JP2011242190A - Operation support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide technique for realizing a highly effective operation support for a driver by appropriately detecting a dangerous condition of a driver driving a vehicle and issuing alarm.SOLUTION: In an operation support device 10, a hazard map storage part 14 stores hazard maps 140, each of which is generated based on information collected during a vehicle operation by a driver in the past and records places where biological information of the driver is changed from a normal condition. When a position of a vehicle acquired by a position acquisition part 12 is the place recorded in the hazard map 140, a danger condition determination part 15 determines that the driver is in a dangerous condition if a prescribed change does not occur in real-time biological information of the driver, the biological information which is acquired by a biological information acquisition part 13. If it is determined that the driver is in a dangerous condition, a warning part 16 issues an alarm to the driver as an evocation of attention.

Description

  The present invention relates to a driving support device that supports a driver who drives a vehicle.

  Conventionally, as road condition information provided to a driver who drives a vehicle, there is road traffic information for notifying an accident or traffic jam. However, there is little information provided to the driver based on measures such as the danger of the road and the burden on the driver.

  In recent years, a device called a hazard map or a near-miss database has been proposed that prepares information in which a dangerous place for a driver is registered and warns a driver traveling in the place registered in the information. Such a hazard map, for example, collects a large amount of data such as the location where an accident occurred, a point where a driver that can be detected by an acceleration sensor, etc. suddenly braked, or a point where a driver felt dangerous due to hearing. Created by performing analysis.

  The server collects and accumulates danger information related to road traffic on the server, and the terminal that receives the danger information from the server issues a warning or avoids the dangerous area to the driver or pedestrian when passing through the dangerous area. Techniques that guide the user to do this are known.

  In addition, there is known a technique for notifying a driver of a dangerous spot based on a map that is detected and recorded when a driver's near-miss reaction is detected while the vehicle is traveling.

  In addition, a technique is known that determines whether or not the driver recognizes an obstacle that may collide with the vehicle from the direction of the driver's line of sight, and outputs an alarm.

  There is also known a technique for detecting a driver's side-by-side driving or snoozing driving and issuing a warning to the driver when the driver's side-by-side driving or snoozing driving is detected.

JP 2003-123185 A JP 2007-51973 A Japanese Patent Laid-Open No. 2004-259069 JP 2001-138767 A

  Usually, the driver who drives the vehicle is careful to drive more carefully in dangerous places. For example, on a road that you are used to, such as a road that is used for commuting, the driver knows which place is dangerous, and always tries to drive carefully in such a place. In addition, even if you are not familiar with the road, you may pass through a road that is dangerous at first glance, such as a road in front of a station where there is a lot of traffic of people and cars, or a narrow road. Careful driving is important.

  In this way, even in a dangerous place for the driver, it is possible to prevent accidents sufficiently if the driver knows the danger and tries to drive carefully. In other words, it can be said that the state of the driver who is careful driving in a dangerous place is not a dangerous state that easily causes an accident, but a safe state that is unlikely to cause an accident. On the other hand, in a place where the driver usually feels dangerous and tries to drive carefully, for example, the driver's condition lacking attention, such as thinking a dash or sleeping, can cause an accident. It can be said that it is a dangerous state that is easy to cause.

  The device using the hazard map described above is a device that urges the driver to drive carefully by giving a warning to the driver who operates in a statistically dangerous place. However, if the driver himself is already aware of the danger at the location, and the warning is frequently issued, the driver will gradually become annoyed by the warning and eventually turn off the device. Probability is high. This eliminates the meaning of a device that urges the driver to be dangerous.

  As described above, in cases where the driver is at high risk of accidents, the driver is not careful and the driver is not careful at places where there is a risk of accidents. This is not the case. If it is possible to appropriately detect such a driver's dangerous state in the true sense and issue a warning to the driver, it is possible to effectively support the driver to prevent an accident.

  The present invention provides a technique that can solve the above-mentioned problems and can provide driving assistance to a highly effective driver by appropriately detecting and warning the dangerous state of the driver driving the vehicle. With the goal.

  The driving support device includes a position acquisition unit that acquires the position of the vehicle, a biological information acquisition unit that acquires biological information of a driver that drives the vehicle, which is measured in real time by a biological sensor, and is measured during past driving of the vehicle. A hazard map storage unit that stores hazard map information in which a place where the driver's biometric information changes is recorded, based on the driver's biometric information, and a location where the acquired vehicle position is recorded in the hazard map information A dangerous state determination unit for determining whether or not the state of the driver driving the vehicle is a dangerous state based on the acquired biological information of the driver driving the vehicle, and a driver driving the vehicle And a warning unit that issues a warning to a driver who drives the vehicle when it is determined that the state is a dangerous state.

  With the above technology, it is possible to appropriately detect a dangerous state of a driver that is different from usual, and to issue a warning warning. This makes it possible to provide driving assistance to drivers who are highly effective in preventing accidents.

It is a figure which shows the function structural example of the driving assistance device by this Embodiment. It is a figure which shows the structural example of the computer which implement | achieves the driving assistance device by this Embodiment. It is a figure which shows the example of the hazard map by this Embodiment. It is the information which shows the example of a heartbeat waveform. It is a driving assistance processing flowchart by the driving assistance device of this embodiment. It is a figure which shows the example of the accumulation | storage data by this Embodiment. It is an information collection process flowchart by the driving assistance device of this Embodiment. It is a point candidate extraction process flowchart by the hazard map preparation part of this Embodiment. It is a figure which shows the implementation example (1) of the driving assistance device by this Embodiment. It is a figure which shows the implementation example (2) of the driving assistance device by this Embodiment.

  Hereinafter, the present embodiment will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating a functional configuration example of the driving support apparatus according to the present embodiment.

  The driving support device 10 is mounted on a vehicle, for example, and supports a driver who drives the vehicle. Specifically, the driving support device 10 puts the driver in a dangerous state based on a hazard map that is information that records a place where the driver should drive with sufficient attention and a real-time driver status. If it is determined that there is a warning, the driver is warned. In addition, the driving support device 10 accumulates biometric information, information on the travel route of the vehicle, etc. during past driving of the driver, and creates a hazard map used for driving assistance of the driver based on the accumulated information.

