JP2018185604A - Driving state estimation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving state estimation device capable of accurately estimating a driving state of a driver.SOLUTION: A driving information acquisition section 2 acquires driving information at a present position of a vehicle. A driving state estimation section 4 determines whether a present position corresponds to a unique point. A radio communication section 3 acquires a first driving action pattern 11a when a present position is determined to correspond to a unique point, and acquires a second driving action pattern 11b when a present position is not determined to correspond to a unique point. Then, the driving state estimation section 4 estimates a driving state of a driver by comparing the first driving action pattern 11a or the second driving action pattern 11b with driving information at a present position.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving state estimation device that estimates a driving state of a driver of a moving body.

  In order to reduce the accident of a moving body such as a vehicle, a technique has been proposed in which a driving state of a driver such as a snooze driving or a rough driving is estimated and predetermined information is notified to the driver.

  For example, in Patent Document 1, a driving characteristic acquisition unit acquires driving characteristic information based on a driver's past driving history, a driving situation acquisition unit acquires driving situation information related to the current driving situation, and a state level It is described that an estimation part estimates a driver | operator's state based on driving characteristic information and driving condition information.

JP 2012-118951 A

  In the case of the method of Patent Document 1, the driver's state is estimated by comparing the past driving behavior with the current driving behavior. In this case, if the vehicle travels on a point where it does not travel normally, for example, a road, it will be out of the range of past driving behavior, and therefore cannot be determined. Also, if you compare and average past driving behaviors, you should drive differently from normal driving points, such as the above-mentioned roads, where you rarely drive, such as frequently turning the steering wheel or stepping on the brakes. There is a case that the operation is greatly deviated from the average, and there is a possibility that the driver's condition is mistaken even though the vehicle is operating normally.

  Then, this invention makes it a subject to provide the driving | running state estimation apparatus which can estimate a driver | operator's driving | running state accurately, for example.

  In order to solve the above-described problem, the invention according to claim 1 includes: a first acquisition unit that acquires driving information at a current position of a moving body; a determination unit that determines whether the current position corresponds to a singular point; When it is determined that the current position corresponds to the singular point, first driving information is acquired, and when it is determined that the current position does not correspond to the singular point, second acquisition means for acquiring second driving information. And estimating means for estimating the driving state of the driver by comparing the first driving information or the second driving information with the driving information at the current position.

  The invention according to claim 9 is a driving state estimation method of a driving state estimation device for estimating a driving state of a driver of a moving body, the first acquisition step of acquiring driving information at a current position of the moving body; A determination step for determining whether the current position corresponds to a singular point; and if it is determined that the current position corresponds to the singular point, first operation information is acquired, and the current position does not correspond to the singular point If it is determined, the second acquisition step of acquiring the second driving information, the first driving information or the second driving information, and the driving information at the current position are compared to determine the driving state of the driver. And an estimation step for estimation.

  The invention described in claim 10 is characterized in that the operation state estimating method according to claim 9 is executed by a computer.

  The invention described in claim 11 is characterized in that the driving state estimation generation program described in claim 10 is stored.

It is a block diagram of the driving | running state estimation apparatus concerning one Example of this invention. It is a specific example of the estimation method in the driving | running state estimation part shown by FIG. It is a flowchart of operation | movement of the driving | running | working part shown by FIG.

  Hereinafter, the driving | running state estimation apparatus concerning one Embodiment of this invention is demonstrated. The driving | running state estimation apparatus concerning one Embodiment of this invention is a 1st acquisition means, and acquires the driving information in the present position of a moving body. On the other hand, the determination means determines whether the current position corresponds to a singular point, and if the second acquisition means determines that the current position corresponds to a singular point, the first driving information is acquired, and the current position is determined to be a singular point. If it is determined that the condition does not correspond to the above, the second driving information is acquired. Then, the estimation means estimates the driving state of the driver by comparing the first driving information or the second driving information with the driving information at the current position. By doing this, for example, the driving state is divided into special points where the road environment is extremely bad and other points, such as road shapes such as sharp curves, special narrow streets, roads, and intersections with poor visibility. Even if the point is different from the normal driving operation, erroneous recognition can be reduced by estimating based on the first driving information. Therefore, it is possible to estimate the driving state with high accuracy without selecting a traveling scene.

