JP2017191367A - Safe driving support device and safe driving support program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To increase accuracy in determining whether or not a driver is in an inattentive driving state.SOLUTION: A safety driving support device 2 comprises: a line-of-sight determination part 7b for determining a line-of-sight of a driver; a driving load level calculation part 7c for calculating a driving load level of the driver; a driving load level determination part 7d which, when the calculation of the driving load level of the driver has been successfully performed, determines the calculated driving load level of the driver; and an inattentive driving state determination part 7g for determining whether or not the driver is in an inattentive driving state. When the direction of the line-of-sight of the driver is deviated from the traveling direction of the vehicle, the inattentive driving state determination part 7g determines that the driver is in an inattentive driving state if the driving load level of the driver is less than a prescribed level and determines that the driver is not in an inattentive driving state if the driving load level of the driver is not less than the prescribed level.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a safe driving support apparatus and a safe driving support program.

  Conventionally, there has been provided a safe driving support device that determines whether or not a driver is looking aside and specifies that the driver is looking aside (for example, see Patent Document 1).

JP 2014-16702 A

  This type of safe driving assistance device specifies that the driver is not looking aside unless the driver's line-of-sight direction deviates from the traveling direction of the vehicle, and driving if the driver's line-of-sight direction deviates from the vehicle traveling direction. The person is in a state of looking aside. However, for example, the driver's line-of-sight direction deviates from the traveling direction of the vehicle even when the rearward confirmation is performed by direct visual observation. Therefore, in the configuration that specifies that the driver is in a state of looking aside when the driver's line-of-sight direction is out of the traveling direction of the vehicle, it is accurately determined whether the driver is in a state of looking aside. Is difficult. As a result, the quality of services such as driving diagnosis and warning using the determination result of whether or not the driver is looking aside is reduced.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a safe driving support device and a safe driving support program that can improve the accuracy of determining whether or not a driver is looking aside. There is to do.

  According to the invention described in claim 1, the line-of-sight direction determination unit (7b) determines the line-of-sight direction of the driver. The driving load level calculation unit (7c) calculates the driving load level of the driver. When the driving load level determination unit (7d) succeeds in calculating the driving load level of the driver, the driving load level determination unit (7d) determines the calculated driving load level of the driver. The aside look state determination unit (7g) succeeds in calculating the driving load level of the driver when the driver's line-of-sight direction is determined to be out of the traveling direction of the vehicle, and When it is determined that the driving load level is not equal to or higher than the predetermined level, the driver is identified as looking aside. When the driving load level of the driver is determined to be equal to or higher than the predetermined level, the driver is not looking aside. Identify.

  That is, when the driver's line-of-sight direction deviates from the vehicle traveling direction and the driver's driving load level is relatively low, the driver's line-of-sight movement is an inappropriate line-of-sight movement that hinders safe driving. And the driver is determined to be looking aside. On the other hand, when the driver's line-of-sight direction deviates from the traveling direction of the vehicle, if the driver's driving load level is relatively high, the driver's line-of-sight movement is an appropriate line-of-sight movement that ensures safe driving (for example, direct And confirming that the driver is not looking aside. By determining whether or not the driver is looking aside using the driving load level of the driver, it is possible to improve the accuracy of determining whether or not the driver is looking aside.

Functional block diagram showing an embodiment of the present invention flowchart Timing chart

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The safe driving support system 1 includes a safe driving support device 2, a driver monitoring system 3, a travel information ECU (Electronic Control Unit) 4, a biological information acquisition system 5, and an information notification device 6.

  The driver monitoring system 3 includes a driver photographing camera that photographs the upper body of the driver while the driver is sitting on the driver's seat. The driver monitoring system 3 detects the driver's gaze direction by analyzing the movement of the driver's head and eyeballs using the video taken by the driver's camera, and provides a safe driving support with a detection signal indicating the detection result. Output to device 2. The driver photographing camera is a CCD (Charge Coupled Device) image sensor, a CMOS (Complementary Metal Oxide Semiconductor) image sensor, or the like, and may be singular or plural.

