preventing apparatus and method for in-vehicle devices may be realized as a single device, or may be realized using components shared with each part provided in the vehicle. Including embodiments. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a program for controlling the operation error prevention device and a recording medium for recording the program. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

It is a block diagram of a misoperation prevention device concerning a first embodiment. It is a schematic diagram which shows the schematic diagram which shows the positional relationship of a driving | operation operation part and an input part. It is a flowchart which shows the erroneous operation prevention process concerning 1st embodiment. It is a timing chart concerning a first embodiment. It is a block diagram of the misoperation prevention apparatus concerning 2nd embodiment. It is a timing chart concerning a second embodiment. It is a block diagram of the misoperation prevention apparatus concerning 3rd embodiment. It is a flowchart which shows the erroneous operation prevention process concerning 3rd embodiment. It is a timing chart concerning a third embodiment.

Here, embodiments of the present invention will be described in the following order.
(1) First embodiment:
(1-1) Configuration of erroneous operation prevention device:
(1-2) Misoperation prevention processing:
(2) Second embodiment:
(3) Third embodiment:
(4) Other embodiments:

(1) First embodiment:
(1-1) Configuration of erroneous operation prevention device:
FIG. 1 is a block diagram showing a configuration of an erroneous operation preventing apparatus 10 according to the present invention. The erroneous operation preventing apparatus 10 according to the present embodiment cooperates with the steering operation unit 40, the shift position operation unit 41, the touch panel display 42, and the speaker 43. FIG. 2 is a schematic diagram showing a positional relationship between the steering operation unit 40 and the shift position operation unit 41 as driving operation units and the touch panel displays 40a and 42 as input units, as viewed from the driver's seat of the vehicle.

  The steering operation unit 40 includes a touch panel display 40a and a horn operation unit 40d on the driver side surface of the steering pad 40f. An air bag mechanism may be provided. As shown in FIG. 2, the touch panel display 40a and the horn operation unit 40d are provided at positions that do not overlap each other. Examples of operation switches displayed on the touch panel display 40a include cruise control function on / off, lane keep function on / off, volume up / down, channel switching, telephone and navigation device operation, air conditioning adjustment, and transmission. For example, a switch for the shift command of Since the touch panel display 40a is provided on the steering pad 40f in a range in which the driver's hand performing the operation when the steering operation is performed, the driver does not move the hand greatly and the touch panel display 40a The displayed switch can be operated.

  The touch panel display 40a is provided with a vibrator 40b, and transmits vibration to the touch detection surface of the touch panel display 40a in response to an instruction from the erroneous operation prevention device 10. In addition, as a form of force feedback, instead of the vibrator 40b, a configuration in which a force of pushing back the touch panel display 40a is applied to make the operator feel resistance can be adopted. The horn operation unit 40d generates a horn sound when pressed. The horn operation unit 40d outputs information indicating whether or not a pressing operation is being performed. The steering operation unit 40 is also provided with a steering angle sensor 40c. The steering angle sensor 40c detects the steering angle of the steering and outputs steering angle information. The touch panel display 40a, the rudder angle sensor 40c, the horn operation unit 40d, and the erroneous operation preventing device are electrically connected to each other.

  In this embodiment, the shift position operation unit 41 is provided on the floor next to the driver's seat. The shift position sensor 41a detects an operation on the shift position operation unit 41 and outputs information indicating whether or not the operation is being performed. The sensor which detects the contact with respect to the grip of the shift position operation part 41 may be sufficient. The shift position sensor 41a and the erroneous operation preventing device 10 are electrically connected. The touch panel display 42 is provided at a position where it can be touched without largely moving the position of the hand from the shift position operation unit 41, for example, in the vicinity of a portion where the shift position operation unit 41 is installed on the floor ( (See FIG. 2). The operation switches displayed on the touch panel display 42 are, for example, operation switches for switching between two-wheel drive and four-wheel drive, changing engine characteristics, turning on / off the parking assist function, and the like. The touch panel display 42 and the speaker 43 are electrically connected to the erroneous operation preventing device 10.