  The estimating means may estimate whether or not there is a margin in the timing of the driving operation of the driver as the driving state. By doing in this way, a dozing driving, a casual driving, etc. can be estimated by the delay of the driving | operation timing of a driver | operator, etc.

  Further, the first driving information and the second driving information may include position information. By doing in this way, the 1st driving information and the 2nd driving information can be used as past driving history.

  The estimation means may compare the first driving information or the second driving information having position information that matches the current traveling position of the moving body. By doing so, it is possible to directly compare the driving information that has traveled the position in the past with the current driving information, and to estimate the driving state of the driver with higher accuracy.

  Further, the first driving information and the second driving information may be patterned based on the road environment and the road shape. In this way, it is possible to compare points that have not traveled in the past using a pattern similar to the point.

  Further, the estimation means may compare the first driving information or the second driving information in a pattern in which the current traveling position of the mobile body is similar to the road environment and the road shape. By doing in this way, the point which has not traveled in the past can be compared with the current driving information, and the driving state can be estimated.

  The first driving information and the second driving information include time information, and the estimating means estimates the driving state of the driver by comparing with the first driving information or the second driving information corresponding to the current time. May be. By doing in this way, the driving information according to time zones, such as nighttime and daytime, can be selected and compared. Therefore, the driving state can be estimated with higher accuracy.

  Moreover, you may provide the alerting | reporting means which alert | reports a driving | running state to a driver | operator. In this way, for example, the driver can be notified of danger and signs such as snoozing driving and sloppy driving, and can be encouraged to take a break.

  Moreover, the driving | running state estimation method concerning one Embodiment of this invention acquires the driving | operation information in the present position of a moving body at a 1st acquisition process. On the other hand, in the determination step, it is determined whether the current position corresponds to a singular point. If it is determined in the second acquisition step that the current position corresponds to a singular point, the first driving information is acquired, and the current position is determined to be a singular point. If it is determined that the condition does not correspond to the above, the second driving information is acquired. Then, in the estimation step, the driving state of the driver is estimated by comparing the first driving information or the second driving information with the driving information at the current position. By doing this, for example, the driving state is divided into special points where the road environment is extremely bad and other points, such as road shapes such as sharp curves, special narrow streets, roads, and intersections with poor visibility. Even if the point is different from the normal driving operation, erroneous recognition can be reduced by estimating based on the first driving information. Therefore, it is possible to estimate the driving state with high accuracy without selecting a traveling scene.

  Moreover, it is good also as a driving | running state estimation program which performs the driving | running state estimation method mentioned above by computer. In this way, using a computer, for example, a sharp point, a special narrow street, a road shape such as a narrow road, or a point where the road environment is extremely bad, such as a crossing point with poor visibility, and other points The driving state can be estimated separately, and misrecognition can be reduced even when the normal driving operation is different. Therefore, it is possible to estimate the driving state with high accuracy without selecting a traveling scene.

  Further, the above-described operation state estimation program may be stored in a computer-readable recording medium. In this way, the program can be distributed as a single unit in addition to being incorporated in the device, and version upgrades can be easily performed.

  An operation state estimation apparatus according to an embodiment of the present invention will be described with reference to FIGS. As illustrated in FIG. 1, the driving state estimation device 1 includes a driving information acquisition unit 2, a wireless communication unit 3, a driving state estimation unit 4, a current position acquisition unit 5, and a notification unit 6. Yes. The driving state estimation device 1 shown in FIG. 1 is installed in a moving body such as a vehicle.

  The driving information acquisition unit 2 as the first acquisition unit provides information such as traveling speed, brake, accelerator or steering wheel operation timing, pedal depression amount, steering wheel steering angle, acceleration / deceleration or lateral acceleration, for example. It is an interface (I / F) which acquires data from various sensors installed in the. The acquired data is output to the driving state estimation unit 4 as driving information at the current position.