  For example, the travel information ECU 4 acquires travel information related to the travel of the vehicle in cooperation with the navigation system, and outputs a travel information signal indicating the acquired travel information to the safe driving support device 2. The biological information acquisition system 5 acquires biological information related to the living body such as the heart rate, pulse, and blood pressure of the driver, and outputs a biological information signal indicating the acquired biological information to the safe driving support device 2. The information notification device 6 is a speaker, a head-up display, or the like. When the notification command signal is input from the safe driving support device 2, the information notification device 6 outputs or displays the notification information as a voice.

  The safe driving support device 2 includes a control unit 7. The control unit 7 includes a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an I / O (Input / Output). The control unit 7 executes processing corresponding to the computer program by executing the computer program stored in the non-transitional tangible recording medium, and controls the overall operation of the safe driving support device 2.

  The control unit 7 includes, as functions related to the present invention, a vehicle speed determination unit 7a, a line-of-sight direction determination unit 7b, a driving load level calculation unit 7c, a driving load level determination unit 7d, a traveling situation determination unit 7e, An operation determination unit 7f and an aside look determination unit 7g are included. Each of these parts 7a-7g is comprised by the safe driving assistance program which the control part 7 performs, and is implement | achieved by software.

  The vehicle speed determination unit 7a determines the vehicle speed using the travel information indicated by the travel information signal input from the travel information ECU 4. The line-of-sight direction determination unit 7 b determines the line-of-sight direction of the driver using the detection result indicated by the detection signal input from the driver monitoring system 3.

  The driving load level calculation unit 7c uses the driving information indicated by the driving information signal input from the driving information ECU 4 and the biological information indicated by the biological information signal input from the biological information acquisition system 5, and calculates the load related to the driving of the driver. The driving load level is calculated by indexing. Specifically, if the driving load level calculation unit 7c uses travel information, for example, if the road on which the vehicle is traveling is an automobile-only road, a pedestrian, a general road with relatively few intersections, or the like, It is estimated that the number of operations and steering operations is relatively small and the load is small, and the driving load level of the driver is calculated with a relatively small value. On the other hand, the driving load level calculation unit 7c, for example, if the road on which the vehicle is traveling is a pedestrian or a general road or a narrow street with a relatively large number of intersections, the number of brake operations and steering operations is relatively large and the load is large. And the driving load level of the driver is calculated with a relatively large value.

  Further, if the driving load level calculation unit 7c uses biometric information, for example, the driver's normal heart rate, pulse, blood pressure, and the like are registered in advance, and the driver's heart rate, pulse, blood pressure, etc. Is within the normal value range, it is estimated that the driver's physical condition is good and the load is small, and the driving load level of the driver is calculated with a relatively small value. On the other hand, if the driver's heart rate, pulse, blood pressure, or the like is outside the normal value range, the driving load level calculation unit 7c estimates that the driver's physical condition is not good and the load is large, and the driver's driving Calculate the load level with a relatively large value. The driving load level calculation unit 7c calculates the driving load level by using the travel information, the biological information, and the like in this manner and indexing the load related to the driving of the driver from various angles.

The driving load level determination unit 7d determines the driver's calculated driving load level by comparing it with a predetermined level set in advance.
The traveling state determination unit 7e determines traveling-related information using traveling information indicated by the traveling information signal input from the traveling information ECU 4. Specifically, the traveling state determination unit 7e determines vehicle speed, acceleration, and the like as information related to the traveling state, for example. The driving operation determination unit 7f uses the driving information indicated by the driving information signal input from the driving information ECU 4 to determine information related to the driving operation. Specifically, the driving operation determination unit 7f determines, for example, the brake depression amount and the steering angle of the steering as information related to the driving operation.