  The driving support device 10 includes a driver authentication unit 11, a position acquisition unit 12, a biological information acquisition unit 13, a hazard map storage unit 14, a dangerous state determination unit 15, a warning unit 16, an information collection unit 17, an accumulated information storage unit 18, and a hazard. A map creation unit 19 is provided.

  The driver authentication unit 11 identifies a driver who drives the vehicle by authentication.

  The position acquisition unit 12 acquires the position of the vehicle in real time by a position acquisition function using GPS (Global Positioning System) or the like.

  The biological information acquisition unit 13 acquires the biological information of the driver measured by the biological sensor in real time. The biological information is information related to the physical state of the driver. The biological information of the driver measured by the biological sensor includes, for example, heart rate, blood pressure, sweating, and body temperature. When the driver feels dangerous or anxious while driving the vehicle, the driver's biometric information measured by the biosensor changes, such as an increase in heart rate, blood pressure, sweating, and body temperature.

  The hazard map storage unit 14 is a storage unit that stores the hazard map 140 and is accessible by a computer. The hazard map 140 is information in which places where the driver should drive with sufficient care, such as places where accidents are likely to occur, are recorded.

  In the present embodiment, a hazard map 140 in which a place where the driver's biometric information is changed is created from the driver's biometric information and the vehicle travel route information collected and accumulated during the past driving of the driver by the driver is created. Is done. As described above, when the driver feels dangerous or uneasy while driving the vehicle, the measured biological information changes. That is, the hazard map 140 in which the place where the driver's biological information changes is recorded is information obtained from the measurement result of the driver's biological information in the past and the place where the driver should drive with sufficient care. It is.

  The dangerous state determination unit 15 determines whether the state of the driver driving the vehicle is a dangerous state when the real-time position of the vehicle driven by the driver is a place recorded in the hazard map 140. To do. In the present embodiment, the dangerous state determination unit 15 checks whether there is a predetermined change in the driver's real-time biometric information when the position of the driver's driving vehicle is a recording location on the hazard map 140. If there is no predetermined change in the driver's real-time biometric information, the dangerous state determination unit 15 determines that the driver is in a dangerous state.

  The hazard map 140 records a place where the driver's biometric information has been changed in the past. If the driver's biological information has not changed in a place where the driver's biological information has changed in the past, the driver is not driving with sufficient tension in a dangerous place. there is a possibility. At this time, the dangerous state determination unit 15 determines that the driver is in a dangerous state.

  The warning unit 16 issues a warning to the driver when the dangerous state determination unit 15 determines that the driver is in a dangerous state.

  The information collecting unit 17 collects information such as date and time, vehicle position, and driver biometric information. The information collecting unit 17 associates each collected information and accumulates it in the accumulated information storage unit 18.

  The stored information storage unit 18 is a storage unit that stores stored data 180 and is accessible by a computer. The accumulated data 180 is data in which information collected during past driving of the driver is accumulated and recorded.

  The hazard map creation unit 19 performs a statistical process on the accumulated data 180 stored in the accumulated information storage unit 18 to create a hazard map 140. The hazard map creation unit 19 stores the created hazard map 140 in the hazard map storage unit 14.

  FIG. 2 is a diagram illustrating a configuration example of a computer that realizes the driving support apparatus according to the present embodiment.

  In the present embodiment, the driving support device 10 is realized by a computer 100 mounted on a vehicle, for example. A computer 100 includes a CPU (Central Processing Unit) 101, a memory 102 such as a RAM (Random Access Memory), a storage device 103 such as an HDD (Hard Disk Drive), an input device 104, an output device 105, a biosensor 106, and a GPS antenna 107. Etc.

  The driving support device 10 and each functional unit included in the driving support device 10 illustrated in FIG. 1 can be realized by hardware such as the CPU 101 and the memory 102 included in the computer 100 and a software program. A program that can be executed by the computer 100 is stored in the storage device 103, read into the memory 102 at the time of execution, and executed by the CPU 101.

  The computer 100 can also read a program directly from a portable recording medium and execute processing according to the program. In addition, each time the program is transferred from the server computer, the computer 100 can sequentially execute processing according to the received program. Further, this program can be recorded on a recording medium readable by the computer 100.

  The input device 104 and the output device 105 are, for example, a touch screen or a remote control used also in a car navigation system or the like. The biosensor 106 is a sensor that measures the biometric information of the driver. Various sensors such as a sensor that measures the heart rate of the driver, a sensor that measures the blood pressure of the driver, a sensor that measures the sweating amount of the driver, and a sensor that measures the body temperature of the driver can be used as the biological sensor 106. . The GPS antenna 107 is an antenna that receives a signal from a GPS satellite.

  Hereinafter, an example of the operation of the driving support apparatus 10 according to the present embodiment will be described.

  First, an operation for warning the driver in a dangerous state by the driving support device 10 of the present embodiment will be described. In the driving support device 10 shown in FIG. 1, an operation for giving a warning to a driver in a dangerous state is indicated by a solid line arrow.

  In the driving support device 10, a hazard map 140 is stored in the hazard map storage unit 14.

  The hazard map 140 of the present embodiment is information in which a place where the driver's biometric information changes from a normal state is recorded based on the biometric information recorded during the past driving of the driver. When the driver feels at risk of an accident or feels anxious and drives with tension, the biological information such as the heart rate of the driver changes from a normal state. For this reason, it can be judged that the place where the driver's biometric information normally changes from a normal state is likely to be a place where the driver feels the danger and anxiety of the accident and is driving with tension. That is, it can be said that the hazard map 140 according to the present embodiment is information in which places where the driver feels the danger and anxiety of an accident and is driving in tension are registered. An example of creating the hazard map 140 will be described later.

  In this embodiment, a hazard map 140 common to a plurality of drivers is not prepared, but a dedicated hazard map 140 is prepared for each driver. The driving skill and experience of the vehicle are different for each driver, and the place where the driver feels the danger or anxiety of the accident is different for each driver. Therefore, the optimum hazard map 140 is considered to be different for each driver. For example, in FIG. 1, the hazard map 140 a indicates the hazard map 140 for the driver a, and the hazard map 140 b indicates the hazard map 140 for the driver b.

