JP4385392B2 - Vehicle information providing device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicular information providing apparatus that informs a passenger of a vehicle of the state of an obstacle or the like existing around the vehicle by display or voice, for example, information suitable for being mounted on an automobile that is a typical vehicle. The present invention relates to a providing device.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, there has been proposed an apparatus that detects an obstacle existing in front of a vehicle using a laser radar, a millimeter wave radar, or the like, and displays the detected obstacle in front of a driver's seat.
[0003]
As an example of such a technique, in Japanese Patent Application No. 6-230132, an observation area is set by detecting the line-of-sight direction of the driver, and the position of the obstacle around the vehicle detected by the radar, and the observation area. A device for displaying an alarm mark between the two has been proposed.
[0004]
Japanese Patent Application Laid-Open No. 11-115660 by the applicant of the present application proposes a device that displays a graphic representing the presence of an obstacle when a front obstacle is detected by a radar.
[0005]
According to these devices, the driver can easily grasp that there is an obstacle ahead, and can effectively support the driving operation.
[0006]
[Problems to be solved by the invention]
However, in the above conventional apparatus, when an obstacle is present, information on the obstacle is always provided. Therefore, if the driver recognizes the presence of the obstacle, providing information is troublesome. When a dangerous situation that is caught and notified actually occurs, attention cannot be effectively drawn.
[0007]
Therefore, an object of the present invention is to provide a vehicle information providing apparatus that effectively provides information on an obstacle according to the degree of recognition of the driver with respect to the obstacle.
[0008]
[Means for Solving the Problems]
In order to achieve the above object, a vehicle information providing apparatus according to the present invention is characterized by the following configuration.
[0009]
That is, an obstacle detection unit that detects a relative positional relationship of an obstacle existing ahead with respect to the host vehicle, a gazing point detection unit that detects a driver's gazing point, and a gazing point detected by the gazing point detection unit When the positional relationship is detected by the obstacle detecting means with respect to the obstacle existing in front of the range setting means for setting a predetermined range (estimated range of the peripheral visual field) with reference to the obstacle, the obstacle is An information providing unit that changes a mode of providing information on the obstacle according to whether or not it exists in a position corresponding to a predetermined range set by the range setting unit; Driving skill detecting means for detecting the driving skill of the driver based on the visual behavior of the driver of the own vehicle; With The range setting means corrects the size of the predetermined range according to the driving skill detected by the driving skill detection means. It is characterized by.
[0013]
Further, in a preferred embodiment, the information providing means provides information when the obstacle is present at a position corresponding to the predetermined range as compared with when the obstacle is present outside the predetermined range. It is preferable to restrict the provision (that is, delay or stop the information provision timing). However, even in this case, when it is determined that the urgency of providing information regarding the obstacle is high, it is preferable to release the information provision restriction.
[0014]
【The invention's effect】
According to the present invention described above, provision of a vehicle information providing apparatus that effectively provides information related to an obstacle according to the degree of recognition of the driver with respect to the obstacle is realized.
[0015]
In other words, when an obstacle is located within a predetermined range with the gazing point as a reference, it is highly likely that the driver recognizes the presence of the obstacle. According to the invention of claim 1 in which the mode of providing information is changed depending on whether or not there is information, it is possible to effectively provide information according to the degree of recognition of the driver for the obstacle.
[0016]
Also , Place A reference value for providing information within a fixed range is a parameter that greatly affects the driving status of the driver (luck Since it is corrected according to the amount of change), it is possible to provide more effective information.
[0017]
In addition, when an obstacle is located within the predetermined range, the driver is likely to recognize the presence of the obstacle. In such a case, there is an obstacle outside the predetermined range. Claims that regulate the provision of information compared to 2 According to this invention, it is possible to prevent the driver from feeling troublesome and to provide more effective information.
[0018]
Claims 3 According to the invention, when the degree of urgency is high, for example, when the distance to the obstacle is short, information is provided promptly, so that the driver's attention to the obstacle can be efficiently called.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a vehicle information providing apparatus according to the present invention will be described in detail with reference to the drawings as an embodiment in a case where the vehicle information providing apparatus is mounted on an automobile which is a typical vehicle.