  When the driver's driving load level is successfully calculated by the driving load level calculator 7c, the driver's side look state determination unit 7g compares the calculated driver's driving load level with a predetermined level so that the driver It is determined whether or not it is in a state. On the other hand, when the driver's load level calculation unit 7c fails to calculate the driver's driving load level, the driver's armpit state determination unit 7g uses the information on the driving situation and the information on the driving operation, so that the driver is in the driver's armpit state. It is determined whether or not.

Next, the operation of the above configuration will be described with reference to FIGS.
The control unit 7 performs safe driving support processing in connection with the present invention. The control unit 7 starts the safe driving support process when a start condition of the safe driving support process is established, for example, the ignition switch is switched from OFF to ON. Note that the control unit 7 may add, for example, that the vehicle speed is equal to or higher than a certain speed or that the driver has performed a predetermined operation to the start condition of the safe driving support process.

  When the safe driving support process is started, the control unit 7 determines whether or not the vehicle speed is equal to or higher than a predetermined speed (S1). In this case, the control unit 7 sets the speed at which the safety is not threatened even when the driver is looking aside as the predetermined speed. When the controller 7 determines that the vehicle speed is equal to or higher than the predetermined speed (S1: YES), the controller 7 determines whether or not the driver's line-of-sight direction is out of the traveling direction of the vehicle (S2, corresponding to the line-of-sight direction determination procedure). ). The control unit 7 uses the traveling direction of the vehicle as a reference, and determines that the driver's viewing direction deviates from the traveling direction of the vehicle when the deviation of the driver's viewing direction from the reference exceeds a predetermined angle (S2 : YES), the driving load level of the driver is calculated (S3). The control unit 7 may change the predetermined angle according to the vehicle speed. That is, the control unit 7 sets the predetermined angle to be relatively large when the vehicle speed is relatively small, and thus the driver's field of view is relatively large. Tends to be relatively narrow, the predetermined angle may be set relatively small.

  The control unit 7 determines whether or not the calculation of the driving load level of the driver is successful (S4, corresponding to a success determination procedure). When determining that the calculation of the driving load level of the driver is successful (S4: YES), the control unit 7 determines the calculated driving load level of the driver by comparing with the predetermined level (S5).

  If the control unit 7 determines that the driving load level of the driver is not equal to or higher than the predetermined level (less than the predetermined level) (S5: NO), the driver moves the line of sight while the driving load is relatively small. Is determined to be an inappropriate line of sight movement that hinders safe driving, and the driver is specified to be in a side-by-side state (S6, corresponding to a side-by-side state determination procedure). Then, the control unit 7 outputs a notification command signal to the information notification device 6, and issues a warning by causing the notification information to be output and displayed (S7).

  On the other hand, when the control unit 7 determines that the driving load level of the driver is equal to or higher than the predetermined level (S5: YES), the control unit 7 moves the line of sight in a situation where the driving load is relatively large (for example, backward confirmation by direct visual observation, etc.). Therefore, it is specified that the driver's line-of-sight movement is an appropriate line-of-sight movement that secures safe driving, and the driver is determined not to be in the side-by-side state (S8, corresponding to the side-by-side state determination procedure).

  In this way, when the control unit 7 succeeds in calculating the driving load level of the driver, the control unit 7 determines whether the driver is looking aside by comparing the calculated driving load level of the driver with a predetermined level. Specify whether or not. That is, as shown in FIG. 3, if the driver's driving load level is equal to or higher than a predetermined level even if the driver's line-of-sight direction deviates from the traveling direction of the vehicle, the control unit 7 determines the period (t1 to t2). (Period) specifies that the driver is not looking aside. On the other hand, if the driver's line-of-sight direction deviates from the traveling direction of the vehicle and the driver's driving load level is not equal to or higher than the predetermined level, the controller 7 looks aside during that period (period t3 to t4). Identifies the condition.

