JP2019011015A - On-board device and driving diagnostic method - Google Patents

Abstract

To provide an on-board device that can accurately diagnose driving operation of a driver, and to provide a driving diagnostic method.SOLUTION: An on-board device includes a diagnosis part, a detection part and a change part. The diagnosis part diagnoses driving operation of a vehicle. The detection part detects an internal state of a cabin of the vehicle. The change part changes an index of diagnosis depending on when the detection part detects a state where any occupant other than a driver is inside the cabin and when the detection part detects a state where any occupant other than the driver is not inside the cabin.SELECTED DRAWING: Figure 1

Description

  Embodiments disclosed herein relate to an in-vehicle device and a driving diagnosis method.

  2. Description of the Related Art Conventionally, there is a device that diagnoses how gentle a driving operation of a vehicle driver is for a passenger (see, for example, Patent Document 1).

JP 2000-247162 A

  However, since the conventional apparatus diagnoses the driver's driving skill based on a uniform diagnosis criterion regardless of the condition in the passenger compartment, the driver's driving skill may not be diagnosed accurately.

  One aspect of the embodiments has been made in view of the above, and an object thereof is to provide an in-vehicle device and a driving diagnosis method that can accurately diagnose a driving operation of a driver.

  The in-vehicle device concerning one mode of an embodiment is provided with a diagnostic part, a detecting part, and a change part. The diagnosis unit diagnoses the driving operation of the vehicle. A detection part detects the condition of the vehicle interior in the said vehicle. The change unit is configured to detect the diagnostic indicator when the detection unit detects a situation where a passenger other than the driver is present in the vehicle interior and when a situation where the passenger is not present in the vehicle interior is detected. To change.

  The in-vehicle device and the driving diagnosis method according to one aspect of the embodiment can accurately diagnose the driving operation of the driver.

FIG. 1 is an explanatory diagram illustrating an outline of a driving diagnosis method performed by the in-vehicle device according to the embodiment. FIG. 2 is an explanatory diagram illustrating an example of a vehicle on which the in-vehicle device according to the embodiment is mounted. FIG. 3 is an explanatory diagram illustrating an example of the configuration of the in-vehicle device according to the embodiment. FIG. 4 is an explanatory diagram illustrating an example of a driving operation diagnosis method according to the embodiment. FIG. 5 is an explanatory diagram illustrating an example of diagnostic index information according to the embodiment. FIG. 6 is an explanatory diagram illustrating an example of diagnostic index information according to the embodiment. FIG. 7 is an explanatory diagram illustrating an example of diagnostic index information according to the embodiment. FIG. 8 is an explanatory diagram illustrating an example of diagnostic index information according to the embodiment. FIG. 9 is a flowchart illustrating processing executed by the control unit of the in-vehicle device according to the embodiment.

  Hereinafter, embodiments of an in-vehicle device and a driving diagnosis method disclosed in the present application will be described in detail with reference to the accompanying drawings. In addition, this invention is not limited by embodiment shown below. First, an outline of a driving diagnosis method performed by the in-vehicle device 1 according to the embodiment will be described with reference to FIG. FIG. 1 is an explanatory diagram illustrating an outline of a driving diagnosis method performed by the in-vehicle device according to the embodiment.

  As shown in FIG. 1, the in-vehicle device 1 according to the embodiment is a device that is provided, for example, at a center position of a dashboard in a cabin of the vehicle 100 and diagnoses a driving operation of the vehicle 100. The diagnosis here diagnoses how the driver D has performed an ideal driving operation or a non-ideal driving operation from the viewpoint of safe and smooth driving of the vehicle 100 and passenger protection. .

  Here, since a general vehicle-mounted device diagnoses a driving operation based on a uniform diagnostic criterion regardless of the situation inside the passenger compartment, the driving operation of the driver may not be diagnosed accurately. For example, when an in-vehicle device diagnoses a driving operation based on a uniform standard regardless of the conditions in the passenger compartment, if the driver performs a driving operation that satisfies a predetermined standard, the ideal driving operation regardless of the presence or absence of a passenger Diagnose that it was.

  However, the passenger may be anxious about the driving operation of the driver even if the driving operation satisfies a predetermined standard. In such a case, the in-vehicle device is diagnosed as an ideal driving operation even though it is a driving operation that is not ideal for the passenger, and thus an accurate diagnosis is not performed.

  For this reason, the in-vehicle device can accurately diagnose the driving operation when there is a passenger by setting the criteria for diagnosis uniformly so that the passenger does not have anxiety. However, in-vehicle devices, if the criteria for diagnosis are uniformly set in consideration of the presence of passengers, even if there are no passengers, driving operations will be diagnosed according to these strict criteria. May interfere with pleasure.

  Therefore, the in-vehicle device 1 changes the driving operation diagnosis index when there is a passenger in the passenger compartment and when there is no passenger in the passenger compartment. For example, as shown in FIG. 1, when the driver D drives the vehicle 100 alone from the time t1 to the time t2, the in-vehicle device 1 has the first level Lv1 where the diagnostic criteria for driving operation is relatively loose. The driving operation is diagnosed by setting such an index. The first level Lv1 is a sufficiently strict standard from the viewpoint of safe and smooth travel of the vehicle 100.

  Thereafter, for example, when the passenger P1 gets on the vehicle 100 at time t2, the in-vehicle device 1 changes the index so that the diagnostic criterion of the driving operation becomes the second level Lv2 that is stricter than the first level Lv1. Diagnose driving operations. Thereby, the in-vehicle device 1 can accurately diagnose the driving operation of the driver D.

  Hereinafter, an example of the configuration and operation of the in-vehicle device 1 will be described in detail. The in-vehicle device 1 performs a situation detection and a driving operation diagnosis based on information acquired from a plurality of electronic devices provided in the vehicle 100.