  FIG. 3 is a diagram illustrating an example of a hazard map according to the present embodiment.

  The hazard map 140 shown in FIG. 3 is correspondence information between information indicating a location and information regarding the biological information of the driver at the location. The hazard map 140 shown in FIG. 3 has information such as a registered place name, a registered position, a heart rate variability, and an occupation rate.

  In the hazard map 140 shown in FIG. 3, the registered place name and the registered position are information indicating the place. The location recorded in the hazard map 140 is a location where the driver's biological information has changed during the driver's past vehicle operation. For example, when the biological information is heart rate information, the place recorded in the hazard map 140 is a place where the heart rate of the driver is always high.

  The registered place name is the name of the place recorded in the hazard map 140. In the map information of the car navigation system, the location name and the position on the map are associated with each other in order to enable a map search from a location name such as a place name or a landmark name. As described above, if there is a correspondence between a place name and a position, when the place is recorded in the hazard map 140, the place name can be recorded.

  The registered position is position information such as the latitude and longitude of the place registered in the hazard map 140. In the hazard map 140 shown in FIG. 3, the registered position is indicated by the latitude / longitude / elevation of the start point and the latitude / longitude / elevation of the end point. This means that the location registered in the hazard map 140 has a range and a direction.

  For example, when passing through an intersection where the driver feels dangerous, the driver is in a tension state before that, and the tension is gradually released after the passage. That is, there is a certain range where the driver's biometric information changes from a normal state to a point where the driver feels dangerous or uneasy. On a road where a dangerous sharp curve continues for a long time, the tension state of the driver continues for a long time including before and after the road, and the range of the registered position of the hazard map 140 corresponding to it is also long.

  Even on the same road, there are places where the tension of the driver is different between the upward direction and the downward direction. For example, there are cases where there are few blind spots in the upward direction and the driver can drive with moderate tension, but there are many blind spots in the downward direction and the driver must drive with strong tension while feeling anxiety such as popping out. Conceivable. That is, there is a place where whether or not the driver's biometric information changes from a normal state depends on the direction in which the vehicle travels.

  The design regarding the information indicating the registration location in the hazard map 140 is not limited to the example of the hazard map 140 shown in FIG. For example, only the location information of one point may be recorded as a registered place, and a predetermined range centered on the recorded point may be a place where the driver should be alert and drive. Further, for example, the position of the registered place may be recorded by a combination of a road name and a kilometer post. The kilopost is position information that represents a position on the road by a distance from a predetermined starting point.

  In the hazard map 140 shown in FIG. 3, the heart rate variability and occupancy are statistically obtained from the driver's biological information measured during past driving of the driver, and the driver's biological information at the location recorded in the hazard map 140 It is information about. That is, the heart rate fluctuation rate and occupation rate of the hazard map 140 shown in FIG. 3 are statistical information of heart rate information when the driver has traveled in the past in the past. Information regarding the driver's biometric information recorded in the hazard map 140 is used as a condition for the dangerous state determination unit 15 to determine whether or not the driver is in a dangerous state.

  The heart rate variability indicates the rate of change of the measured heart rate with respect to the heart rate in the normal state of the driver. The heart rate variability in the hazard map 140 shown in FIG. 3 is a statistical processing result regarding the heart rate variability of the driver at the time of driving the vehicle in the past. Further, in the hazard map 140 shown in FIG. 3, the occupation rate is the ratio at which the heart rate variability greater than the heart rate variability shown in the hazard map 140 is obtained at the corresponding place when the driver has driven the vehicle in the past. It is a statistical processing result. An example of determining whether or not the driver is in a dangerous state using the heart rate variability and the occupation rate of the hazard map 140 shown in FIG. 3 will be described later.

  The design of information related to the driver's biometric information in the hazard map 140 is not limited to the example of the hazard map 140 shown in FIG. For example, when the hazard map 140 is information for each driver, the information on the driver's biometric information in the hazard map 140 is the result of statistical processing of the heart rate measured during past driving of the driver at the corresponding location. It may be.

  In the present embodiment, on the assumption that such a hazard map 140 is prepared for each driver, driving support for a driver driving the vehicle is performed by the driving support device 10 mounted on the vehicle. .

  When the driver drives the vehicle using the driving support device 10 according to the present embodiment, the driver authenticates the driver at the start of the driving. As a driver authentication method, various techniques such as a method of inputting a driver name or the like with an input device 104 such as a touch screen, and a method of performing biometric authentication such as a fingerprint can be used. The driver authentication unit 11 of the driving support device 10 specifies a driver who drives the vehicle with information obtained by driver authentication.

  Thereafter, the driving support device 10 performs driving support for the driver specified by the driver authentication unit 11. For example, if the identified driver is driver a, the driving support device 10 uses the hazard map 140a dedicated to the driver a as the hazard map 140 used for driving support to the driver a.

  When the driving of the vehicle by the driver is started, the position acquisition unit 12 starts acquiring the vehicle position information. In the present embodiment, the position acquisition unit 12 always obtains position information such as latitude / longitude / altitude indicating the current position of the vehicle from the GPS information received by the GPS antenna 107.

  When the driving of the vehicle by the driver is started, the biological information acquisition unit 13 starts acquiring the biological information of the driver measured in real time by the biological sensor 106. In the present embodiment, information related to the heartbeat of the driver is acquired as the biological information of the driver. That is, as the biosensor 106, a biosensor 106 that measures a driver's heartbeat is used. As a sensor for measuring a heartbeat, for example, a sensor that measures a pulse wave substantially equal to a heartbeat waveform from a blood flow flowing through a capillary such as an earlobe has already been realized.

  When the driving of the vehicle by the driver is started, the dangerous state determination unit 15 first obtains biological information when the driver is in a normal state. The biological information when the driver is in a normal state refers to biological information when the driver is in a stable state, for example, when the driver is performing a stable operation with a moderate tension. In the present embodiment, the dangerous state determination unit 15 obtains a heart rate when the driver is in a normal state as biometric information when the driver is in a normal state. Here, the heart rate when the driver is in a normal state is called a standard heart rate. The dangerous state determination unit 15 holds the obtained standard heart rate.