  The wireless communication unit 3 as the second acquisition unit includes an electronic circuit, an antenna, and the like for wirelessly communicating with a server 11 described later via a network N such as the Internet. The wireless communication unit 3 receives (acquires) the first driving behavior pattern 11 a or the second driving behavior pattern 11 b from the server 11 and outputs it to the driving state estimation unit 4. In addition, the wireless communication unit 3 transmits the current driving information acquired by the driving information acquisition unit 2 to the server 11 under the control of the driving state estimation unit 4.

  The driving state estimation unit 4 compares the driving information at the current position acquired by the driving information acquisition unit 2 with the first driving behavior pattern 11a or the second driving behavior pattern 11b acquired by the wireless communication unit 3, and the driver. Estimate the driving state of Details of the operation state estimation method will be described later. In addition, the driving information at the current position acquired by the driving information acquisition unit 2 is transmitted to the server 11 by the wireless communication unit 3 as a travel history. The driving state estimation unit 4 may be installed in the vehicle as an ECU (Electronic Control Unit) or the like, for example, or a CPU (Central Processing Unit) mounted on an in-vehicle device such as a navigation device may function. Good.

  The current position acquisition unit 5 acquires the current position of the vehicle on which the driving state estimation device 1 is installed, for example, with a GPS (Global Positioning System) receiver.

  The notification unit 6 as a notification unit notifies the driver or the like of the driving state as necessary based on the estimation result of the driving state estimation unit 4. The notification unit 6 includes, for example, a display unit such as a liquid crystal display or a warning lamp that notifies by displaying characters or icons, a speaker that notifies by sound such as a warning sound, and the like. Or you may alert | report by vibrating the vibrator embedded in the driver's seat.

  Moreover, it is not restricted to a driver | operator as the object which the alerting | reporting part 6 alert | reports. For example, in the case of a business vehicle such as a family at a distant place or a truck or a bus, an administrator or the like may be notified via a communication line or the like.

  The server 11 stores (stores) a first driving action pattern 11a and a second driving action pattern 11b. The server 11 transmits the first driving behavior pattern 11a or the second driving behavior pattern 11b in response to a request from the driving state estimation device 1.

  The first driving behavior pattern 11a is a driving behavior pattern at a specific point of the driver. The second driving behavior pattern 11b is a driving behavior pattern at a point other than the specific point of the driver. The driving behavior pattern is, for example, patterning behavior related to driving operation such as travel speed, operation timing of brake, accelerator or steering wheel, pedal depression amount, steering angle of steering wheel, acceleration / deceleration or lateral acceleration. Is. A singular point is a point where the road environment is extremely bad, such as a sharp curve, a special narrow street (such as a power pole or guardrail that protrudes from the road) Say.

  The first driving action pattern 11a and the second driving action pattern 11b are generated and stored for each driver.

  In the server 11, the driving information acquired by the driving information acquisition unit of the driving state estimation device 1 is stored as a travel history in association with the current position acquired by the current position acquisition unit 5. The first driving action pattern 11a is obtained by patterning driving information concerning a specific point among accumulated driving information based on the road environment and the road shape. For example, they are patterned as sharp curves, narrow streets, roads, intersections, and the like. The creation of the pattern is not limited to being performed by the server 11, but may be performed by another arithmetic server or the like. Further, when the current position is in the travel history, the driving information itself of the history may be the first driving action pattern 11a. In this case, the first driving action pattern 11a includes position information. When there are a plurality of travel histories at the position, for example, averaging may be performed.

  Similarly to the first driving behavior pattern 11a, the second driving behavior pattern 11b is obtained by patterning driving information relating to points other than the specific points among the accumulated driving information based on the road environment and the road shape. When the current position of the second driving action pattern 11b is also in the travel history, the driving information itself of the history may be the second driving action pattern 11b. In this case, the second driving action pattern 11b includes position information.

  The first driving action pattern 11a and the second driving action pattern 11b may be updated as appropriate as the driving history is accumulated. In that case, you may apply to the update of a driving | running behavior pattern, dividing periods, such as the past several years. The first driving behavior pattern 11a and the second driving behavior pattern 11b may be included in the driving state estimation device 1 instead of the server 11.