  Here, an example of the vehicle 100 on which the in-vehicle device 1 according to the embodiment is mounted will be described with reference to FIG. FIG. 2 is an explanatory diagram illustrating an example of a vehicle 100 on which the in-vehicle device 1 according to the embodiment is mounted. In FIG. 2, among electronic devices provided in the vehicle 100, electronic devices related to the diagnosis of driving operation are selectively illustrated, and other general electronic devices are not illustrated. .

  Here, a four-seater vehicle 100 in which a driver's seat and a passenger seat are provided in the front part of the vehicle interior and a two-seat seat is provided in the rear part will be described as an example, but this is an example. The in-vehicle device 1 may be mounted on a two-seater, five-seater, and seven-seater vehicle. In the following description, the direction in which the vehicle 100 moves forward is assumed to be the front, the direction to move backward is the rear, the right side in the horizontal direction with respect to the front-rear direction is set to the right, and the left side is set to the left.

  As shown in FIG. 2, the vehicle 100 is provided with the in-vehicle device 1 at, for example, a central position on the dashboard in the front part of the vehicle interior. The in-vehicle device 1 includes an output device 2 that displays and outputs a diagnosis result of a driving operation, and a microphone 3 that collects sound in the passenger compartment. An example of the configuration of the in-vehicle device 1 will be described later with reference to FIG.

  In addition, the vehicle 100 is provided with a G sensor 61 at, for example, a central position in the passenger compartment. The G sensor 61 detects the acceleration in the front-rear direction (hereinafter referred to as “front-rear G”) and the acceleration in the left-right direction (hereinafter referred to as “lateral G”) and sends information indicating the detection result to the in-vehicle device 1. Output.

  In the vehicle 100, for example, an accelerator sensor 62 is provided on an accelerator pedal. The accelerator sensor 62 detects the change speed of the accelerator depression operation amount (hereinafter referred to as “accelerator operation change speed”) and outputs information indicating the detection result to the in-vehicle device 1.

  Further, in the vehicle 100, for example, a steering wheel sensor 63 is provided on a steering wheel (hereinafter referred to as “handle”). The handle sensor 63 detects the change speed of the amount of rotation of the handle (hereinafter referred to as “handle angle change speed”) and outputs information indicating the detection result to the in-vehicle device 1.

  Further, the vehicle 100 is provided with a vehicle speed sensor 64 on the axle of the right front wheel, for example. The vehicle speed sensor 64 detects the traveling speed of the vehicle 100 and outputs information indicating the detection result to the in-vehicle device 1. In addition, the vehicle 100 is provided with radars 65 at four locations, for example, the center position of the front grill, the center position of the rear bumper, and the center pillars on the left and right sides.

  These four radars 65 are, for example, millimeter wave radars that detect a target. The targets here are, for example, other vehicles, bicycles, pedestrians, obstacles, dangerous objects, and the like that exist around the vehicle 100.

  The radar 65 provided on the front grill detects the distance, relative speed, and angle with a target existing in front of the vehicle 100 and outputs information indicating the detection result to the in-vehicle device 1. The radar 65 provided in the rear bumper detects a target existing behind the vehicle 100 and outputs information indicating the detection result to the in-vehicle device 1.

  The radar 65 provided in the right center pillar detects a target existing on the right side of the vehicle 100 and outputs information indicating the detection result to the in-vehicle device 1. The radar 65 provided in the left center pillar detects a target existing on the left side of the vehicle 100 and outputs information indicating the detection result to the in-vehicle device 1.

  In addition, the vehicle 100 is provided with an outside camera 66 at the center position of the front grille, for example. The vehicle exterior camera 66 captures an image in front of the vehicle and outputs information of the captured image to the in-vehicle device 1. Further, in the vehicle 100, for example, an in-vehicle camera 67 is provided on a rearview mirror in a vehicle interior. The in-vehicle camera 67 captures an image in the vehicle interior and outputs information of the captured image to the in-vehicle device 1.

  In addition, the vehicle 100 is provided with a pressure-sensitive sensor 68 on each seating surface of a driver seat, a passenger seat, and a rear seat, for example. When each occupant sits on each seating surface, each pressure-sensitive sensor 68 outputs information indicating that to the in-vehicle device 1.

  The in-vehicle device 1 detects a situation in the vehicle interior and diagnoses a driving operation based on information acquired from the plurality of electronic devices provided in the vehicle 100. Next, an example of the configuration of the in-vehicle device 1 will be described with reference to FIG. Drawing 3 is an explanatory view showing an example of composition of in-vehicle device 1 concerning an embodiment.

  Here, among the components shown in FIG. 3, components other than the in-vehicle device 1 are denoted by the same reference numerals as those shown in FIG. 2, and detailed description thereof is omitted. As shown in FIG. 3, the in-vehicle device 1 includes an output device 2, a microphone 3, a control unit 4, and a storage unit 5. Since the output device 2 and the microphone 3 have already been described, description thereof is omitted here.

  The control unit 4 includes, for example, a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), an input / output port, and various circuits.

  The control unit 4 includes a diagnosis unit 41, a detection unit 42, and a change unit 43 that function when the CPU executes a diagnosis program stored in the ROM using the RAM as a work area. The diagnosis unit 41, the detection unit 42, and the change unit 43 may be partially or entirely configured by hardware such as an application specific integrated circuit (ASIC) or a field programmable gate array (FPGA).

  The storage unit 5 is, for example, a semiconductor memory device such as a RAM or a flash memory, or a storage device such as an HDD (Hard Disk Drive) or an optical disk. And the memory | storage part 5 memorize | stores the diagnostic parameter | index information 51 used when the control part 4 diagnoses driving operation. An example of the diagnostic index information 51 will be described later with reference to FIGS.