  There are various methods for obtaining the standard heart rate. For example, the driver's heart rate measured at the start of the last 10 drivings may be stored, and an average value of the heart rate may be obtained to be used as the standard heart rate of the driver. Further, the heart rate from when the driver starts driving until a certain time elapses may be measured, and the average value may be used as the standard heart rate of the driver.

  The standard heart rate varies from driver to driver. In addition, even the same driver may change depending on the physical condition and mental condition of the driver at that time.

  When the driver starts driving the vehicle, the dangerous state determination unit 15 monitors the relationship between the location recorded in the hazard map 140 and the current vehicle position obtained by the position acquisition unit 12. The dangerous state determination unit 15 determines that the vehicle driven by the driver is in the location recorded in the hazard map 140 when the location recorded in the hazard map 140 and the current vehicle position are in a predetermined positional relationship. To do.

  The specific design regarding the determination of the relationship between the location recorded in the hazard map 140 and the position of the vehicle driven by the driver by the dangerous state determination unit 15 is arbitrary.

  For example, the dangerous state determination unit 15 considers errors such as GPS accuracy and the like, and determines the GPS error and heart rate fluctuation time error from the location where the vehicle position obtained by the position acquisition unit 12 is recorded in the hazard map 140. For example, when the vehicle position is within ± 20 m, it is determined that the position of the vehicle is a place recorded in the hazard map 140.

  Further, for example, when the danger state determination unit 15 has a direction at a place recorded in the hazard map 140 as shown in FIG. 3, the moving direction of the vehicle is the direction from the start point to the end point, and the vehicle If the position of the vehicle is within ± 20 m on the route from the start point to the end point, it is determined that the vehicle is at the recording location. If the road information can be held or acquired, the driving support device 10 can obtain a route from the start point to the end point as shown in FIG. 3 from the road information.

  When it is determined that the position of the vehicle driven by the driver is a place recorded in the hazard map 140, the dangerous state determination unit 15 determines whether or not the driver is in a dangerous state. At this time, the dangerous state determination unit 15 performs a determination based on the real-time driver biometric information acquired by the biometric information acquisition unit 13.

  As described above, when the driver performs a sufficiently vigilant driving for avoiding danger, a change appears in the driver's biological information due to the tension. For example, if the biological information is a heart rate, the heart rate of the driver when driving in a dangerous place is higher than the heart rate of the driver when driving in a safe place. The place recorded in the hazard map 140 is a place where the biometric information of the driver has changed, that is, a place where the driver feels danger and is driving carefully.

  If the driver's biological information changes sufficiently when passing through a place recorded in such a hazard map 140, the driver is likely to be driving with sufficient caution. In this case, the driver is unlikely to cause an accident, and the driver is considered to be in a relatively safe state.

  On the other hand, if the driver's biometric information does not change sufficiently when passing through the location recorded in the hazard map 140, the driver may be thinking or snoozing. The possibility of driving without the necessary vigilance comes out. In this case, the driver is more likely to have an accident, and the driver is considered to be in a dangerous state.

  If the real-time driver biometric information acquired by the biometric information acquisition unit 13 has a predetermined change with respect to the biometric information when the driver is in a normal state, the dangerous state determination unit 15 is in a dangerous state. It is determined that the situation is not correct. Further, the dangerous state determination unit 15 determines the driver state if there is no predetermined change in the real-time driver biometric information acquired by the biometric information acquisition unit 13 with respect to the biometric information when the driver is in a normal state. Is determined to be in a dangerous state.

  Hereinafter, an example of the determination of the driver's dangerous state based on the heart rate information of the driver acquired by the biological information acquisition unit 13 by the dangerous state determination unit 15 will be described. The example described here is an example of determination using the heart rate variability and the occupation rate in the hazard map 140 shown in FIG.

  When the dangerous state determination unit 15 determines that the position of the vehicle driven by the driver is a place recorded in the hazard map 140, the dangerous state determination unit 15 uses the heartbeat information of the driver acquired by the biometric information acquisition unit 13 at that time. Calculate the instantaneous heart rate of the driver.

  FIG. 4 shows information indicating an example of a heartbeat waveform.

  For example, a heartbeat waveform as shown in FIG. 4 is obtained from information acquired from the biological sensor 106 that measures the heartbeat by the biological information acquisition unit 13. In the heartbeat waveform shown in FIG. 4, the R wave is an upward peak wave, and represents the excitement of the ventricular muscle generated at the pulsation timing when the left ventricle of the heart contracts and pumps blood to the whole body.

  Heart rate generally refers to the number of heart beats per minute. The instantaneous heart rate is calculated by obtaining the reciprocal of the time for one heart beat. In the heartbeat waveform shown in FIG. 4, the waveform for one heart beat is, for example, a waveform from the R wave to the next R wave, which is indicated as an R wave interval. The reciprocal of this R wave interval time is the instantaneous heart rate at that time. Below, the instantaneous heart rate is called the instantaneous heart rate.

  For example, if the R wave interval time is 1 second (= 1/60 minutes), the instantaneous heart rate 60 is obtained from the reciprocal thereof. For example, if the R wave interval time is 0.7 seconds (0.7 / 60 minutes), the instantaneous heart rate 86 (rounded to the nearest decimal point) is obtained from the reciprocal thereof.

  The dangerous state determination unit 15 calculates the heart rate variability (%) of the driver at that time from the calculated instantaneous heart rate and the standard heart rate calculated and held in advance. The rate of heart rate variability is obtained by instantaneous heart rate / standard heart rate × 100%. For example, if the standard heart rate of the driver is 60 and the instantaneous heart rate of the driver at a certain time is 90, the real-time heart rate variability of the driver at that time is 90 ÷ 60 × 100% = 150%. Become.