  The erroneous operation preventing apparatus 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like, and can execute various programs stored in the ROM by the control unit 20. In the present embodiment, the erroneous operation prevention program 21 can be implemented as one of the programs. In the present embodiment, the erroneous operation prevention program 21 includes an operation detection unit 21a, an operation state determination unit 21b, an operation reception unit 21c, and a notification unit 21d.

  When the operation detection unit 21a detects that a touch operation has been performed on any of the switches displayed on the touch panel displays 40a and 42, the operation detection unit 21a notifies the operation reception unit 21c that the touch operation has been detected. In addition, when it is detected that the touch operation has been completed, the operation reception unit 21c is notified accordingly.

  The operation state determination unit 21b acquires information output from the rudder angle sensor 40c, the horn operation unit 40d, and the shift position sensor 41a as described above, and performs an operation (steering operation or The operation state of the horn pressing operation and the shifting operation) is determined. Then, the operation state determination unit 21b notifies the operation reception unit 21c when the operation on the driving operation unit is started and ended. The operation state determination unit 21b determines that the steering operation is started when the steering angle is operated to a left or right by a predetermined angle (for example, 50 degrees) or more, or when the angular speed exceeds a predetermined speed. To do. The reason is that when the steering angle is less than 50 degrees or the angular speed is less than the predetermined speed, the steering operation is gently performed. In such a situation, for example, when the volume adjustment switch of the audio device is touch-operated The touch operation is likely to have been intentionally performed. This is because an operation with a high possibility of being intentionally performed is received with good response in an erroneous operation prevention process described later.

  The operation reception unit 21c is notified of the operation state of the operation on the driving operation unit from the operation state determination unit 21b every time. When the operation receiving unit 21c changes from a state in which the operation to the driving operation unit is performed to a state in which the operation is not performed (this embodiment will be described with a horn operation), the operation reception unit 21c starts time measurement from that point and determines in advance. When the predetermined time has elapsed, the time measurement is stopped. In addition, the operation reception unit 21c starts time measurement when notified from the operation detection unit 21a of detection of a touch operation on the touch panel displays 40a and 42, and stops time measurement when notified that the touch operation is completed. . The operation reception unit 21c determines whether to accept the operation on the touch panel displays 40a and 42 based on the operation state of the operation on the driving operation unit and the time measured at the above timing.

  When the operation accepting unit 21c accepts an operation on the touch panel displays 40a and 42, the operation accepting unit 21c notifies the notifying unit 21d to that effect. For example, an in-vehicle device corresponding to the operated switch, for example, a volume up switch, controls the audio device. Is notified that the volume up operation has been performed. The control unit of the audio device receives the notification and performs control for increasing the volume.

When notified that the operation on the touch panel display 40a has been accepted, the notifying unit 21d operates the vibrator 40b for a predetermined time to make the driver recognize that the operation has been accepted. A notification sound or a sound such as “Accepted operation” may be output from the speaker 43. When notified that the operation on the touch panel display 42 has been accepted, a notification sound or sound is output from the speaker 43. The touch panel display 42 may be provided with a vibrator.
The configuration of the erroneous operation preventing device 10 has been described above.

(1-2) Misoperation prevention processing:
Next, an erroneous operation prevention process performed by the erroneous operation prevention apparatus 10 according to the present embodiment in the above configuration will be described. FIG. 3 shows an erroneous operation prevention process for the touch panel display 40a provided on the steering pad 40f, which is executed every predetermined time.

_First , the operation reception unit 21c determines whether the horn is being operated or whether the time T1 has not elapsed since the end of the horn operation (step S100). Operation receiving unit 21c, when it is in horn operation or when not yet time T ₁ elapses from the horn operation end, does not accept the operation performed on the touch panel display 40a (step S105).

FIG. 4 is a timing chart for explaining the operation state of the operation with respect to the driving operation unit and the reception timing of the touch operation. When the operation state of the horn operating is changed from during the operation in the non-operation, operation accepting unit 21c starts the time measurement from the point, the predetermined time T _{1 (for} example, about 1 second) to stop when the elapsed time measurement . Operation A and Operation B are not accepted because it is an operation performed before the time T ₁ from within or horn operation end horn operating elapses.