[0020]
[First Embodiment]
FIG. 1 is a block diagram showing a system configuration of an information providing apparatus according to the first embodiment of the present invention. FIG. 2 is a diagram showing a driver's seat of an automobile equipped with the information providing apparatus shown in FIG.
[0021]
1 and 2, reference numeral 2 denotes an auto cruise main switch for auto cruise setting. Reference numeral 3 denotes a navigation main switch capable of turning on / off the navigation function.
[0022]
Reference numeral 4 denotes a map scroll switch that can instruct scrolling of the map image displayed on the display device 15 or 16. Reference numeral 5 denotes a winker switch capable of turning on and off the left and right winker lamps.
[0023]
Reference numeral 6 denotes a destination setting switch capable of setting a desired destination for which route guidance is desired. A GPS sensor 7 detects the current position of the host vehicle based on a GPS (Global Positioning System) signal received from the outside.
[0024]
Reference numeral 9 denotes a yaw rate sensor that detects the yaw rate of the host vehicle. A vehicle speed sensor 10 detects the vehicle speed as the traveling state of the host vehicle. Reference numeral 11 denotes an operation angle sensor that detects the steering angle of the host vehicle.
[0025]
Reference numeral 12 denotes a gaze point detection sensor that detects a driver's gaze direction (hereinafter, gaze point). Reference numeral 13 denotes a front obstacle sensor that detects the distance and position of an obstacle existing ahead by using a laser radar, a millimeter wave radar, or the like.
[0026]
14 is a pedestrian warning switch that can turn on / off the function of warning the driver that a pedestrian is ahead, and is used in the second embodiment to be described later. The pedestrian warning switch 14 may be omitted by interlocking with the on / off state.
[0027]
Reference numeral 19 denotes a light switch capable of turning on / off a headlamp, a small lamp, and a fog lamp. In this embodiment, the driving environment with poor visibility such as rainy weather or nighttime is determined by the operation state of the light switch 19 by the driver as an example. However, the present invention is not limited to this method. The determination may be made using the operation state of the wiper switch that can be set for operation, a predetermined time zone, or weather conditions obtained from outside by communication.
[0028]
Reference numeral 20 denotes a beacon signal receiver that receives traffic information such as traffic jam from the outside as a traveling environment around the host vehicle.
[0029]
15 and 16 are a liquid crystal display or a head-up display that provides various types of information by displaying a map image based on map information stored in advance in the map database 8, an obstacle alarm image described later, and the like. It is a display device.
[0030]
Here, the display device 15 (first display) is a position in front of the driver's seat of the host vehicle, where the display image can be easily viewed without performing a large line of sight movement when the driver stares forward. Thus, the driver is disposed at a position with high visibility for the driver (may be near the center position of the dashboard). In addition, the display device 16 (second display) is disposed on the center console that is closer to the outward extension portion of the line-of-sight range when the driver gazes ahead than the position where the display device 15 is disposed.
[0031]
17 is an acceleration / deceleration that performs engine throttle opening, automatic transmission shift operation, or brake operation so as to maintain a predetermined inter-vehicle distance from the preceding vehicle when the auto-cruise main switch 2 is operated to the on state. It is a mechanism (in the second embodiment, it operates when a pedestrian is present ahead). Reference numeral 18 denotes a speaker that outputs various kinds of sound using artificial synthetic sounds in order to provide information to at least the driver.
[0032]
Reference numeral 23 denotes an infrared projection lamp that is provided, for example, on the column cover of the steering wheel and projects infrared light onto the driver's head and face. Reference numeral 24 denotes an infrared projection area imaging camera that is provided on, for example, a column cover of a steering wheel and photographs reflected light from the head and face by the infrared projection lamp 23.
[0033]
1 performs display control of the map image based on the map information stored in advance in the map database 8, and also displays the current position information detected by the GPS sensor 7, the map information corresponding to the current position information, and the like. It is a control unit that performs a control function of a general navigation device that uses and guides a route to a desired destination set by an occupant (driver), and a warning function that displays and sounds about a front obstacle. The navigation function and the alarm function by the control unit 1 are realized by a CPU (not shown) executing software stored in advance in a memory.
[0034]
In the following description, the alarm function as characteristic information provision control according to the present embodiment will be described in detail. Here, the present embodiment will be outlined with reference to FIG.