  If it determines with the control part 7 having failed in calculation of a driver | operator's driving load level (S4: NO), it will determine the information regarding a driving | running | working condition (S9), and will determine the information regarding driving operation (S10). And the control part 7 determines whether the conditions of an aside state are satisfied using the determination result of the information regarding a driving | running | working condition, and the determination result of the information regarding driving operation (S11). For example, if the control unit 7 determines that the vehicle speed and acceleration fluctuations are relatively slow from the information related to the driving situation, or determines that the brake depression amount and the steering angle of the steering are relatively small from the information related to the driving operation, the control unit 7 It is determined that the condition of the state is satisfied (S11: YES), the driver's line-of-sight movement is identified as an inappropriate line-of-sight movement that hinders safe driving, and the driver is identified as a side-by-side state. (S6). That is, if the control unit 7 estimates that the situation does not involve a relatively large line-of-sight movement from the information on the driving situation and the information on the driving operation even if the calculation of the driving load level of the driver fails, Identifies the condition. In this case as well, the control unit 7 outputs a notification command signal to the information notification device 6 and issues a warning by outputting or displaying the notification information by voice (S7).

  On the other hand, for example, when the control unit 7 determines that the vehicle speed and acceleration fluctuations are relatively severe from the information on the driving situation, or determines that the brake depression amount and the steering angle of the steering are relatively large from the information on the driving operation, It is determined that the condition of looking aside is not satisfied (S11: NO), and it is determined that the driver's line-of-sight movement is an appropriate line-of-sight movement that secures safe driving, and the driver is not positioned to look aside ( S8). That is, even if the control unit 7 fails to calculate the driving load level of the driver, the control unit 7 estimates that the situation involves a relatively large line of sight movement from the information about the driving situation and the information about the driving operation. If not, specify.

  Thus, even if the control unit 7 fails to succeed in calculating the driving load level of the driver, the control unit 7 uses the information on the driving situation and the information on the driving operation to determine whether or not the situation involves a relatively large line of sight movement. It is specified whether or not the driver is in a state of looking aside.

  When the controller 7 determines whether or not the driver is looking aside in this manner, the control unit 7 determines whether or not the end condition of the safe driving support process is satisfied (S12), and the end condition of the safe driving support process is determined. If it is determined that is not established (S12: NO), the process returns to step S1, and step S1 and subsequent steps are repeated. If it determines with the completion | finish conditions of safe driving assistance processing, such as an ignition switch changing from ON to OFF, for example, the control part 7 will complete | finish safe driving assistance processing (S12: YES). Note that the control unit 7 may add, for example, that the vehicle speed is less than a certain speed or that the driver has performed a predetermined operation to the end condition of the safe driving support process.

As described above, according to the present embodiment, the following effects can be obtained.
In the safe driving support device 2, when the calculation of the driving load level of the driver is successful, the calculated driving load level of the driver is compared with a predetermined level to determine whether or not the driver is in an aside state. I tried to identify. That is, when the driver's line-of-sight direction deviates from the traveling direction of the vehicle, the driver's line-of-sight movement is an inappropriate line-of-sight movement that hinders safe driving unless the driver's driving load level is higher than a predetermined level. On the other hand, if the driver's driving load level is equal to or higher than a predetermined level, the driver's line-of-sight movement is specified as an appropriate line-of-sight movement that ensures safe driving. Thereby, it is possible to improve the accuracy of determining whether or not the driver is looking aside by determining whether or not the driver is looking aside using the driving load level of the driver. As a result, it is possible to avoid a decrease in the quality of service such as driving diagnosis and warning using the determination result of whether or not the driver is looking aside.

  Further, in the safe driving support apparatus 2, even if the calculation of the driving load level of the driver fails without succeeding, it is determined whether or not the driver is in a state of looking aside by using the information regarding the driving situation and the information regarding the driving operation. I tried to identify. Thereby, even if the calculation of the driving load level of the driver fails without succeeding, it is possible to improve the accuracy of determining whether the driver is looking aside.