For this reason, if you've touching the touch panel display 40a unintentionally during horn operating, thereby preventing an erroneous operation. Furthermore, even it can not operate continuously until the horn operation for a predetermined time T ₁ elapses from completion. Therefore, even when the driver's hand finishing the horn operation had touched a touch panel display 40a unintentionally, because does not accept the operation if the end the horn operating at the predetermined time T within _1, the erroneous operation Can be prevented. When an operation that is unlikely to be performed in parallel with the operation of the driving operation unit is detected, it is highly likely that the operation is erroneous and it is desirable not to accept the operation. Further, the time for which the operation on the driving operation unit is continued is not constant and varies depending on the situation. In a configuration where the time during which no operation is simply accepted is fixed to prevent erroneous operation, even if there is a high possibility of erroneous operation if the operation on the driving operation unit continues for a certain period of time, this operation will be accepted. According to the embodiment, since a time during which no operation is accepted is set based on the operation status of the operation on the driving operation unit, it is possible to appropriately prevent an erroneous operation according to the status.

If and not in horn operating from horn operating end time T ₁ is being passed, the operation receiving unit 21c determines whether the in steering operation (step S110). When the steering operation is being performed, the operation accepting unit 21c accepts the touch operation when a time T ₂ (for example, about 1 second) as a dead time has elapsed since the touch operation on the touch panel display 40a was performed (step S115). . Specifically, for example, referring to FIG. 4, shorter than the duration T ₃ is the time T ₂ of the operation D are performed during steering operation, operation accepting unit 21c does not accept the operation D. Since operation E that are performed during a steering operation is continuously performed by the time T ₂ or more, the operation reception unit 21c at the time T ₂ has elapsed accepts an operation E.

  When the operation E is received, the operation reception unit 21c notifies the notification unit 21d and the control unit of the in-vehicle device corresponding to the operation E that the operation E has been performed. The notification unit 21d vibrates the vibrator 40b for a predetermined time. In the configuration in which the dead time is variably set according to the situation, whether the operation intentionally performed by the driver is accepted or not yet accepted by the notification unit 21d vibrating the vibrator 40b. Can be recognized by the driver. In addition, when the driver operates the input unit unintentionally and an unintended operation is accepted, the driver can recognize that he / she has erroneously operated the input unit. As a result, it is possible to prevent an erroneously operated state from being left unattended by the driver. Note that the control unit of the in-vehicle device that is notified that the operation E has been performed performs control corresponding to the operation E.

If and horn operating not in horn operation has elapsed since the completion of the predetermined time T ₁ is, and not in steering operation, operation accepting unit 21c time after performed a touch operation on the touch panel display 40a is T ₄ ( When T ₄ <T _{2, where} T ₄ is about 0.2 seconds, for example, the touch operation is accepted (step S120). Specifically, for example, the operation C shown in FIG. 4 is after and horn operating not in horn operation time has elapsed T ₁ from the end, and the operation being performed when not in steering operation because, it is shown that the time T ₄ later the operation of the dead time is received from been made operated C. In a situation where there is a high possibility that the driver is intentionally performing a touch operation, the driver does not feel stress because the response from the start of the touch operation to the reception of the touch operation is short. When the operation C is received, the operation reception unit 21c notifies the notification unit 21d and the control unit of the in-vehicle device corresponding to the operation C that the operation C has been performed. Upon receiving the notification, the notification unit 21d vibrates the vibrator 40b for a predetermined time. The control unit of the in-vehicle device performs control corresponding to the operation C.

  As described above, the operation accepting unit 21c has a longer dead time from when an operation on the input unit is detected to when the operation is accepted when the operation on the driving operation unit is performed than when the operation is not performed. This makes it difficult to accept an operation on the input unit when the driving operation unit is being operated. Increasing the dead time means that the operation cannot be accepted unless the operation is continued until the dead time elapses after the operation on the input unit is started. By executing the processing described above, it is possible to prevent an erroneous operation on the in-vehicle device in a situation where the driver's hand or cuff accidentally touches the input unit while operating the driving operation unit or immediately after the operation. it can.