  The diagnosis unit 41 diagnoses a driving operation based on information input from the G sensor 61, the accelerator sensor 62, the handle sensor 63, the vehicle speed sensor 64, the radar 65, and the outside camera 66, and displays image information indicating the diagnosis result. It is a processing unit that outputs to the output device 2 and displays it.

  The diagnosis unit 41 first diagnoses a plurality of driving operations based on a predetermined diagnosis criterion, temporarily determines the evaluation score of each item, and then includes a passenger other than the driver in the passenger compartment. The evaluation index of each item is determined by changing the diagnostic index when there is no passenger.

  Here, with reference to FIG. 4, an example of a driving operation diagnosis method performed by the diagnosis unit 41 will be described. FIG. 4 is an explanatory diagram illustrating an example of a driving operation diagnosis method according to the embodiment. As shown in FIG. 4, the diagnosis unit 41 diagnoses three evaluation items, namely, acceleration / deceleration rate, turning travel level, and passenger protection level.

  Specifically, the diagnosis unit 41 evaluates the acceleration / deceleration rate according to the front and rear G, and performs the evaluation according to the accelerator operation change rate speed. When the diagnosis unit 41 evaluates according to the front and rear G, the diagnosis unit 41 compares the detection result of the front and rear G input from the G sensor 61 with the threshold for the front and rear G. The threshold value for front and rear G is, for example, the upper limit value for front and rear G when an ideal driving operation is performed.

  Then, the diagnosis unit 41 provisionally determines the evaluation score as 0 if the front and rear G are equal to the threshold, and provisionally determines the evaluation score as +1 if the front and rear G is smaller than the threshold, and the front and rear G and the threshold if the front and rear G is larger than the threshold. The evaluation score is provisionally determined to be -1 or -2 according to the degree of divergence. That is, the diagnosis unit 41 provisionally determines the evaluation score between +1 and -2 so that the evaluation score decreases as the front and rear G increase, and the evaluation score increases as the front and rear G decreases.

  Further, when the diagnosis unit 41 performs the evaluation according to the accelerator operation change amount speed, the diagnosis unit 41 compares the accelerator operation change rate speed detection result input from the accelerator sensor 62 with the accelerator operation threshold value. The threshold for accelerator operation is, for example, the upper limit value of the accelerator operation change rate speed when an ideal driving operation is performed.

  Then, the diagnosis unit 41 provisionally determines the evaluation score as 0 if the accelerator operation variation speed is equal to the threshold, and provisionally determines the evaluation score as +1 if the accelerator operation variation speed is smaller than the threshold, and the accelerator operation variation speed. Is larger than the threshold, the evaluation score is provisionally determined to be -1.

  That is, the diagnosis unit 41 provisionally determines the evaluation score between +1 and −1 so that the evaluation score decreases as the accelerator operation change rate increases, and the evaluation score increases as the accelerator operation change rate decreases.

  In addition, the diagnosis unit 41 evaluates the turning degree according to the lateral G, and evaluates according to the steering wheel angle change speed. When evaluating according to the lateral G, the diagnosis unit 41 compares the lateral G detection result input from the G sensor 61 with the lateral G threshold. The threshold value for the lateral G is, for example, an upper limit value for the lateral G when an ideal driving operation is performed.

  Then, the diagnosis unit 41 provisionally determines the evaluation score as 0 if the lateral G is equal to the threshold, tentatively determines the evaluation score as +1 if the lateral G is smaller than the threshold, and the lateral G and the threshold if the lateral G is larger than the threshold. The evaluation score is provisionally determined to be -1 or -2 according to the degree of divergence. That is, the diagnosis unit 41 temporarily determines the evaluation score between +1 and −2 so that the evaluation score decreases as the lateral G increases and the evaluation score increases as the lateral G decreases.

  Further, the diagnosis unit 41 compares the detection result of the handle angle change amount speed input from the handle sensor 63 with the handle operation threshold value when the evaluation is performed according to the handle angle change rate speed. The steering wheel operation threshold is, for example, the upper limit value of the steering wheel angle change amount speed when an ideal driving operation is performed.

  Then, the diagnosis unit 41 provisionally determines the evaluation score as 0 if the steering wheel angle variation rate is equal to the threshold value, and provisionally determines the evaluation score as +1 if the steering wheel angle variation rate is smaller than the threshold value. Is larger than the threshold, the evaluation score is provisionally determined to be -1.

  That is, the diagnosis unit 41 temporarily determines the evaluation score between +1 and −1 so that the evaluation score decreases as the steering wheel angle change rate increases, and the evaluation score increases as the steering wheel angle change rate decreases.

  In addition, the diagnosis unit 41 evaluates the passenger protection degree according to the distance between the vehicles according to the vehicle speed, performs the evaluation according to the distance from the obstacles and the dangerous objects, and performs the avoidance operation from the obstacles and the dangerous objects. Evaluation is performed according to the timing of

  When the diagnosis unit 41 evaluates according to the inter-vehicle distance according to the vehicle speed, the detection result of the traveling speed of the vehicle 100 input from the vehicle speed sensor 64, the detection result of the target input from the radar 65, and the outside camera Evaluation is performed based on information of the captured image input from 66.

  For example, the diagnosis unit 41 calculates the inter-vehicle distance between the vehicle 100 and the preceding vehicle based on the detection result of the target and the information of the captured image, and calculates the safety distance associated with the traveling speed of the vehicle 100 and the calculated inter-vehicle distance. Compare with distance.

  Note that the safety distance is, for example, the minimum inter-vehicle distance at which the vehicle 100 can safely avoid a collision with the preceding vehicle when the preceding vehicle suddenly brakes, and is determined in advance for each traveling speed of the vehicle 100. And associated with the traveling speed of the vehicle 100.