[0035]
In the present embodiment, the control unit 1 detects the gaze point of the driver of the own vehicle by the gaze point detection sensor 12, and the distance and position of the front obstacle sensor 13 with respect to the obstacle existing in front are detected by the front obstacle sensor 13. If the obstacle is present at a position corresponding to a predetermined range (estimated range of visual field range) set with the detected gazing point as a reference, the display or sound regarding the obstacle is displayed. To change the information provision mode (delay of provision timing, cancellation, etc.). The predetermined range is corrected according to the traveling state of the host vehicle, the traveling environment, or the driving skill of the driver.
[0036]
That is, in this embodiment, the visual field range of the driver is determined by paying attention to the human visual field characteristic that the human visual acuity rapidly deteriorates toward the outer edge direction of the peripheral visual field with the gaze position (gaze point) as a reference. When there is an obstacle within the predetermined range estimated as, it can be determined that the driver is more likely to recognize the presence of the obstacle than when there is an obstacle outside the predetermined range. The alarm timing is adjusted according to the position of the obstacle with respect to the predetermined range.
[0037]
Furthermore, on the basis of the above visual field characteristics, the peripheral visual field further focuses on the characteristic that it becomes narrower as the moving speed increases, the attention to a certain object increases, or the visibility decreases. As shown in FIG. 5, a table is prepared in advance, and the size of the predetermined range estimated as the peripheral visual field of the driver is corrected according to the actually detected state (see FIG. 4).
[0038]
FIG. 5 is a diagram showing a table for setting the peripheral visual field of the driver and a predetermined range type to be estimated according to various states detected by the various sensors shown in FIGS. Based on the above-mentioned human characteristics relating to the peripheral visual field, it is stored in advance in a memory.
[0039]
In each item shown in the figure, the item “vehicle speed” is referred to according to the detection result of the vehicle speed sensor 10. The item “environment” is referred to according to the operation state of the light switch 19 and the traffic information received via the beacon signal receiver 20. The item “driver state” is detected from the pupil diameter detectable by the gaze point detection sensor 12 described later and its movement based on the characteristic that the size and movement of the human pupil change according to the mental tension. Reference is made according to the detection result. The item “driving skill” is determined by any method described later with reference to FIGS. 10 to 12 and is referred to according to the determination result.
[0040]
Although not shown in FIG. 5 for the sake of simplicity, the traveling state of the host vehicle can be detected based on detection results of the steering angle sensor 11 and the yaw rate sensor 9 in addition to the vehicle speed. Vehicle behavior (turning, curves, etc.) may be employed.
[0041]
Next, specific processing for realizing the functions described above will be described.
[0042]
<Basic processing>
FIG. 6 is a flowchart showing a basic process for determining a mode of providing information in the vehicle information providing apparatus according to the first embodiment, and a control process described later using the parameters determined (corrected) in this process. (FIG. 13) is performed. This basic processing is performed in parallel in a separate task from the control processing in the control unit 1.
[0043]
In the figure, step S1: the gaze point detection sensor 12 detects the gaze point of the driver (details will be described later).
[0044]
Step S2: The traveling state of the host vehicle is determined based on the detection result of the vehicle speed sensor 10 or the like. Further, based on the operation state of the light switch 19 and the traffic information received via the beacon signal receiver 20, the traveling environment around the host vehicle is determined. Then, the driving skill of the driver is determined by any procedure described later with reference to FIGS.
[0045]
Step S3: By referring to the setting table shown in FIG. 5 according to the various determination results in Step S2, the size of the predetermined range (large, medium, small) as the estimated range of the peripheral visual field of the driver is determined, The predetermined range whose size has been determined is set to a position (coordinate position) based on the gaze point of the driver detected in step S1.
[0046]
Step S4: It is determined whether or not the position (coordinate position) of the obstacle detected by the front obstacle sensor 13 is included in the predetermined range set in Step S3. Depending on the determination result, Step S5 or Step Proceed to S6. Here, the coordinate system employed by the forward obstacle sensor 13 and the coordinate system within a predetermined range are set in common.