(2) Second embodiment:
FIG. 5 is a block diagram showing the configuration of the erroneous operation preventing apparatus 10 according to the second embodiment of the present invention. Constituent elements common to the first embodiment are denoted by the same reference numerals, and redundant description is omitted. The second embodiment is different from the first embodiment in that the dead time is set not based on the operation status of the operation on the driving operation unit but on the prediction of the operation on the driving operation unit.
The erroneous operation preventing apparatus 10 of the second embodiment cooperates with the steering operation unit 40, the navigation device 44, the camera 45, the touch panel display 42, and the speaker 43.

  The navigation device 44 is based on information received by a GPS receiver (not shown), output information from various sensors such as a geomagnetic sensor and a vehicle speed sensor mounted on the host vehicle, and map information stored in a storage medium (not shown). Thus, the current position of the host vehicle is specified, and information related to the current position of the host vehicle and the course of the host vehicle is output to the erroneous operation preventing apparatus 10. The camera 45 captures an image in front of the host vehicle and outputs the captured image to the erroneous operation prevention device 10.

  The operation prediction unit 21e acquires information related to the course of the host vehicle from the navigation device 44. Further, the operation prediction unit 21e may acquire an image of the traveling direction of the vehicle photographed by the camera 45, analyze the image, and derive information related to the course of the host vehicle. Here, the information related to the course of the host vehicle includes, for example, information indicating the road shape (curvature and length of a curve) of the road in the traveling direction of the host vehicle, information indicating a horn section, road gradient Information indicating the change of the vehicle, information indicating that the vehicle is a road adjacent to a parking lot or parking space where the host vehicle is to be parked, and the like. It can be predicted that a steering operation is performed on a curve, a horn operation is performed on a horn, a shift operation is performed at a road gradient change point, and a steering operation or a shift operation is performed near a parking space. When the operation predicting unit 21e predicts that these operations are performed within a predetermined time or within a predetermined distance, the operation predicting unit 21e notifies the operation receiving unit 21c to that effect. In addition, when the operation predicting unit 21e predicts that these operations will be completed, the operation predicting unit 21e notifies the operation accepting unit 21c of that fact.

FIG. 6 is a timing chart for explaining an operation prediction state for the driving operation unit and a reception timing of the touch operation. For example, the operation predicting unit 21e receives a notification that the horn operation is predicted to be performed, and does not accept the operation F until the notification that the horn operation is predicted to be completed. May be. Or it may accept an operation F when the state where the operation F is being performed and the duration T _2.

When the steering operation is being predicted may be accepted that operation when it is continued for a time T ₂ as operation I. Operation G performed when the operation for the driving operation unit is not predicted anything, the operation may be accepted that operation at the time T ₄ the duration.

For example, when acquiring information indicating that a curve with a constant curvature continues for a long distance or a section such as a zigzag fold continues for a long distance, predict the time for which the operation on the driving operation unit is continued from the current vehicle speed, The dead time may be set based on the time. Further, the steering angle at the time of traveling along the curve is predicted based on the curvature of the curve, and when the steering angle is equal to or greater than a predetermined angle, the dead time may be set longer than when the angle is less than the predetermined angle. . Also, based on the curvature of the curve and the current vehicle speed, the angular speed of the steering operation performed when traveling on the curve is predicted, and when the angular speed is greater than or equal to a predetermined speed, it is less sensitive than when it is less than the predetermined speed. You may make it lengthen time.
By performing the processing described above, when the driver is predicted to perform an operation on the driving operation unit, the dead time is longer than when the driving operation unit is operated with a longer dead time than when the operation is not predicted. It is possible to make it difficult to accept the operation, and it is possible to prevent an erroneous operation on the in-vehicle device.