  Further, in the safe driving support device 2, it is specified whether or not the driver is looking aside on the condition that the vehicle speed is equal to or higher than a predetermined speed. Thus, it is possible to avoid unnecessary warnings by setting the predetermined speed to a level that does not threaten safety even when the driver is looking aside.

The present invention is not limited to those exemplified in the above-described embodiment, and can be arbitrarily modified or expanded without departing from the scope thereof.
When the calculation of the driving load level of the driver fails without succeeding, the configuration for specifying whether or not the driver is in an aside state using the information on the driving situation and the information on the driving operation is illustrated. It may be specified whether or not the driver is looking aside using either the information or the information related to the driving operation.

  When determining whether or not the driver's line-of-sight direction is out of the traveling direction of the vehicle, the condition that the time when the driver's line-of-sight direction is out of the vehicle's traveling direction has continued for at least a predetermined time (for example, several seconds). It is also good. In that case, the control unit 7 may change the predetermined time according to the vehicle speed. That is, the control unit 7 sets the predetermined time relatively long if the vehicle speed is relatively small, so that the change around the vehicle is relatively large if the vehicle speed is relatively large. Therefore, the predetermined time may be set relatively short.

  In the drawings, 2 is a safe driving support device, 7 is a control unit, 7a is a vehicle speed determination unit, 7b is a gaze direction determination unit, 7c is a driving load level calculation unit, 7d is a driving load level determination unit, and 7e is a traveling condition determination unit. 7f is a driving operation determination unit, and 7g is an aside look state determination unit.

Claims (5)

A line-of-sight direction determination unit (7b) for determining the line-of-sight direction of the driver;
A driving load level calculation unit (7c) for calculating the driving load level of the driver;
When the calculation of the driving load level of the driver is successful, a driving load level determination unit (7d) that determines the calculated driving load level of the driver;
An aside look determination unit (7g) for determining whether or not the driver is in a look aside;
The aside look state determination unit succeeds in calculating the driving load level of the driver when it is determined that the driver's line-of-sight direction is out of the traveling direction of the vehicle, and the calculated driving load of the driver If it is determined that the level is not equal to or higher than the predetermined level, the driver is identified as looking aside. If the driver's driving load level is determined to be equal to or higher than the predetermined level, the driver is identified as not looking aside. Safe driving support device (2). In the safe driving support device according to claim 1,
A travel condition determination unit (7e) for determining information related to the travel condition;
If the driver's driving load level is unsuccessfully calculated, the driver's side look state determination unit determines whether or not the driver is in a state of looking aside using the determination result of the traveling state determination unit. In the safe driving support device according to claim 1,
A driving operation determination unit (7f) for determining information related to the driving operation is provided,
When the driver's driving load level is unsuccessfully calculated, the armpit state determination unit uses the determination result of the driving operation determination unit to determine whether the driver is in the armpit state. In the safe driving assistance apparatus as described in any one of Claim 1 to 3,
A vehicle speed determination unit (7a) for determining the vehicle speed;
When the vehicle speed is determined to be greater than or equal to the predetermined speed, the sideward state determination unit determines whether or not the driver is in the state of looking aside. A safe driving support device that does not determine whether or not the vehicle is in a state. In the control part (7) of the safe driving support device (2),
A gaze direction determination procedure for determining whether or not the driver's gaze direction is out of the traveling direction of the vehicle;
A success determination procedure for determining whether or not the calculation of the driving load level of the driver is successful;
If it is determined that the driver's driving load level has been successfully calculated, and if the calculated driver's driving load level is determined to be not greater than or equal to the predetermined level, the driver is determined to be in a state of looking aside, and the driver's driving load is determined. A safe driving support program that executes a side-by-side state determination procedure that specifies that the driver is not in the side-by-side state when the level is determined to be equal to or higher than a predetermined level.

Images