[0047]
Step S5: Since it is determined in step S4 that the obstacle is within the predetermined range, the driver is highly likely to recognize the presence of the obstacle. Therefore, in this step, parameters (predetermined distance LP, threshold value L1) used in the control processing described later are corrected to values that can restrict (notify or stop the notification timing) information related to obstacles to the driver. And return. More specifically, in order to delay or stop the notification timing, a value smaller than the predetermined reference value set in step S6 is selected as the predetermined distance LP and the threshold value L1. Here, in order to stop providing information, the threshold value L1 may be set to 0.
[0048]
Step S6: Since it is determined in step S4 that the obstacle is outside the predetermined range, there is a high possibility that the driver does not recognize the presence of the obstacle. Therefore, in this step, unlike step S5, there is no need to regulate the notification of the information related to the obstacle to the driver. Therefore, as parameters (predetermined distance LP, threshold value L1) used in the control processing described later, Select the reference value and return.
[0049]
<Detection of gaze point>
Here, the gaze point detection process performed in step S1 will be described. First, prior to describing the gaze point detection procedure, an example of an experimental result regarding the movement of the driver's head and face and the movement of the pupil will be described with reference to FIG.
[0050]
FIG. 8 is a diagram showing experimental results regarding the movement of the driver's head and face and the movement in the line of sight when the lane is changed.
[0051]
As shown in the figure, during the period from 30 seconds before darkness to 15 seconds dark before the end of merging to determine whether or not to change lanes, the driver's head and face are greatly turned in the horizontal direction many times to confirm the rear of the vehicle. In addition, it can be seen that the pupil moves violently to the left and right until the lane change is finished, and is gazing at the side mirror and the rearview mirror, while the head and face movements in the vertical direction (the direction of the line of sight) It can be seen that there is no significant change in Thereby, it can be determined that the driving operation at the time of changing the lane of the subject did not include useless visual observation such as a side look. Therefore, in the present embodiment, a gazing point indicating where the driver is looking is obtained based on the direction of the pupil (the direction of the line of sight), and is used as a determination factor of the driving skill of the driver.
[0052]
Here, a method of detecting the driver's gazing point P by the gazing point detection sensor 12 will be described.
[0053]
FIG. 7 is a block diagram showing the system configuration of the gazing point detection sensor 12 in the first embodiment. Each module described below in this embodiment is a microcomputer (not shown) included in the gazing point detection sensor 12. Represents the functional unit of the software to be executed.
[0054]
As shown in the figure, an infrared transmission filter 25 is provided in the light projecting portion of the infrared light projecting lamp 23 and the light receiving unit of the infrared light projecting area imaging camera 24, and the gaze point detecting sensor 12 is Based on the video signal output from the infrared projection area imaging camera 24, the image processing module performs general binarization processing and feature point extraction processing to extract the driver's head and face image. Based on the extracted image of the head face part, the gaze point detection module detects the head face direction Dh and the gaze direction Ds so as to calculate the driver's gaze point P.
[0055]
Next, specific functions of the gazing point detection sensor 12 will be described with reference to FIG.
[0056]
FIG. 9 is a flowchart showing the gazing point detection process in the first embodiment, and shows functions realized by the image processing module and the gazing point detection module.
[0057]
In the figure, step S51: the driver's head face is projected by the infrared projector lamp 23, and the analog video signal of the head face photographed by the infrared projector area imaging camera 24 is used as an image processing module. The image data is converted into digital multilevel image data for each pixel by performing general binarization processing on the video signal.
[0058]
Step S52: The driver's face image portion is extracted from the obtained multi-value image data using a general image processing method, and a plurality of feature points (for example, the eyes, corners of the eyes, nostrils, etc.) included in the extracted face image portion. ) Position is detected.
[0059]
Step S53: From the extracted image data of the face image portion, the position of the reflection point and the position of the pupil generated in the cornea of the driver's eyeball by infrared projection are detected using a general image processing technique. .
[0060]
Step S54: Based on the position of the feature point detected in step S52, by calculating the inclination of the driver's head face in a predetermined three-dimensional coordinate space, the direction in which the driver's head face is directed (head face direction). Ds is measured.
[0061]
Step S55: A direction (gaze direction) Ds of the driver's line of sight is detected based on the corneal reflection point detected in step S53 and the head-face direction Ds detected in step S54.