  Diagnosis unit 41 provisionally determines the evaluation score as 0 if the inter-vehicle distance between vehicle 100 and the preceding vehicle is equal to the safe distance, and tentatively determines the evaluation score as +1 if the inter-vehicle distance is longer than the safe distance. Further, if the inter-vehicle distance is shorter than the safe distance, the diagnosis unit 41 temporarily determines the evaluation score as −1 or −2 according to the degree of deviation between the inter-vehicle distance and the safe distance.

  That is, the diagnosis unit 41 has an evaluation score that decreases as the inter-vehicle distance between the vehicle 100 and the preceding vehicle decreases, and increases between 1 and −2 such that the evaluation score increases as the inter-vehicle distance between the vehicle 100 and the preceding vehicle increases. The provisional score is provisionally determined.

  Further, when the diagnosis unit 41 evaluates according to the distance from the obstacle and the dangerous object, the detection result of the traveling speed of the vehicle 100 input from the vehicle speed sensor 64 and the detection result of the target input from the radar 65. Evaluation is performed based on the information of the captured image input from the camera 66 outside the vehicle.

  For example, the diagnosis unit 41 detects an obstacle or a dangerous object existing around the vehicle 100 based on the detection result of the target and the information of the captured image, and calculates the distance from the obstacle or the dangerous object to the vehicle 100. To do. Further, the diagnosis unit 41 compares the safe distance associated with the traveling speed of the vehicle 100 with the calculated distance from the obstacle or dangerous object to the vehicle 100.

  The safe distance here is the minimum distance from the obstacle or dangerous object to the vehicle 100 that can safely avoid a collision between the vehicle 100 and the obstacle or dangerous object by the driver's avoidance operation. It is determined in advance for each traveling speed of the vehicle 100 and is associated with the traveling speed of the vehicle 100.

  The diagnosis unit 41 temporarily determines the evaluation score as 0 if the distance from the obstacle or dangerous object to the vehicle 100 is equal to the safe distance, and if the distance from the obstacle or dangerous object to the vehicle 100 is longer than the safe distance. The evaluation score is provisionally determined to be +1. Further, the diagnosis unit 41 provisionally determines the vehicle 100 evaluation score from the obstacle or the dangerous object as −1 if the distance from the obstacle or the dangerous object to the vehicle 100 is shorter than the safety distance.

  That is, the diagnosis unit 41 has an evaluation score that decreases as the distance from the obstacle or dangerous object to the vehicle 100 decreases, and increases as the distance from the obstacle or dangerous object to the vehicle 100 increases. An evaluation score is provisionally determined between -1. The diagnosis unit 41 tentatively determines an evaluation score for each obstacle and each dangerous object existing on the front, rear, left, and right sides of the vehicle 100 according to the distance from the obstacle and the dangerous object.

  Further, when the diagnosis unit 41 evaluates according to the timing of performing the avoidance operation from the obstacle or the dangerous object, the detection result of the traveling speed of the vehicle 100 input from the vehicle speed sensor 64 is input from the radar 65. Evaluation is performed based on the detection result of the target and information on the captured image input from the outside camera 66.

  For example, the diagnosis unit 41 detects an obstacle or a dangerous object existing around the vehicle 100 based on the detection result of the target and information of the captured image, and the driver detects the obstacle or the dangerous object after detecting the obstacle or the dangerous object. Measure the time until the avoidance operation from obstacles and dangerous objects.

  Further, the diagnosis unit 41 includes a safety time associated with the traveling speed of the vehicle 100, a measurement time from when an obstacle or a dangerous object is detected until the driver performs an avoidance operation from the obstacle or the dangerous object, Compare

  The safety time here is a minimum time that can safely avoid a collision between the vehicle 100 and the obstacle or dangerous object by the driver's avoidance operation after the obstacle or dangerous object is detected. It is determined in advance for each traveling speed of the vehicle 100 and is associated with the traveling speed of the vehicle 100. The avoidance operation here is, for example, a driving operation that avoids obstacles and dangerous objects detected around the vehicle 100 by a steering operation or a brake operation.

  Then, the diagnosis unit 41 tentatively determines the evaluation score as 0 if the measurement time is equal to the safety time, tentatively determines the evaluation score as +1 if the measurement time is shorter than the safety time, and evaluates if the measurement time is longer than the safety time. The score is provisionally determined to be -1.

  That is, the diagnosis unit 41 provisionally determines the evaluation score between +1 and −1 so that the evaluation score decreases as the measurement time increases and the evaluation score increases as the measurement time decreases. The diagnosis unit 41 tentatively determines an evaluation score for each obstacle and each dangerous object existing on the front, rear, left, and right sides of the vehicle 100 according to the timing when the avoidance operation from the obstacle and the dangerous object is performed.

  Thereafter, the diagnosis unit 41 determines the evaluation score based on the diagnosis index changed by the change unit 43 depending on whether there is a passenger other than the driver or no passenger in the vehicle 100. An example of such an index will be described later with reference to FIGS.

  Here, the case where the diagnosis unit 41 diagnoses the driving skill of the driver based on the operation information related to the driving operation of the vehicle 100 by the driver and the object information related to objects around the vehicle 100 is taken as an example. This is an example.

  For example, the diagnosis unit 41 may be configured to diagnose a driving skill based on driver information related to a driver's driving behavior in addition to the above-described operation information and object information. The driver information here includes, for example, information indicating the direction of the driver's line of sight and the driving posture.

  In the case of such a configuration, the diagnosis unit 41 detects the direction of the driver's line of sight and the driving posture by analyzing an image input from the in-vehicle camera 67, for example. Then, the diagnosis unit 41 diagnoses that the driving skill is low, for example, when the driver looks away while driving or takes an inappropriate posture during driving.