  The dangerous state determination unit 15 performs determination using the heart rate variability and the occupation rate that are recorded in the hazard map 140 illustrated in FIG. Here, the heart rate variability and occupancy rate in the hazard map 140 shown in FIG. 3 are based on the driver's past vehicle driving data in the determination by the dangerous state determination unit 15 and the driver's state is safe. It is assumed that the condition for judging is shown.

  The dangerous state determination unit 15 occupies the hazard map 140 with the real-time heart rate variability of the driver showing a value equal to or higher than the heart rate variability of the hazard map 140 in the range of the recording location of the hazard map 140 where the vehicle is currently traveling. If it appears at a rate equal to or greater than the rate, it is determined that the current driver status is safe. The heart rate variability of a driver traveling in a dangerous place does not always obtain a constant high value in that section, and the value fluctuates while maintaining a high value. Therefore, the occupation rate condition is used here. Make a decision.

  For example, it is assumed that the vehicle driven by the driver travels in the place of the registered place name “Shibuya Station” in the hazard map 140 shown in FIG. In the hazard map shown in FIG. 3, the heart rate variability condition corresponding to the registered place name “Shibuya Station” is 140% or more, and the occupation ratio condition is 30% or more.

  The dangerous state determination unit 15 monitors the real-time heart rate variability of the driver while the vehicle is traveling in the range indicated by the registered position on the hazard map 140. In the monitoring up to the present time after the vehicle enters the location of the registered place name “Shibuya Station”, the dangerous state determination unit 15 generates a real-time heart rate variability of 140% or more of the driver at a rate of 30% or more. If so, it is determined that the current driver state is safe. In addition, in the monitoring up to the present time after the vehicle enters the location of the registered place name “Shibuya Station”, the dangerous state determination unit 15 indicates that the real-time heart rate variability rate of 140% or more of the driver is less than 30%. If it is a ratio, it is determined that the current driver state is a dangerous state.

  In addition to the determination using the heart rate variability and the occupancy rate, various determination criteria are used for determining whether or not the driver's biometric information acquired by the biometric information acquiring unit 13 has a predetermined change. The design such as what judgment criterion is used for the judgment is arbitrary.

  For example, if the hazard map 140 is prepared for each individual driver, the statistical processing result of the past heart rate at the corresponding location is stored in the hazard map 140 as information on the driver's past biological information. It may be recorded. At this time, for example, when the vehicle is traveling in a place where the vehicle is recorded in the hazard map 140, the heart rate measured in real time by the driver is the heart rate recorded in the hazard map 140 minus 20%. If the above is maintained, it is determined that the driver is in a safe state.

  Further, for example, when the vehicle passes through the place recorded in the hazard map 140, if the heart rate variability of the driver is 120% or more, it is determined that the driver is not in a dangerous state, and the heart rate of the driver If the fluctuation rate is less than 120%, a method of determining that the driver is in a dangerous state may be considered. In the case of this example, if there is a record of a place where the driver's heart rate variability was high during past vehicle travel in the hazard map 140, even if there is no information about the driver's biometric information for each place, Judgment is possible. However, in this case, since different biometric information cannot be determined for each place, the accuracy is higher than the determination using the information related to the driver's biometric information such as the determination using the heart rate variability and the occupation rate. Lower.

  The warning unit 16 issues a warning to the driver when the dangerous state determination unit 15 determines that the driver is in a dangerous state. Examples of warning methods for the driver include various visual, auditory, and tactile warning methods for the driver, such as displaying a warning on a display screen, generating a warning sound, and vibrating a handle.

  In the example of the driving support device 10 of the present embodiment described here, the hazard map 140 is prepared for each driver. Since vehicle driving skills and experiences differ from driver to driver, places where people feel the danger and anxiety of an accident vary from driver to driver. Therefore, the optimum hazard map 140 is considered to be different for each driver.

  For example, veteran drivers who are accustomed to putting in the garage in the back are less likely to hit the vehicle in the garage in the back even if they drive in a normal state with little tension. On the other hand, beginner drivers who are not familiar with the garage in the back are more likely to hit the vehicle in the garage in the back if they do not drive with a tight sense of tension. Naturally, the veteran driver and the beginner driver also have different anxiety and tension in the garage in the back, and the changes in biometric information at that time are also different.

  In such a case, there are some problems in using the same hazard map 140 for the veteran driver and the beginner driver.

  For example, if the location where the garage is put in the back is not registered in the hazard map 140, the driving support device can be used even if the beginner driver puts the garage in the back while the feeling of tension is relaxed due to sleepiness or the like. 10 does not warn the beginner driver. In this case, there is a high possibility that a novice driver who has entered the garage in the back with the feeling of tension relaxed due to sleepiness or the like will hit the vehicle.

  In addition, for example, if the place where the garage is stored in the back is registered in the hazard map 140, a veteran driver in a normal state who does not have a problem such as drowsiness is also performing the garage in the back. The driving support device 10 warns the veteran driver. In this case, there is a possibility that a veteran driver in a normal state having no particular problems such as sleepiness will be annoyed with a meaningless warning and will not use the driving support device 10 normally.

  By preparing a dedicated hazard map 140 for each individual driver, it is possible to determine the dangerous state of the driver according to the usual biometric information that differs for each driver in a place where the driver feels danger or anxiety. It becomes.

  FIG. 5 is a driving assistance processing flowchart by the driving assistance apparatus of the present embodiment.

  When the driving of the vehicle by the driver is started, the driver authentication unit 11 of the driving support device 10 identifies the driver who drives the vehicle based on the driver authentication (step S10). The dangerous state determination unit 15 calculates the standard heart rate of the identified driver (step S11). The dangerous state determination unit 15 holds the calculated standard heart rate.

  The position acquisition unit 12 acquires the position of the vehicle driven by the driver (step S12). The dangerous state determination unit 15 determines whether the acquired position of the vehicle is a place recorded in the hazard map 140 of the corresponding driver stored in the hazard map storage unit 14 (step S13).

  If the position of the vehicle is not the recording location of the hazard map 140 (NO in step S13), the driving support device 10 returns to step S12 and proceeds to processing of the next vehicle position.