[0062]
Step S56: The gaze direction Ds detected in Step S55 is a predetermined position inside or outside the vehicle that is stored in advance as coordinates in the predetermined three-dimensional coordinate space (front far position, front vehicle vicinity position, room mirror mounting position, By determining whether the left and right side mirror mounting positions correspond to each other, the driver's gazing point P is detected, and the data indicating the detected gazing point P (for example, the front distant position, the front vehicle vicinity position, The identification flags indicating the rearview mirror mounting position and the left and right side mirror mounting positions are output to the control unit 1 and the process returns.
[0063]
The gazing point detection process described above is performed, for example, every control cycle of a microcomputer (not shown) of the gazing point detection sensor 12, and data (identification flag) indicating the detected gazing point P is shown in FIG. In step S <b> 1 of the flowchart shown, the gazing point memory (RAM) in the control unit 1 is stored in time series for a predetermined number of detection times.
[0064]
<Determination of driving skill>
Next, how to obtain the driving skill executed in step S2 of the flowchart shown in FIG. 6 executed by the control unit 1 will be described. In the present embodiment, three types of methods described below are assumed, and at least one of these methods may be employed.
[0065]
FIG. 10 is a flowchart showing a driving skill determination process based on the indirect mirror gaze frequency. In this determination method, a driver with a relatively low driving skill generally uses an indirect mirror (left and right side mirrors and a room mirror). This is based on the driving characteristic that the frequency of confirmation behind the host vehicle is low (that is, there is no room to look behind the host vehicle).
[0066]
In the figure, step S61A: the current driving operation state is a straight traveling state or a lane change is completed based on the operation state of the blinker switch 5 and the steering angle detected by the steering angle sensor 11. It is determined whether the left turn is completed.
[0067]
Step S62A: When the vehicle is traveling straight as determined in Step S61A, the time-series gaze point data (identification flag) stored in the gaze point memory is referred to, and indirect mirrors (left and right side mirrors) for a predetermined TS Straight seconds. And room mirror) are counted.
[0068]
Step S63A: When the lane change has been completed in step S61A, the time series gaze point data stored in the gaze point memory is referred to, and the indirect mirrors in the lane seconds from the start to the end of the lane change (left and right) NLane) is counted.
[0069]
Step S64A: When the left turn is finished as determined in step S61A, the time series gaze point data stored in the gaze point memory is referred to, and the indirect mirror (left and right side mirrors) for TLeft seconds from the start to the end of the left turn is referred to. Mirror and room mirror) NLeft is counted.
[0070]
Step S65A, Step S66A: It is determined whether or not the number of gazes NStraight, the number of gazes NLane, and the number of gazes NLeft have been counted (step S65A), and if this count has not been counted, the process proceeds to step S7. Based on the number of times, the driving skill level of the driver is determined (step S66A).
[0071]
That is, in step S66A, if the number of gazes NStraight, the number of gazes NLane, and the number of gazes NLeft are all equal to or less than a predetermined value M (StraightM, LaneM, LeftM), it is determined as level 1 (the driving skill is low). If any of them is equal to or less than the predetermined value M, it is determined that the level is 2 (the driving skill is slightly low). Further, when NS Straight> Straight M, NS Lane> Lane M, and N Left> Left M, it is determined that the level is 3 (the driving skill is normal), and any one of these gaze counts is a predetermined value H ((> predetermined value M): Straight H, Lane H, When it is equal to or greater than (LeftH), it is determined that the level is 4 (the driving skill is slightly high), and when NS Straight> StraightH, NLane> LaneH, and NLeft> LeftH, it is determined that the level is 5 (the driving skill is high).
[0072]
In addition, the predetermined values (predetermined number of times) M and H used when performing the driving skill determination based on the gaze frequency of the indirect mirror as described above are the gaze time per time and the necessity of confirmation of the rear view (for example, It may be corrected according to traffic volume, highway, etc.). That is, these threshold values may be increased when the gaze time per one time by the indirect mirror is shorter than a predetermined time, and corrected when it is longer. If the road type on which the host vehicle is traveling is a general road, these threshold values are increased, and if the road type is an expressway, these threshold values are corrected to be smaller. Further, when the traffic volume on the road on which the host vehicle is traveling is large, these threshold values are increased, and when the traffic volume is small, these threshold values are corrected to be small.