  In addition, the diagnosis unit 41 has high driving skill when, for example, the driver takes an appropriate posture while driving, and appropriately looks at the traveling direction of the vehicle 100 and objects around the vehicle 100. Diagnose. Thereby, the diagnosis part 41 can perform the diagnosis of a more detailed driving skill.

  Further, in the above-described diagnosis method, when the driver suddenly decelerates or steers, the evaluation of the driving skill is low regardless of the situation. For this reason, the diagnosis unit 41 may be configured to perform an evaluation according to the situation when the driver suddenly decelerates or steers.

  If the diagnosis unit 41 acquires operation information indicating that the driver has suddenly decelerated or steered, and if the cause can be identified, the diagnosis unit 41 may perform the following determination to diagnose the driving skill. Good.

  For example, when the diagnosis unit 41 acquires operation information indicating that the driver has suddenly decelerated or steered, when the driver is looking away and determines that an accident has occurred, Diagnose low.

  When the diagnosis unit 41 obtains operation information indicating that the driver has suddenly decelerated or steered, and determines that the driver has not looked away and the accident has been avoided, Is diagnosed as high.

  In addition, when the diagnosis unit 41 obtains operation information indicating that the driver has suddenly decelerated or steered, and the cause cannot be identified, the diagnosis unit 41 determines that the driver The operation information indicating that the steering is performed is excluded from the diagnosis target.

  However, even if the cause of the driver's sudden deceleration or sudden steering cannot be identified, the diagnosis unit 41 can drive when the frequency of the driver's sudden deceleration or sudden steering is more than a predetermined number of times within a certain period. Diagnose poor skills. Thereby, the diagnosis part 41 can diagnose a driver | operator's driving skill more correctly.

  Returning to FIG. 2, the detection unit 42 detects the vehicle interior based on information input from the microphone 3, the in-vehicle camera 67, and the pressure-sensitive sensor 68, and outputs information indicating the detection result to the change unit 43. It is a processing unit.

  For example, the detection unit 42 detects the number of passengers, the seating position of the passengers, and the attributes of the passengers as the state of the passenger compartment. The detection unit 42 detects, for example, whether the passenger is an infant, a pregnant woman, an elderly person, a sleeping passenger, or a passenger other than these as an attribute of the passenger. Then, the detection unit 42 outputs information indicating the detection result of the situation inside the vehicle compartment to the change unit 43.

  When the detection result of the vehicle interior condition is input from the detection unit 42, the change unit 43 selects a diagnostic index from the storage unit 5 according to the vehicle interior condition and outputs it to the diagnosis unit 41. The diagnosis index to be performed by the diagnosis unit 41 is changed.

  Here, an example of the diagnostic index information 51 stored in the storage unit 5 and an example of the operation of the changing unit 43 will be described with reference to FIGS. 5-8 is explanatory drawing which shows an example of the diagnostic parameter | index information 51 which concerns on embodiment.

  FIG. 5 shows an example of the index information corresponding to the number of passengers. FIG. 6 shows an example of the index information corresponding to the sitting position when there is one passenger. FIG. 7 shows an example of the index information corresponding to the sitting position when there are two passengers. FIG. 8 shows an example of the index information corresponding to the passenger attributes.

  As shown in FIG. 5, the index information corresponding to the number of passengers associates the number of passengers with a coefficient by which each evaluation score is multiplied. In the example shown in FIG. 5, the coefficient “1.1” for one passenger, the coefficient “1.2” for two passengers, and the coefficient “1.3” for three passengers, respectively. It is associated.

  When there is a passenger other than the driver in the passenger compartment, the changing unit 43 outputs a coefficient associated with the number of passengers to the diagnosis unit 41. Moreover, the change part 43 outputs the information which shows that to the diagnostic part 41, when there is no passenger in a vehicle interior.

  Thereby, when there are passengers in the vehicle interior, the diagnosis unit 41 determines, as the evaluation score of each evaluation item, a value obtained by multiplying each evaluation score obtained by tentatively determining a coefficient that increases as the number of passengers increases. . Further, when only the driver is present in the vehicle interior, the diagnosis unit 41 determines the above-determined evaluation scores as the evaluation scores for the respective evaluation items as they are.

  Thereby, when the driver performs a non-ideal driving operation, the diagnosis unit 41 makes a lower evaluation as the number of passengers increases even if the driving operation is the same as when there is no passenger. Further, when the driver performs an ideal driving operation, the diagnosis unit 41 gives a higher evaluation as the number of passengers increases even if the driving operation is the same as when there is no passenger. Therefore, the diagnosis unit 41 can accurately diagnose whether or not the driver has performed an ideal driving operation according to the number of passengers.

  Next, an example of the index information corresponding to the sitting position when there is one passenger will be described. As shown in FIG. 6, the index information corresponding to the seating position when there is one passenger is the seating position of the passenger, the direction of the obstacle or dangerous object with respect to the vehicle 100, and the obstacle information from the obstacle or dangerous object. A coefficient for multiplying the evaluation score according to the distance and the timing at which the avoidance operation is performed is associated.

  The upper part of FIG. 6 shows index information when the passenger is seated in the passenger seat, the middle part shows index information when the passenger is seated in the rear seat of the driver's seat, and the lower part shows the passenger information. The index information when the person is seated in the rear seat on the passenger seat side is shown.