  If the vehicle position is the recording location of the hazard map 140 (YES in step S13), the biological information acquisition unit 13 acquires real-time heartbeat information of the driver from the biological sensor 106 (step S14). The dangerous state determination unit 15 calculates the instantaneous heart rate at that time from the acquired real-time heart rate information (step S15). The dangerous state determination unit 15 calculates a heart rate variability from the calculated instantaneous heart rate and the pre-calculated standard heart rate (step S16).

  The dangerous state determination unit 15 determines whether there is a heart rate change that satisfies the conditions of the heart rate variability and the heart rate recorded in the hazard map 140 of the driver (step S17). Here, the determination is made using the above-described heart rate variability and heart rate. If there is no change in the heart rate that satisfies the condition of the hazard map 140 (NO in step S17), the dangerous state determination unit 15 determines that the driver is in a dangerous state, and the warning unit 16 determines whether the driver is driving the vehicle. A warning for alerting is given (step S18).

  The driving support device 10 monitors the driving of the vehicle by the driver and determines whether the driving is finished (step S19). If the driving has not ended (NO in step S19), the driving support device 10 returns to step S12 and proceeds to processing of the next vehicle position. If the driving is finished (YES in step S19), the driving support device 10 finishes the process.

  With the driving support device 10 according to the present embodiment, it is possible to reduce the driver's attentiveness of driving a vehicle with high accuracy when passing through a place where the driver feels danger or anxiety and is driving with tension. It is possible to detect and issue a warning alert.

  Next, an operation in which the driving support apparatus 10 according to the present embodiment creates the hazard map 140 will be described. In the driving support device 10 shown in FIG. 1, the operation for creating the hazard map 140 is indicated by a dashed arrow.

  When driving of the vehicle by the driver is started and the driver who drives the vehicle is specified by the driver authentication unit 11, the information collecting unit 17 collects each information to be accumulated and stored for creating the hazard map 140. To start. The information collection unit 17 collects information on the vehicle position acquired by the position acquisition unit 12. Further, the information collecting unit 17 collects the biological information of the driver driving the vehicle acquired by the biological information acquiring unit 13.

  The information collecting unit 17 acquires the date and time from the clock function of the computer 100, associates the collected vehicle position information and the driver's biological information with the date and time, and stores the accumulated data 180 of the corresponding driver stored in the accumulated information storage unit 18. To record.

  FIG. 6 is a diagram illustrating an example of accumulated data according to the present embodiment.

  The accumulated data 180 shown in FIG. 6 has information such as a running data name, driving date and time, running route data, and heart rate data.

  In the accumulated data 180 shown in FIG. 6, the travel data name is information for uniquely identifying data in which information collected for each vehicle travel is collected. In the accumulated data 180 of the present embodiment, the information collected by the information collecting unit 17 is collectively recorded every time the vehicle travels, that is, every time the driver drives the vehicle.

  In the accumulated data 180 shown in FIG. 6, the driving date and time is information on the date and time acquired from the start of driving of the vehicle to the end of driving by the driver. The travel route data is vehicle position information collected from the start to the end of driving of the vehicle by the driver. In the accumulated data 180 shown in FIG. 6, the information on each date and time recorded as the driving date and time is the acquisition time of the position information of each vehicle recorded as the travel route data.

  In the accumulated data 180 shown in FIG. 6, the heart rate data is information on the heart rate of the driver collected from the start of driving of the vehicle to the end of driving by the driver. That is, the heartbeat data of the accumulated data 180 shown in FIG. 6 is an example of heartbeat data representing the heartbeat waveform shown in FIG. Note that the heartbeat data of the accumulated data 180 shown in FIG. 6 includes the time when the heartbeat information is measured from the driver.

  In the present embodiment, information on past driving of the vehicle is recorded in the accumulated data 180 for each driver. For example, in FIG. 1, accumulated data 180a indicates accumulated data 180 in which information collected during driving of driver a is recorded, and accumulated data 180b records information collected during driving of driver b. The stored data 180 is shown.

  FIG. 7 is a flowchart of information collection processing by the driving support apparatus of the present embodiment.

  When the driving of the vehicle by the driver is started, the driver authentication unit 11 of the driving support device 10 identifies the driver who drives the vehicle based on the driver authentication (step S20).

  The information collecting unit 17 collects the date and time and the vehicle position information acquired by the position acquiring unit 12 (step S21). The information collecting unit 17 collects the driver's biometric information acquired by the biometric information acquiring unit 13 (step S22).

  The information collecting unit 17 records the collected information in the accumulated data 180 of the corresponding driver stored in the accumulated information storage unit 18 (step S23).

  The driving support device 10 monitors the driving of the vehicle by the driver and determines whether the driving is finished (step S24). If the driving has not ended (NO in step S24), the driving support device 10 returns to step S21 and step S22 and proceeds to the next information collection process. If driving | operation has been complete | finished (YES of step S24), the driving assistance device 10 will complete | finish information collection processing.

  The hazard map creation unit 19 creates the hazard map 140 by statistical processing on the accumulated data 180 stored in the accumulated information storage unit 18. The hazard map creation unit 19 creates the hazard map 140 and stores it in the hazard map storage unit 14 periodically, for example, every other week or irregularly such as when the driver drives the vehicle. The hazard map 140 thus updated is updated.

  In the present embodiment, the hazard map creation unit 19 creates a hazard map 140 for each driver from the accumulated data 180 for each driver. For example, in FIG. 1, the hazard map creation unit 19 performs statistical processing on the accumulated data 180a of the driver a, and creates a hazard map 140a for the driver a. Further, the hazard map creation unit 19 performs statistical processing on the accumulated data 180b of the driver b, and creates a hazard map 140b for the driver b.

  Here, an example of a procedure for creating the hazard map 140 from the accumulated data 180 will be described.

  The hazard map creating unit 19 first extracts a point where the driver's heart rate is high from the accumulated data 180 stored in the accumulated information storage unit 18 as a candidate for a point to be recorded in the hazard map 140. Here, a point at which the driver's instantaneous heart rate of 120% or more with respect to the standard heart rate is obtained from the accumulated data 180 of the past driving of the vehicle is extracted.