[0073]
Step S67A: In accordance with the determined five levels according to the classification of the setting table shown in FIG. 5, the driving skill is “low” for levels 1 and 2, and the driving skill is “normal” for level 3. In the case of levels 4 and 5, the driving skill is classified as “high” and stored in the memory.
[0074]
FIG. 11 is a flowchart showing a driving skill determination process based on the gaze frequency around the vehicle. In this determination method, a driver with a relatively low driving skill generally has a narrow gaze range in the left-right direction in front of the host vehicle (that is, , Based on the driving characteristics of having no room to look around the vehicle.
[0075]
In the figure, step S61B: As in step S61A described above, whether the current driving operation state is a straight traveling state or not based on the operation state of the blinker switch 5 and the steering angle detected by the steering angle sensor 11, It is determined whether the change has been completed or the left turn has been completed. If this determination indicates that the vehicle is not traveling straight, the process proceeds to step S7. If the vehicle is traveling straight, the process proceeds to step S62B.
[0076]
Step S62B: Since the vehicle is traveling straight in the determination of Step S61B, the time-series gaze point data stored in the gaze point memory is referred to, and the number of gazes NStraightL in the front left direction in the predetermined TS Straight seconds, the front right direction The number of gazes NS StraightR is counted.
[0077]
Step S63B, Step S64B: It is determined whether or not the gaze count NStraightL and the gaze count NStraightR have been counted (step S63B). If this count has not been counted, the process proceeds to step S7. The driver's driving skill level is determined (step S64B).
[0078]
That is, in step S64B, if both the number of gaze NSstraightL and the number of gaze NSstraightR are equal to or less than a predetermined value M (StraightLM, StraightRM), it is determined that the level is 1 (the driving skill is low). If it is less than or equal to the value M, it is determined that the level is 2 (the driving skill is slightly low). Further, when NS Straight R> Straight RM and NS Straight L> Straight LM, it is determined that the level is 3 (the driving skill is normal). When any of these gaze counts is a predetermined value H ((> predetermined value M): Straight LH, Straight RH) 4 (the driving skill is slightly high). When NS StraightR> Straight RH and NS Straight L> Straight LH, it is determined that the level is 5 (the driving skill is high).
[0079]
As described above, the predetermined values (predetermined number of times) M and H used when determining the driving skill based on the gaze frequency around the vehicle are the same as in the case of the driving skill determination based on the gaze frequency of the indirect mirror. Moreover, it is good to correct | amend according to the gaze time per time and the necessity (for example, traffic volume, a highway, etc.) of a back view confirmation.
[0080]
Step S67B: The determined driving skill is classified into three types as in step S67A of FIG. 10 described above, and stored in the memory.
[0081]
FIG. 12 is a flowchart showing a driving skill determination process based on a distant gaze frequency in front of the vehicle. In this determination method, a driver with a relatively low driving skill generally has a short gaze distance with respect to the front of the own vehicle (that is, the own vehicle). Based on driving characteristics).
[0082]
In the figure, Step S61C: As in Step S61A described above, whether the current driving operation state is a straight traveling state or not based on the operation state of the blinker switch 5 and the steering angle detected by the steering angle sensor 11, It is determined whether the change has been completed or the left turn has been completed. If this determination indicates that the vehicle is not traveling straight, the process proceeds to step S7. If the vehicle is traveling straight, the process proceeds to step S62C.
[0083]
Step S62C: Since the vehicle is traveling straight in the determination of Step S61C, the time series gaze point data (identification flag) stored in the gaze point memory is referred to, and a predetermined far position in front of a predetermined TS Straight seconds ( For example, gaze at the total gaze time NStraightF for a distance from the front of the host vehicle NStraight F and the total gaze time NStraightN for a predetermined vicinity position (for example, 50 m ahead from the parting position of the host vehicle bonnet). Each of the count values of the identification flag representing the number is counted within a range of the predetermined TS Straight seconds, and the product of the count value and a predetermined unit time is calculated.
[0084]
Step S63C, Step S64C: It is determined whether or not the total gaze time NStraightF and NStraightN are calculated (step S63C). If not yet calculated in this determination, the process proceeds to step S7, and if calculated, based on the total gaze time. The driving skill level of the driver is determined (step S64C).