  In the case of the example shown in the upper part of FIG. 6, the passenger tends to have anxiety about obstacles and dangerous objects present in front of the vehicle 100 and on the left side of the vehicle 100. Therefore, in the example shown in the upper part of FIG. 6, the coefficient “1.1” is associated with the obstacles and dangerous objects existing in front of the vehicle 100 and the obstacles and dangerous objects existing on the left side of the vehicle 100. ing. Further, a coefficient “1” is associated with an obstacle or a dangerous object that exists behind the vehicle 100 and an obstacle or a dangerous object that exists on the right side of the vehicle 100.

  In the example shown in the middle part of FIG. 6, the passenger tends to have anxiety about obstacles and dangerous objects that exist behind the vehicle 100 and on the right side of the vehicle 100. Therefore, in the example illustrated in the middle stage of FIG. 6, the coefficient “1.1” is associated with the obstacles and dangerous objects existing behind the vehicle 100 and the obstacles and dangerous objects existing on the right side of the vehicle 100. ing. Further, a coefficient “1” is associated with an obstacle or a dangerous object that exists in front of the vehicle 100 and an obstacle or a dangerous object that exists on the left side of the vehicle 100.

  In the case of the example shown in the lower part of FIG. 6, the passenger tends to have anxiety about obstacles and dangerous objects that exist behind the vehicle 100 and on the left side of the vehicle 100. Therefore, in the example illustrated in the lower part of FIG. 6, the coefficient “1.1” is associated with the obstacles and dangerous objects existing behind the vehicle 100 and the obstacles and dangerous objects existing on the left side of the vehicle 100. ing. In addition, a coefficient “1” is associated with an obstacle or a dangerous object that exists in front of the vehicle 100 and an obstacle or a dangerous object that exists on the right side of the vehicle 100.

  When there is one passenger in the passenger compartment, the changing unit 43 outputs a coefficient corresponding to the sitting position of the passenger shown in FIG. The diagnosis unit 41 determines the evaluation score by multiplying the evaluation score temporarily determined for the dangerous object or the obstacle by the coefficient input from the changing unit 43. Moreover, the diagnostic part 41 determines the evaluation score temporarily determined as an evaluation score of each evaluation item as it is except for the evaluation score temporarily determined regarding the dangerous object and the obstacle.

  As a result, when there is one passenger in the passenger compartment, the diagnosis unit 41 performs a non-ideal driving operation on a dangerous object or an obstacle that exists in a direction in which the passenger tends to be uneasy. Even if the driving operation is the same as when there is no passenger, the evaluation is lower than when there is no passenger.

  In addition, when there is one passenger in the passenger compartment, the diagnosis unit 41 performs an ideal driving operation on dangerous objects and obstacles that exist in a direction in which the passenger tends to be uneasy. Even if the driving operation is the same as the case where there is no passenger, the evaluation is higher than the case where there is no passenger. Therefore, the diagnosis unit 41 can accurately diagnose whether or not the driver has performed an ideal driving operation in accordance with the seating position of the passenger when there is one passenger in the passenger compartment.

  Next, an example of the index information according to the seating position when there are two passengers will be described. As shown in FIG. 7, the index information corresponding to the seating position when there are two passengers is the seating position of the passengers, the direction of obstacles and dangerous objects with respect to the vehicle 100, and A coefficient for multiplying the evaluation score according to the distance and the timing at which the avoidance operation is performed is associated.

  The upper part of FIG. 7 shows index information when the passenger is seated in the passenger seat and the left rear seat, and the middle section shows the index when the passenger is seated in the passenger seat and the right rear seat. In the lower part of the information, index information is shown when the passenger is seated in the left and right rear seats.

  In the case of the example shown in the upper part of FIG. 7, the passenger sitting in the passenger seat tends to have anxiety about obstacles and dangerous objects present in front of the vehicle 100 and on the left side of the vehicle 100. On the other hand, a passenger sitting in the left rear seat tends to have anxiety about obstacles and dangerous objects existing behind the vehicle 100 and on the left side of the vehicle 100.

  Therefore, in the example shown in the upper part of FIG. 7, the obstacles and dangerous objects existing in front of the vehicle 100, the obstacles and dangerous objects existing behind the vehicle 100, and the obstacles and dangerous objects existing on the left side of the vehicle 100 are used. Is associated with the coefficient “1.2”. A coefficient “1” is associated with an obstacle or a dangerous object that exists on the right side of the vehicle 100.

  In the case of the example shown in the middle part of FIG. 7, a passenger sitting in the passenger seat tends to have anxiety about obstacles and dangerous objects present in front of the vehicle 100 and on the left side of the vehicle 100. On the other hand, a passenger seated in the right rear seat tends to have anxiety about obstacles and dangerous objects that exist behind the vehicle 100 and on the right side of the vehicle 100. Therefore, in the example shown in the middle stage of FIG. 7, the coefficient “1.2” is associated with obstacles and dangerous objects existing in all directions around the front, rear, and right and left sides of the vehicle 100, that is, around the vehicle 100. It has been.

  In the case of the example shown in the lower part of FIG. 7, a passenger sitting on the left rear seat tends to have anxiety about obstacles and dangerous objects that exist behind the vehicle 100 and on the left side of the vehicle 100. On the other hand, a passenger seated in the right rear seat tends to have anxiety about obstacles and dangerous objects that exist behind the vehicle 100 and on the right side of the vehicle 100.

  Therefore, in the example shown in the lower part of FIG. 7, the coefficient “1.2” is associated with the obstacles and dangerous objects existing behind the vehicle 100 and the obstacles and dangerous objects existing on the left and right sides of the vehicle 100. It has been. Further, a coefficient “1” is associated with an obstacle or a dangerous object existing in front of the vehicle 100.

  When there are two passengers in the passenger compartment, the changing unit 43 outputs a coefficient corresponding to the passenger's seating position shown in FIG. The diagnosis unit 41 determines the evaluation score by multiplying the evaluation score temporarily determined for the dangerous object or the obstacle by the coefficient input from the changing unit 43. Moreover, the diagnostic part 41 determines the evaluation score temporarily determined as an evaluation score of each evaluation item as it is except for the evaluation score temporarily determined regarding the dangerous object and the obstacle.