(3) Third embodiment:
FIG. 7 is a block diagram showing the configuration of the erroneous operation preventing apparatus 10 according to the third embodiment of the present invention. Constituent elements common to the first embodiment and the second embodiment are denoted by the same reference numerals, and redundant description is omitted. The third embodiment is different from the first embodiment and the second embodiment in that the dead time is set based on whether or not the driver visually recognizes the input unit.
The erroneous operation preventing apparatus 10 of the third embodiment cooperates with the camera 46, the shift position operation unit 41, the touch panel display 42, and the speaker 43.

  For example, as shown in FIG. 2, the camera 46 is provided on an instrument panel between instruments such as a speedometer and a tachometer and the steering operation unit 40, photographs the driver's face, and prevents the erroneous operation from being taken. 10 is output. The touch panel display 42 is provided in the vicinity of the shift position operation unit 41.

  The driver behavior determination unit 21f acquires an image captured by the camera 46 and analyzes whether the driver is viewing the touch panel display 42 or not. When the analysis result that the driver visually recognizes the touch panel display 42 is obtained, the driver behavior determination unit 21f notifies the operation reception unit 21c to that effect. Whether or not it is visually recognized is determined based on the driver's line of sight and face orientation. Specifically, for example, the position of the eyeball in each frame is specified by pattern matching, and the direction of the line of sight is determined by tracking the movement of the eyeball. Alternatively, it is possible to detect face parts such as the driver's eyes and nose by pattern matching, specify the driver's face direction by changing their position, and determine whether the driver is viewing the input unit. Good. When an analysis result that the driver turns his / her gaze or face from the touch panel display 42 is obtained, the driver behavior determination unit 21f notifies the operation reception unit 21c to that effect.

  FIG. 8 shows an erroneous operation prevention process for the touch panel display 42 provided in the vicinity of the shift position operation unit 41, and is executed every predetermined time. FIG. 9 is a timing chart for explaining a touch operation on the touch panel display 42 and its reception timing in the third embodiment.

_First , the operation reception unit 21c determines whether the shift operation is being performed or the predetermined time T1 has not elapsed since the end of the shift operation (step S200). Since Step S200 and Step S205 correspond to Step S100 and Step S105 of the erroneous operation prevention processing described in the first embodiment, description of specific processing examples is omitted. When the shifting operation in or a shift operation end has not passed yet time T ₁ is, the operation reception unit 21c does not accept an operation made on the touch panel display 42 (step S205).

When the shift operation during a no and the shift operation end time T ₁ is being passed, the operation receiving unit 21c determines whether the driver is viewing the touch panel display 42 (step S210). When the driver visually recognizes the touch panel display 42, the operation receiving unit 21c receives the touch operation when a time T ₄ (for example, about 0.2 seconds) has elapsed since the touch operation on the touch panel display 42 is performed. (Step S215). Specifically, for example, manipulation M performed when it is being visible in the timing chart of FIG. 9 is accepted after a time T ₄ has elapsed from the operation start. Note that the touch operation is not limited to the case where the touch operation is performed while visually recognizing the touch panel display 42, but the touch operation is started immediately before the touch operation is performed or when the touch operation is recognized at the same time as the touch operation is started. the touch operation may be accepted after time T ₄ has elapsed since.

And a state shift operation in a not and that the shift operation end time T ₁ is being passed, if the touch panel display 42 the driver does not visually recognize, the operation receiving unit 21c is performed a touch operation on the touch panel display 42 When the time T ₂ (for example, about 1 second) has elapsed since then, the touch operation is accepted (step S220). Specifically, for example, it was made when not in visible operation N (see FIG. 9), the operation starting time T ₂ is received after the lapse.

  When the driver visually recognizes the input unit when operating the input unit, it is considered that the input unit is operated intentionally. However, when the driver does not visually recognize the input unit, there is a possibility of an erroneous operation. By carrying out the processing described above, it is possible to prevent erroneous operation in such a situation by making the dead time longer when the driver is not viewing the input unit than when the driver is viewing it.

  In the third embodiment, the touch panel display 42 provided in the vicinity of the shift position operation unit 41 has been described as an example, but when the dead time is set based on whether the driver is viewing the input unit, The input unit is not limited to the range in which the driver's hand performing the operation operates when operating the driving operation unit, and the driver sitting in the driver's seat can extend and operate It suffices if it is provided within such a range.