[0085]
That is, in step S64C, the ratio of the total gaze time NStraightF and NStraightN is calculated. When the calculated ratio is smaller than the predetermined value FrontPointL, it is determined that the level is 1 (the driving skill is low), and the calculated ratio is the predetermined value. When it is larger than FrontPointLM (> FrontPointL), it is judged as level 2 (driving skill is slightly low). Further, when the calculated ratio is larger than the predetermined value FrontPointM (> FrontPointLM), it is determined as level 3 (driving skill is normal), and when the calculated ratio is larger than the predetermined value FrontPointHM (> FrontPointM), level 4 (driving skill is If the calculated ratio is greater than the predetermined value FrontPointH (> FrontPointHM), it is determined that the level is 5 (the driving skill is high).
[0086]
As described above, the threshold value such as the predetermined value FrontPointL used when the driving skill determination is performed based on the distance gaze frequency in front of the vehicle is the same as in the case of the driving skill determination based on the gaze frequency of the indirect mirror. Moreover, it is good to correct | amend according to the gaze time per time and the necessity (for example, traffic volume, a highway, etc.) of a back view confirmation.
[0087]
Step S67C: The determined driving skill is classified into three types as in step S67A of FIG. 10 described above, and stored in the memory.
[0088]
Incidentally, as a method for determining the driving skill, there is a method of determining based on the amount of wobbling of the vehicle in the traveling lane during single traveling. In this method, the standard deviation of the vehicle center of gravity is calculated and the general deviation is calculated. It is determined that the driving skill is low when there is a fluctuation exceeding a value (for example, about 0.2 m when traveling on a highway).
[0089]
In addition, as another method, there is a method of determining based on the variation in the inter-vehicle distance and the driving operation at the time of the follow-up traveling with the preceding vehicle. When there are many, it determines with driving skill being low.
[0090]
As another method, there is a method of storing information (such as the number of violations) on the driving skill of the driver in a storage medium that can be read by the control unit 1.
[0091]
<Control processing>
Next, control processing performed with reference to the parameters determined in the basic processing described above will be described.
[0092]
FIG. 13 is a flowchart showing a control process of the vehicle information providing apparatus in the first embodiment, which is started when the auto-cruise main switch 2 is operated to the on state.
[0093]
In the figure, step S11: The detection results of each of the vehicle speed sensor 10, the steering angle sensor 11, the yaw rate sensor 9, and the front obstacle sensor 13 are input.
[0094]
Step S12: Based on the detection results of the vehicle speed sensor 10, the steering angle sensor 11, and the yaw rate sensor 9 input in step S11, the travel path of the host vehicle (the predicted path that the host vehicle will travel from now on) is calculated. . Here, the traveling path may be calculated by the procedure disclosed in Japanese Patent Application Laid-Open No. 7-220119 by the applicant of the present application.
[0095]
Step S13: It is determined based on the detection result of the front obstacle sensor 13 whether an obstacle exists within the range of the predetermined distance LP from the calculated vehicle on the traveling path, and step S14 or step is determined depending on the determination result. Proceed to S16. Here, the predetermined distance LP is a value corrected by the above-described basic processing (FIG. 6).
[0096]
Step S14: Since it is determined in step S13 that there is no obstacle within the predetermined distance LP, it is not necessary to perform information (alarm) regarding the obstacle. Therefore, in this step, the acceleration / deceleration mechanism 17 is controlled so that the vehicle speed becomes a preset vehicle speed.
[0097]
Step S15: The internal processing flags Fc1, Fc2, and Fc3 for displaying guidance are reset to 0 indicating display stop.
[0098]
Here, the internal processing flag Fc1 is a flag for instructing a display for simply providing information. The internal processing flag Fc2 is a flag for instructing display for providing information as a primary alarm for an obstacle. The internal processing flag Fc3 is a flag for instructing a display for providing information as a secondary alarm for an obstacle, and is set when the degree of urgency is higher than that of the primary alarm.
[0099]
When these internal processing flags are set to 1, as the guidance display displayed on the display device 15 or 16, the internal processing flag Fc1 = 1 having a relatively low degree of urgency, the inter-vehicle distance according to the display example of FIG. In the internal processing flag Fc2 = 1 which is the primary alarm, it is notified that the inter-vehicle distance is automatically adjusted according to the display example of FIG. 15, and the secondary alarm with the highest urgency level In a certain internal processing flag Fc3 = 1, it may be displayed that automatic braking is being performed according to the display example of FIG. In a preferred embodiment, the two display devices may be used properly according to the urgency of the screen to be displayed.