  Next, an operation state estimation method in the operation state estimation unit 4 of the operation state estimation device 1 having the above-described configuration will be described. The driving state estimation unit 4 determines whether or not the current position acquired by the current position acquisition unit 5 corresponds to a singular point. And when it determines with falling into a peculiar point, the 1st driving action pattern 11a is made to acquire from the server 11 by the wireless communication part 3, the said 1st driving action pattern 11a and the present driving information are compared, and a driving | running state It is determined whether or not there is a margin. On the other hand, if it is determined that it does not correspond to a singular point, the second driving action pattern 11b is acquired from the server 11 by the wireless communication unit 3, the second driving action pattern 11b is compared with the current driving information, and driving is performed. It is determined whether or not the state has a margin. That is, the driving state estimation unit 4 also functions as a determination unit.

  Whether or not it is a singular point may be determined by adding information indicating the singular point to map information or the like in advance and referring to the driving state estimation unit 4, or a database of singular points or the like. May be referred to by the driving state estimation unit 4. In addition, the map information, the database, and the like may be included in the driving state estimation device 1, or may be included in other in-vehicle devices such as a navigation device, or from an external device such as the server 11 via a network or the like. You may make it acquire.

  When the current position is in the travel history, as described above, the driving information itself of the history is compared with the driving information at the current position as the first driving action pattern 11a or the second driving action pattern 11b. If the current position is not in the travel history, the patterned first driving action pattern 11a or second driving action pattern 11b is compared with driving information at the current position. At this time, for example, when the current position is a tunnel, it is compared with the pattern of the tunnel. That is, the first driving action pattern 11a (first driving information) or the second driving action pattern 11b (second driving information) having a pattern similar to the current position and the road environment or road shape is compared.

  FIG. 2 shows a left turn as a specific example of whether or not there is a margin. When making a left turn, a series of sequences consists of cruising, stepping on brakes, turning left, and accelerating. The horizontal direction in FIG. 2 is a time axis, and the vertical direction without a margin indicates the magnitude of G (acceleration).

  First, in the case of driving with a margin, (1) before turning, for example, a pre-action is performed in which the speed is gradually reduced from the cruising speed, for example, by releasing the accelerator pedal or applying the engine brake. (2) The brake immediately before the left turn has sufficiently slowed down so far, so the deceleration G (brake) is relatively gentle (α1 in FIG. 2). And (3) Since the speed is sufficiently reduced, the steering wheel can be turned smoothly with a margin. (4) Since the speed is sufficiently reduced, the lateral acceleration (αy1) during turning is not relatively large. Furthermore, (5) the handle can be returned smoothly and smoothly.

  On the other hand, in the case of driving without a margin, (6) the timing of the brake is performed immediately before the left turn, and is delayed by t1 as compared with the case where there is a margin. Therefore, the brake suddenly decelerates, and the deceleration G increases (α2 in FIG. 2). (7) Before the left turn, the speed cannot be reduced sufficiently, the brake is depressed and the curve is reached (t2 in FIG. 2), and the lateral acceleration (αy2) during turning is also a large value. Become. Furthermore, (8) because the speed has not slowed down, there is an unstable time zone where the steering wheel can be returned suddenly, or the steering wheel can be turned too much and turned back in reverse. 2 t3). Therefore, acceleration is not performed smoothly.

  Thus, as the current driving information, values such as the operation timing of the brake, accelerator or steering wheel, pedal depression amount, steering angle of the steering wheel, acceleration / deceleration, lateral acceleration, etc. are used as the first driving action pattern 11a or By comparing with the second driving behavior pattern 11b, it can be determined whether or not the current driving state of the driver has a margin.

  For example, if the lengths t1, t2, and t3 in FIG. In this case, the threshold values may be individually set at t1, t2, and t3. Further, not all of t1, t2, and t3 are not less than the threshold time, but any one or more may be determined to be no more than the threshold time.

  In determining a driving state with a margin, among the values included in the driving information such as operation timing, pedal depression amount, steering angle of the steering wheel, acceleration / deceleration and lateral acceleration, for example, t1, t2, t3 described above, for example. Thus, it is not necessary to compare all items such as only the operation timing.