  FIG. 8 is a flowchart of point candidate extraction processing by the hazard map creation unit of the present embodiment.

  The hazard map creation unit 19 calculates a standard heart rate (step S30). The calculation of the standard heart rate is the same as the calculation of the standard heart rate by the above-described dangerous state determination unit 15, for example. The hazard map creation unit 19 reads heartbeat data of the corresponding running data recorded in the accumulated data 180 (step S31).

  The hazard map creation unit 19 extracts one R wave interval from the heart rate data (step S32), and calculates the instantaneous heart rate at that time (step S33). The hazard map creation unit 19 calculates a heart rate variability from the calculated instantaneous heart rate and the standard heart rate (step S34).

  The hazard map creation unit 19 determines whether or not the calculated heart rate variability is greater than or equal to a predetermined threshold Th (step S35). The predetermined threshold Th is, for example, 120%. The heart rate fluctuates by about ± 20% even when the driver is in a normal state.

  If the calculated heart rate variability is equal to or greater than the predetermined threshold Th (YES in step S35), the hazard map creation unit 19 obtains the time when the heart rate variability is obtained from the corresponding running data recorded in the accumulated data 180. The position of the vehicle is extracted (step S36). The hazard map creation unit 19 holds the extracted vehicle position as a candidate for a location to be recorded in the hazard map 140 (step S37). At this time, the hazard map creation unit 19 also holds the calculated heart rate variability.

  The hazard map creation unit 19 determines whether the processing has been completed for all the read heartbeat data (step S38). If the processing has not been completed for all data (NO in step S38), the hazard map creating unit 19 returns to the processing in step S32 and proceeds to the processing for the next R wave interval. If the processing has been completed for all data (YES in step S38), the hazard map creating unit 19 ends the processing.

  The hazard map creation unit 19 executes the point candidate extraction process shown in FIG. 7 for all travel data for each travel data in the accumulated data 180. Note that, for example, the design of performing point candidate extraction processing on the latest 10 travel data is arbitrary.

  The hazard map creation unit 19 determines a place to be recorded in the hazard map 140 by statistical processing for points extracted from each travel data. Various processes can be considered for the statistical process for the points extracted from each travel data. The design of what statistical processing is used to extract the location to be recorded in the hazard map 140 is arbitrary.

  For example, the hazard map creation unit 19 examines the dispersion state of the points extracted from each travel data, cuts out a region where the appearance frequency of the points extracted from each travel data is concentrated, and records the location on the hazard map 140 To do. In addition, the hazard map creation unit 19 examines the variance of the heart rate variability at the points belonging to the segmented area at this time, and determines the heart rate variability and occupation rate at the corresponding location to be recorded in the hazard map 140. The hazard map creation unit 19 records information such as the position information of the determined location, the heart rate variability, and the occupation rate in the hazard map 140.

  The hazard map creation unit 19 updates the hazard map 140 of the corresponding driver stored in the hazard map storage unit 14 with the completed hazard map 140.

  In this way, the hazard map 140 is generated based on the accumulated data 180 such as the driver's biometric information collected during past vehicle travel. In other words, the hazard map 140 used for driving assistance of the driver is information in which a place where the driver always feels dangerous and uneasy when driving in the past and tries to drive carefully is recorded.

  Although the present embodiment has been described above, the present invention can naturally be modified in various ways within the scope of the gist thereof.

  For example, in the above-described embodiment, the example in which the driving support device 10 is realized by the single computer 100 mounted on the vehicle has been described. However, the driving support device 10 may be realized by a plurality of computers.

  FIG. 9 is a diagram illustrating an implementation example (1) of the driving support apparatus according to the present embodiment.

  In the example shown in FIG. 9, the driving support device 10 is realized by a vehicle side device 10-1 and a center side device 10-2.

  The vehicle-side device 10-1 is a part of the driving support device 10 that is realized by a computer mounted on the vehicle. The vehicle side device 10-1 includes a driver authentication unit 11, a position acquisition unit 12, a biometric information acquisition unit 13, a warning unit 16, and an information collection unit 17 among the functional units included in the driving support device 10.

  The center side device 10-2 is a part of the driving support device 10 that is realized by a center computer that accumulates and centrally manages information collected by the vehicle side devices 10-1 of a plurality of vehicles. The center side device 10-2 includes a hazard map storage unit 14, a dangerous state determination unit 15, an accumulated information storage unit 18, and a hazard map creation unit 19 among the functional units included in the driving support device 10.

  The vehicle side device 10-1 and the center side device 10-2 can communicate with each other via a network (not shown).

  In the vehicle side device 10-1, when the driver starts driving, the driver authentication unit 11 identifies the driver. The information collection unit 17 collects information such as the vehicle position information acquired by the position acquisition unit 12 and the biological information of the driver driving the vehicle acquired by the biological information acquisition unit 13, and the driver collects the collected information as a driver. Is added to the center side device 10-2.

  In the center side device 10-2, the information received from the vehicle side device 10-1 is recorded in the accumulated data 180 of the corresponding driver stored in the accumulated information storage unit 18. In the center side device 10-2, the hazard map creating unit 19 creates a hazard map 140 for each driver from the accumulated data 180 for each driver stored in the accumulated information storage unit 18, and stores it in the hazard map storage unit 14. .

  Moreover, in the center side apparatus 10-2, the dangerous state determination part 15 corresponds based on the information received from the vehicle side apparatus 10-1, and the hazard map 140 of the applicable driver memorize | stored in the hazard map memory | storage part 14. Determine if the driver is in danger. When the dangerous state determination unit 15 determines that the state of the corresponding driver is a dangerous state, the dangerous state determination unit 15 sends a notification to that effect to the corresponding vehicle-side device 10-1.

  In the vehicle-side device 10-1, when the warning unit 16 receives a notification from the center-side device 10-2 that the driver is in a dangerous state, the warning unit 16 issues a warning to the driver.

  In this manner, the driving support device 10 can be realized using a plurality of computers. It should be noted that the design of how to arrange the functional units of the driving support device 10 with respect to the vehicle side device 10-1 and the center side device 10-2 is arbitrary.