  Accordingly, when there are two passengers in the passenger compartment, the diagnosis unit 41 performs a non-ideal driving operation on a dangerous object or an obstacle that exists in a direction in which the passenger tends to feel uneasy. Even if the driving operation is the same as when there is no passenger, the evaluation is lower than when there is no passenger.

  In addition, when there are two passengers in the passenger compartment, the diagnosis unit 41 performs an ideal driving operation on dangerous objects and obstacles that exist in a direction in which the passengers tend to have anxiety. Even if the driving operation is the same as the case where there is no passenger, the evaluation is higher than the case where there is no passenger. Therefore, the diagnosis unit 41 can accurately diagnose whether or not the driver has performed an ideal driving operation according to the seating positions of the two passengers.

  Although illustration is omitted here, the diagnostic index information includes index information corresponding to the seating positions of the passengers when there are three passengers in the passenger compartment. In the index information corresponding to the sitting position when there are three passengers, the coefficient “1.3” is associated with obstacles and dangerous objects that exist in all directions around the vehicle 100.

  The change unit 43 outputs the coefficient “1.3” to the diagnosis unit 41 when there are three passengers in the passenger compartment. The diagnosis unit 41 determines the evaluation score by multiplying the evaluation score provisionally determined for the evaluation item related to the dangerous object or the obstacle by the coefficient input from the changing unit 43.

  Moreover, the diagnostic part 41 determines the evaluation score temporarily determined as evaluation score of each evaluation item as it is about evaluation items other than the evaluation item regarding a dangerous substance and an obstruction. Accordingly, the diagnosis unit 41 can accurately diagnose whether or not the driver has performed an ideal driving operation even when there are three passengers.

  Next, an example of the index information according to the passenger's attribute will be described. As shown in FIG. 8, in the index information corresponding to the passenger's attribute, the passenger's attribute is associated with a coefficient that is multiplied by the evaluation score related to other than the distance, and a coefficient that is multiplied by the evaluation score related to the distance. .

  In addition, the evaluation score regarding the distance here is the evaluation score provisionally determined in the “evaluation according to the inter-vehicle distance according to the vehicle speed” shown in FIG. 4 and the “evaluation according to the distance from the obstacle and the dangerous object”. This is the evaluation score provisionally determined. Further, the evaluation score related to other than the distance here is an evaluation score provisionally determined by the other evaluation methods shown in FIG.

  In the index information corresponding to the passenger's attribute, a higher coefficient is associated with the passenger's attribute that is predicted to be more likely to have anxiety while the vehicle 100 is traveling. In the example shown in FIG. 8, the coefficient “1.4” is associated with the attribute “infant”, the coefficient “1.3” is associated with the attribute “pregnant”, and the coefficient “ 1.2 ”is associated.

  In addition, a passenger who is sleeping is less likely to have anxiety while the vehicle 100 is traveling than a passenger who has the above-mentioned attributes, but is more vulnerable than when he is not sleeping. However, sleeping passengers do not have anxiety due to visual factors.

  Therefore, for the attribute of a sleeping passenger, the coefficient “1.1” is associated as a coefficient for multiplying the evaluation score related to other than the distance, and the coefficient “1” is associated as a coefficient for multiplying the evaluation score related to the distance. It has been.

  And the change part 43 outputs the coefficient matched with the applicable attribute to the diagnostic part 41, when the passenger detected by the detection part 42 corresponds to the attribute shown in FIG. When the passenger detected by the detection unit 42 corresponds to the attribute shown in FIG. 8, the diagnosis unit 41 determines the evaluation score by multiplying each temporarily determined evaluation score by the coefficient input from the changing unit 43.

  Thereby, when the passenger corresponds to the attribute shown in FIG. 8, the diagnosis unit 41 performs a non-ideal driving operation even if the driving operation is the same as the case where there is no passenger, Lower rating than when no passengers are present.

  In addition, when the passenger corresponds to the attribute shown in FIG. 8 and the driver performs an ideal driving operation, the diagnosis unit 41 can perform the same driving operation as when no passenger is present. Give a higher rating than if there is no. Therefore, the diagnosis unit 41 can accurately diagnose whether or not the driver has performed an ideal driving operation according to the attributes of the passenger. The diagnosis unit 41 outputs the diagnosis result of the driving operation diagnosed as described above to the output device 2.

  Here, when there is a passenger in the passenger compartment, the change unit 43 changes the diagnosis index using all the index information included in the diagnosis index information 51. However, the change unit 43 The index of diagnosis may be changed by selectively using at least one index information of the information.

  Next, with reference to FIG. 9, the process which the control part 4 of the vehicle equipment 1 which concerns on embodiment performs is demonstrated. FIG. 9 is a flowchart illustrating processing executed by the control unit 4 of the in-vehicle device 1 according to the embodiment. For example, when the ignition switch of the vehicle 100 is turned on, the control unit 4 executes the process shown in FIG.

  Specifically, as illustrated in FIG. 9, the control unit 4 first acquires the state of the vehicle 100 (step S <b> 101), and temporarily determines the evaluation score of each item related to the driving operation based on the state of the vehicle 100. (Step S102).

  Then, the control part 4 detects the condition in a vehicle interior (step S103), and determines whether there is a passenger in a vehicle interior (step S104). If the control unit 4 determines that no passenger is present in the vehicle compartment (No at Step S104), the process proceeds to Step S108.

  In addition, when it is determined that there is a passenger in the passenger compartment (step S104, Yes), the control unit 4 changes the diagnostic index according to the number of passengers (step S105) and sets the passenger's seating position. Accordingly, the diagnostic index is changed (step S106).