  This determination result is not limited to notifying the presence / absence of a margin each time, but may be reported when it is determined that there is no allowance a plurality of times. This is because, for example, even if the driving corresponds to driving with no margin in FIG. 2, this is not necessarily caused by the driver, but may be caused by other factors. In this case, the notification may be made continuously when there is no allowance a plurality of times, or the frequency within a predetermined time or within a predetermined distance may be a predetermined threshold value or more.

  Next, FIG. 3 shows a flowchart of the operation (operation state estimation method) of the operation state estimation unit 4 described above. First, the driving information acquisition unit 2 acquires the current driving information (step S1), and based on the current position information acquired by the current position acquisition unit 5 whether or not the current position where the driving information is acquired corresponds to a singular point. (Step S2).

  Next, when it is determined in step S2 that it corresponds to a singular point (in the case of YES), the wireless communication unit 3 is caused to acquire the first driving behavior pattern 11a from the server 11 (step S3), while on the other hand, in step S2 When it determines with not corresponding to a point (in the case of NO), it makes the wireless communication part 3 acquire the 2nd driving action pattern 11b from the server 11 (step S4).

  Next, the current driving information acquired in step S1 is compared with the first driving action pattern 11a acquired in step S3 or the second driving action pattern 11b acquired in step S4, and it is determined whether or not the driving has no margin. Determine (step S5).

  Next, when it is determined that the driving has no predetermined time (step S6: YES), the driver is notified from the notification unit 6 (step S7). The predetermined number of times may be counted by providing a counter or the like in the operation state estimation unit 4. On the other hand, when it is not determined that the operation does not have a predetermined margin (step S6: NO), the process returns to step S1. The predetermined number of times may not be once as described above, but may be a plurality of consecutive times or a frequency within a predetermined period or a predetermined distance.

  Next, after notifying in step S7, it is determined whether or not the operation is finished. When the operation is finished (step S8: YES), the flowchart is finished, and when the operation is not finished (step S8: NO), the process goes to step S1. Return. Whether or not the operation has ended may be determined by, for example, turning off the ignition switch.

  That is, step S1 functions as a first acquisition unit, step S2 functions as a determination unit, steps S3 and S4 function as a second acquisition unit, and step S5 functions as an estimation unit.

  According to this embodiment, the driving information acquisition unit 2 acquires driving information at the current position of the vehicle. On the other hand, the driving state estimation unit 4 determines whether the current position corresponds to a singular point. If the wireless communication unit 3 determines that the current position corresponds to a singular point, the first driving behavior pattern 11a is acquired. If it is determined that the current position does not correspond to a singular point, the second driving action pattern 11b is acquired. Then, the driving state estimation unit 4 compares the first driving behavior pattern 11a or the second driving behavior pattern 11b with the driving information at the current position, and estimates the driving state of the driver. By doing this, for example, the driving state is divided into special points where the road environment is extremely bad and other points, such as road shapes such as sharp curves, special narrow streets, roads, and intersections with poor visibility. Even if the normal driving operation is different, it is possible to reduce misrecognition by estimating based on the first driving action pattern 11a. Therefore, it is possible to estimate the driving state with high accuracy without selecting a traveling scene.

  Further, the driving state estimation unit 4 estimates whether or not there is a margin in the driving operation timing of the driver as the driving state. By doing in this way, a dozing driving, a casual driving, etc. can be estimated by the delay of the driving | operation timing of a driver | operator, etc.

  In addition, the first driving action pattern 11a and the second driving action pattern 11b include position information. By doing in this way, the 1st driving action pattern 11a and the 2nd driving action pattern 11b can be utilized as past driving history.

  In addition, the driving state estimation unit 4 may compare the first driving action pattern 11a or the second driving action pattern 11b having position information that matches the current traveling position of the moving body. By doing in this way, the driving action pattern concerning the driving information that has traveled the position in the past can be directly compared with the current driving information, and the driving state can be estimated with higher accuracy.

  Moreover, the 1st driving action pattern 11a and the 2nd driving action pattern 11b may be patterned based on road environment or road shape. In this way, it is possible to compare points that have not traveled in the past using a pattern similar to the point.

  Moreover, the alerting | reporting part 6 which alert | reports a driving | running state to a driver | operator is provided. In this way, for example, the driver can be notified of danger and signs such as snoozing driving and sloppy driving, and can be encouraged to take a break.