(4) Other embodiments:
The above embodiment is an example for carrying out the present invention, and various other embodiments can be adopted. For example, you may implement combining the process demonstrated in 1st embodiment, 2nd embodiment, and 3rd embodiment. Specifically, for example, an operation state determination unit, an operation prediction unit, and a driver behavior determination unit may be used in combination.

The range of movement of the driver's hand when performing operations on the driver's operating unit refers to the range of fingers, palms, back of hands, forearms and elbows, clothing sleeves and upper The range where the hem of the clothes can reach.
In addition, a configuration in which a mechanical switch is provided on the steering pad 40f is conventionally known. However, as described in the above embodiment, the touch panel display 40a is used instead of the mechanical switch to cause the display to emit light. Compared to using mechanical switches, it is easier for the driver to check what switches are located at night. Of course, the present invention may be applied to a mechanical switch. The input unit may be provided at any position on the side surface or the back surface of the steering pad 40f or other steering operation unit 40. A virtual switch that projects an image of a switch onto the steering pad 40f by a projector (not shown) provided in the vehicle and detects the operation of the driver with respect to the switch image by a camera or an infrared sensor may be employed. The shift position operation unit 41 may be a floor shift, an instrument panel shift, or a column shift, and the touch panel display 42 is positioned between the shift position operation unit 41 and the armrest, or the grip position of the shift position operation unit 41 is high. It may be provided in the central part of the instrument panel near.

  The notification means only needs to be able to notify the driver that an operation on the input unit has been accepted. In this aspect, it is desirable that the driver does not have to keep gazing at the input unit. Therefore, a configuration in which the driver recognizes the input by tactile sense or hearing is desirable, but a configuration in which notification is made visually is also possible. Specifically, for example, the brightness of the input unit may be changed or blinked when an operation is accepted. For example, it can be recognized at night.

  In the first embodiment, the operation state determination unit 21b acquires an image captured by the camera 46, analyzes the behavior of the driver based on the image, and the driver performs a steering operation or a horn operation. It may be determined.

  In the second embodiment, the operation prediction means may acquire information related to the course of the host vehicle through road-to-vehicle communication or vehicle-to-vehicle communication. Further, the operation information of the direction indicator may be acquired, and the operation prediction of the own vehicle and the operation prediction of the driving operation unit by the driver may be performed from this information.

10: erroneous operation prevention device, 20: control unit, 21: erroneous operation prevention program, 21a: operation detection unit, 21b: operation state determination unit, 21c: operation reception unit, 21d: notification unit, 21e: operation prediction unit, 21f: driving Person determination unit, 40: steering operation unit, 40a: touch panel display, 40b: vibrator, 40c: rudder angle sensor, 40d: horn operation unit, 40f: steering pad, 40g: steering pad, 41: shift position operation unit, 41a : Shift position sensor, 42: Touch panel display, 43: Speaker, 44: Navigation device, 45: Camera, 46: Camera.

Claims (3)

An operation detecting means for detecting an operation on an input unit provided in the vehicle;
Obtaining image information of the driver and determining whether or not the driver is viewing the input unit based on the image information when an operation on the input unit is detected Means,
When the driver is not visually recognizing the input unit, an operation accepting unit that extends a dead time until the operation is accepted after an operation on the input unit is detected than when the driver is visually recognizing;
Device for preventing erroneous operation of in-vehicle equipment. When an operation on the input unit is accepted, a notification means for notifying that the operation has been accepted is provided.
The erroneous operation preventing device for in-vehicle equipment according to claim 1. Operation detection means for detecting an operation on an input unit provided in the vehicle by a computer;
The computer acquires image information obtained by photographing the driver, and determines whether or not the driver is viewing the input unit based on the image information when an operation on the input unit is detected. Driver behavior determination means;
When the driver is not visually recognizing the input unit by the computer, operation accepting means for extending a dead time from when the operation to the input unit is detected to when the operation is accepted, compared to when the driver is visually recognizing When,
A method for preventing erroneous operation of in-vehicle devices.

Images