  Thereafter, the control unit 4 changes the diagnostic index according to the passenger attributes (step S107), determines the evaluation score of each item (step S108), and determines whether or not an end signal is input. (Step S109). The end signal here is a signal indicating that the ignition switch of the vehicle 100 is turned off.

  When it is determined that the end signal is not input (No at Step S109), the control unit 4 moves the process to Step S101. In addition, when it is determined that the end signal is input (step S109, Yes), the control unit 4 outputs the diagnosis result to the output device 2 and ends the process.

  Here, the case where the diagnosis result is output when the ignition switch of the vehicle 100 is turned off has been described. However, the control unit 4 sequentially outputs the diagnosis result during the period when the ignition switch of the vehicle 100 is turned on. You may output to the output device 2.

  In the above-described embodiment, the control unit 4 continuously diagnoses the driving skill during the period from when the ignition switch of the vehicle 100 is turned on to when it is turned off, but this is an example. For example, the control unit 4 may diagnose the driving skill during a period in which there is no target that may affect driving of a preceding vehicle or a pedestrian around the vehicle.

  In addition, when the car navigation device is mounted on the vehicle 100, the control unit 4 acquires information on the road on which the vehicle 100 is traveling from the car navigation device, and the vehicle 100 is traveling on a relatively wide road. Diagnosis of driving skills may be performed during the period. Note that the control unit 4 may acquire information regarding a road on which the vehicle 100 is traveling from a server device outside the vehicle 100.

  In this way, the control unit 4 can also diagnose driving skills during a period when the driver is not affected by the surrounding environment. Thereby, the control part 4 can exclude the influence of surrounding environment and can diagnose a driver | operator's pure driving skill more correctly.

  Further, in the above-described embodiment, when there is a passenger, the changing unit 43 changes the diagnosis index by changing the coefficient by which the evaluation score temporarily determined is changed, but the changing unit 43 uses other parameters. The index of diagnosis can also be changed by changing.

  For example, the changing unit 43 may be configured to change a diagnostic index by changing a threshold value used for scoring each evaluation score described with reference to FIG. 4. In the case of such a configuration, the changing unit 43, for example, lowers each threshold value used for scoring each evaluation score of acceleration / deceleration speed and turning travel degree as the number of passengers increases, Each threshold used for scoring is increased as the number of passengers increases.

  Accordingly, the diagnosis unit 41 can diagnose the driving operation based on stricter diagnostic criteria as the number of passengers increases, so whether or not the driver has performed an ideal driving operation according to the number of passengers. Can be accurately diagnosed.

  In addition, the above-described technique for diagnosis of driving operation can be applied to vehicle control of a vehicle having an automatic driving function, for example. As a result, a vehicle having an automatic driving function is ideal for driving operation diagnosis according to the present embodiment according to the presence or absence of a passenger, the number of passengers, the seating position of the passenger, and the attributes of the passenger. The contents of the vehicle control can be changed so as to be diagnosed.

  Further effects and modifications can be easily derived by those skilled in the art. Thus, the broader aspects of the present invention are not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications can be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

DESCRIPTION OF SYMBOLS 1 In-vehicle apparatus 2 Output apparatus 3 Microphone 4 Control part 41 Diagnosis part 42 Detection part 43 Change part 5 Storage part 51 Diagnosis index information 61 G sensor 62 Acceleration sensor 63 Handle sensor 64 Vehicle speed sensor 65 Radar 66 Outside camera 67 In-vehicle camera 68 Pressure sensitivity Sensor 100 Vehicle

Claims (8)

A diagnostic unit for diagnosing driving operation of the vehicle;
A detection unit for detecting a situation in the vehicle interior of the vehicle;
A change in which the indicator for diagnosis is changed when the detection unit detects a situation where a passenger other than the driver is present in the vehicle interior and a case where a situation where the passenger is not present in the vehicle interior is detected. A vehicle-mounted device comprising: a unit. The detector is
When detecting the situation where the passenger is present, the number of passengers is detected,
The changing unit is
The in-vehicle device according to claim 1, wherein the index is changed according to the number of passengers detected by the detection unit. The detector is
When detecting the situation where the passenger is present, the seating position of the passenger is detected,
The changing unit is
The in-vehicle device according to claim 1 or 2, wherein the index is changed according to a seating position of the passenger detected by the detection unit. The changing unit is
The in-vehicle device according to claim 3, wherein the index relating to a distance between the vehicle and a target existing around the vehicle is changed according to a seating position of the passenger detected by the detection unit. . The changing unit is
The in-vehicle device according to claim 3 or 4, wherein the index related to a timing of a danger avoidance operation by a driver is changed according to the sitting position of the passenger detected by the detection unit. The detector is
When detecting the situation where the passenger is present, the attributes of the passenger are detected,
The changing unit is
The in-vehicle device according to any one of claims 1 to 5, wherein the index is changed according to an attribute of the passenger detected by the detection unit. The attribute is
Including sleeping passengers,
The change part
The said indicator other than the parameter | index regarding the distance of a vehicle and the target which exists in the circumference | surroundings of the said vehicle is changed when the passenger who corresponds to the sleeping passenger is detected by the said detection part. Item 7. The on-vehicle device according to Item 6. A driving diagnosis method for diagnosing driving operation,
A diagnostic process for diagnosing the driving operation of the vehicle;
A detection step of detecting a situation in the vehicle interior of the vehicle;
Change that changes the diagnostic index between the case where the detection step detects a situation where a passenger other than the driver is present in the passenger compartment and the case where a situation where the passenger is not present in the passenger compartment is detected. A driving diagnosis method comprising the steps of:

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