  The accumulated driving information may include time information, and the first driving action pattern 11a and the second driving action pattern 11b may be created in a plurality of types such as morning, noon, and night based on the time. That is, the first driving action pattern 11a and the second driving action pattern 11b include time information, and the driving state estimation unit 4 displays the first driving action pattern 11a and the second driving action pattern 11b corresponding to the current time. The driving state of the driver may be estimated by comparison. By doing in this way, the driving information according to time zones, such as nighttime and daytime, can be selected and compared. Therefore, the driving state can be estimated with higher accuracy.

  In addition, in the above-described embodiment, only when the driving state is determined to have no margin, only the notification is given. Based on this, for example, the traveling speed, the brake timing, and the like may be provided by voice or display.

  In the above-described embodiment, the driving behavior pattern is acquired from the server. However, the driving behavior pattern is stored in a storage unit included in the driving state estimation device or the navigation device and is acquired from the storage unit. Anyway.

  Further, the present invention is not limited to the above embodiment. That is, those skilled in the art can implement various modifications in accordance with conventionally known knowledge without departing from the scope of the present invention. Of course, such modifications are included in the scope of the present invention as long as the configuration of the operating state estimating apparatus of the present invention is provided.

DESCRIPTION OF SYMBOLS 1 Driving assistance information generation apparatus 2 Driving information acquisition part (1st acquisition means)
3 wireless communication unit (second acquisition means)
4 Driving state estimation unit (determination means, estimation means)
5 Notification part (notification means)
11a First driving action pattern (first driving information)
11b Second driving action pattern (second driving information)
S1 Current operation information acquisition (first acquisition process)
S2 Judgment of peculiar point (judgment process)
S3 First driving action pattern acquisition (second acquisition step)
S4 Second driving action pattern acquisition (second acquisition step)
S5 Comparison / determination (estimation process)

Claims (11)

First acquisition means for acquiring driving information at the current position of the moving body;
Determining means for determining whether the current position corresponds to a singular point;
When it is determined that the current position corresponds to the singular point, first driving information is acquired, and when it is determined that the current position does not correspond to the singular point, second acquisition means for acquiring second driving information. When,
Estimating means for estimating the driving state of the driver by comparing the first driving information or the second driving information with the driving information at the current position;
An operating state estimation device comprising:   The driving state estimation apparatus according to claim 1, wherein the estimation unit estimates whether there is a margin in the timing of the driving operation of the driver as the driving state.   The driving state estimation apparatus according to claim 1, wherein the first driving information and the second driving information include position information.   The driving state estimating apparatus according to claim 3, wherein the estimating means compares the first driving information or the second driving information having the position information that matches the current position of the moving body.   The driving state estimation apparatus according to claim 1 or 2, wherein the first driving information and the second driving information are patterned based on a road environment and a road shape.   6. The driving state estimation according to claim 5, wherein the estimation unit compares the first driving information or the second driving information with a pattern in which a current position of the moving body is similar to a road environment or a road shape. apparatus. The first driving information and the second driving information include time information,
The estimating means estimates the driving state of the driver in comparison with the first driving information or the second driving information corresponding to a current time;
The driving | running state estimation apparatus as described in any one of Claims 1 thru | or 6 characterized by the above-mentioned.   The driving state estimation device according to any one of claims 1 to 7, further comprising notification means for notifying the driver of the driving state. A driving state estimation method of a driving state estimation device for estimating a driving state of a driver of a mobile object,
A first acquisition step of acquiring driving information at a current position of the moving body;
A determination step of determining whether the current position corresponds to a singular point;
A second acquisition step of acquiring first driving information when it is determined that the current position corresponds to the singular point, and acquiring second driving information when it is determined that the current position does not correspond to the singular point. When,
An estimation step of estimating the driving state of the driver by comparing the first driving information or the second driving information with the driving information at the current position;
The driving | running state estimation apparatus characterized by including.   A driving state estimation program that causes a computer to execute the driving state estimation method according to claim 9.   A computer-readable recording medium storing the operation state estimation program according to claim 10.

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