  Further, for example, in the above-described embodiment, the hazard map 140 is dedicated for each driver, but a generalized hazard map 140 used for driving support of a plurality of drivers is prepared. It may be.

  FIG. 10 is a diagram illustrating an implementation example (2) of the driving support apparatus according to the present embodiment.

  In the example shown in FIG. 10, the driving support device 10 is realized by a vehicle side device 10-1 and a center side device 10-2. In the example shown in FIG. 10, a generalized hazard map 140 used for driving support of a plurality of drivers is created from the accumulated data 180 of the plurality of drivers.

  The vehicle-side device 10-1 is a part of the driving support device 10 that is realized by a computer mounted on the vehicle. The vehicle side device 10-1 includes a driver authentication unit 11, a position acquisition unit 12, a biological information acquisition unit 13, a hazard map storage unit 14-1, a dangerous state determination unit 15, among the functional units included in the driving support device 10. A warning unit 16 and an information collection unit 17 are provided. The hazard map storage unit 14-1 is the hazard map storage unit 14 of the vehicle side device 10-1.

  The center side device 10-2 is a part of the driving support device 10 that is realized by a center computer that accumulates and centrally manages information collected by the vehicle side devices 10-1 of a plurality of vehicles. The center side device 10-2 includes a hazard map storage unit 14-2, an accumulated information storage unit 18, and a hazard map creation unit 19 among the functional units included in the driving support device 10. The hazard map storage unit 14-2 is the hazard map storage unit 14 of the center side device 10-2.

  The vehicle side device 10-1 and the center side device 10-2 can communicate with each other via a network (not shown).

  In the vehicle side device 10-1, when the driver starts driving, the driver authentication unit 11 identifies the driver. The information collection unit 17 collects information such as the vehicle position information acquired by the position acquisition unit 12 and the biological information of the driver driving the vehicle acquired by the biological information acquisition unit 13, and the collected information is collected on the center side. Send to device 10-2.

  In the center side device 10-2, the information received from the vehicle side device 10-1 is recorded in the accumulated data 180 of the corresponding driver stored in the accumulated information storage unit 18. In the center side apparatus 10-2, the hazard map creation unit 19 creates a generalized hazard map 140 used for driving support of a plurality of drivers from the accumulated data 180 of the plurality of drivers stored in the accumulation information storage unit 18. And stored in the hazard map storage unit 14-2. The hazard map 140 stored in the hazard map storage unit 14-2 is sent to the vehicle side device 10-1 of each vehicle.

  In the vehicle-side device 10-1, the hazard map storage unit 14-1 stores a generalized hazard map 140 received from the center-side device 10-2 and used for driving support of a plurality of drivers. The danger state determination unit 15 includes the vehicle position information acquired by the position acquisition unit 12, the driver's biological information acquired by the biological information acquisition unit 13, and the generalized information stored in the hazard map storage unit 14-1. Based on the hazard map 140, it is determined whether the driver is in a dangerous state. When the dangerous state determination unit 15 determines that the driver is in a dangerous state, the warning unit 16 issues a warning to the driver.

  As described above, the driving support device 10 uses the generalized hazard map 140 used for driving support of a plurality of drivers, which is created from information collected during driving of the plurality of drivers in the past, to the driver. Driving assistance may be performed. If the driving support device 10 uses the generalized hazard map 140 to support the driver who drives the vehicle, it is possible to detect the dangerous state of the driver even in a place where the driver is driving for the first time. Become.

  Further, for example, the driving support device 10 may use a combination of the hazard map 140 for each driver and the generalized hazard map 140 to support a driver driving the vehicle. The driving support device 10 uses a hazard map 140 for each driver when the driver driving the vehicle frequently drives, and is generalized when the driver driving the vehicle drives for the first time. An implementation such as using the hazard map 140 is also possible. Furthermore, the driving support device 10 may perform driving support to the driver by using a hazard map based on the occurrence of a conventional accident or hearing from the driver.

  In the above-described embodiment, only one heartbeat information is used as the driver's biological information to determine whether the driver is in a dangerous state, but a plurality of biological information is combined. , It may be determined whether the driver is in a dangerous state.

  The driving support device 10 according to the present embodiment can be applied to various systems such as a drive recorder, a car navigation system, and a driver monitoring system.

DESCRIPTION OF SYMBOLS 10 Driving support device 11 Driver authentication part 12 Position acquisition part 13 Biometric information acquisition part 14 Hazard map memory | storage part 140 Hazard map 15 Hazardous state determination part 16 Warning part 17 Information collection part 18 Accumulated information memory | storage part 180 Accumulated data 19 Hazard map creation part 100 computer 101 CPU
102 Memory 103 Storage Device 104 Input Device 105 Output Device 106 Biosensor 107 GPS Antenna

Claims (2)

A position acquisition unit for acquiring the position of the vehicle;
A biological information acquisition unit that acquires biological information of a driver driving the vehicle, measured in real time by a biological sensor;
A hazard map storage unit for storing hazard map information, which is created based on the driver's biological information measured during past driving of the vehicle and where the driver's biological information changes is recorded;
When the acquired position of the vehicle is a place recorded in the hazard map information, the state of the driver driving the vehicle is dangerous based on the acquired biological information of the driver driving the vehicle. A dangerous state determination unit that determines whether or not a state is present;
A driving support device, comprising: a warning unit that issues a warning to a driver driving the vehicle when it is determined that the driver driving the vehicle is in a dangerous state. The hazard map information includes, for each driver who drives the vehicle, biometric information of a driver who drives the vehicle, which is created based on biological information measured during past vehicle driving by the driver driving the vehicle. Information that is recorded in association with a place that changes and information related to past biological information of a driver who drives the vehicle at the place,
When the acquired position of the vehicle is a place recorded in the hazard map information, the dangerous state determination unit is a past record of a driver driving the vehicle associated with the place in the hazard map information. When it is determined that there is no predetermined change in the biological information of the driver who drives the acquired vehicle in the determination based on the information related to the biological information, the state of the driver who drives the vehicle is in a dangerous state. The driving support device according to claim 1, wherein the driving support device is determined.

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