[0100]
Step S16, Step S17: Since it is determined in step S13 that an obstacle exists within the range of the predetermined distance LP, it is determined whether the obstacle has been detected in the previous control cycle (step S16). As a result of the determination, if it has been detected even in the previous control cycle, the process proceeds to step S18. If it is a newly detected obstacle this time, in step S17, an instruction to display the internal processing flag Fc1 for guidance display is indicated. And a single artificial sound “beep” is output from the speaker 18. Preferably, the sound output mode in step S17 is also set to a sound pressure level corresponding to the value corrected in the basic processing (FIG. 6) described above.
[0101]
Step S18: It is determined whether the distance L to the obstacle existing ahead is shorter than the threshold value L1 corrected in the above-described basic processing (FIG. 6). If this determination is NO (L ≧ L1) Since it can be determined that the urgency level of information provision at the present time is not so high, the process proceeds to step S19. When YES (L <L1), the process proceeds to step S21 in order to determine the degree of urgency.
[0102]
Steps S19 and S20: The internal processing flags Fc2 and Fc3 for displaying the guidance are reset to 0 indicating the display stop (step S19) so that the distance between the host vehicle and the preceding vehicle becomes a preset distance. The acceleration / deceleration mechanism 17 is controlled.
[0103]
Step S21: It is determined whether the distance L to the obstacle existing ahead is shorter than a predetermined threshold value L2 (<L1) (step S21). If this determination is NO (L ≧ L2), the process proceeds to step S25. If YES (L <L2), the process proceeds to step S22. Here, unlike the threshold value L1, the threshold value L2 is not corrected because the distance from the obstacle is short and the degree of urgency is high in the situation where the threshold value L2 is used. This is because information should be provided promptly regardless of whether the driver is aware of or not, and attention should be paid to obstacles.
[0104]
Step S22: Since it can be determined that the secondary alarm for the obstacle with high urgency level and the currently detected obstacle is necessary, the internal processing flag Fc3 for guidance display is set to 1 and continuous artificial Outputs the sound “beep-beep-beep”. Preferably, the sound output mode in step S22 is also set to a sound pressure level corresponding to the value corrected in the basic processing (FIG. 6) described above.
[0105]
Steps S23 and S24: The internal processing flags Fc1 and Fc2 for displaying the guidance are reset to 0 indicating display stop (step S23), and the distance between the host vehicle and the preceding vehicle is set to a preset distance. Then, the braking operation by the acceleration / deceleration mechanism 17 is performed (step S24).
[0106]
Step S25: Since it can be determined that the primary alarm for the currently detected obstacle is necessary, the internal processing flag Fc2 for guidance display is set to 1 and a pseudo horn sound is output from the speaker 18. . Preferably, the sound output mode in step S25 is also set to a sound pressure level corresponding to the value corrected in the basic processing (FIG. 6) described above.
[0107]
Steps S26 and S27: Guidance display internal processing flags Fc1 and Fc3 are reset to 0 indicating display stop (step S26), so that the distance between the host vehicle and the preceding vehicle becomes a preset distance. Then, the braking operation by the acceleration / deceleration mechanism 17 is performed (step S27).
[0108]
Step S28: The image corresponding to any one of the internal processing flags Fc1 to Fc3 for displaying guidance is set on the display device 15 or 16, and the process returns.
[0109]
According to this embodiment described above, it is possible to effectively provide information according to the degree of recognition of the driver with respect to the obstacle.
[0110]
In addition, the reference value (predetermined distance LP, threshold value L1) for providing information as a predetermined range is corrected according to parameters (traveling environment, traveling state, driving skill) that are greatly involved in the driving state of the driver It is possible to provide more effective information.
[0111]
In addition, when an obstacle is located within the predetermined range, the driver is likely to recognize the presence of the obstacle. In such a case, there is an obstacle outside the predetermined range. Since the timing of providing information is delayed compared to the above, it is possible to prevent the driver from feeling troublesome and to provide more effective information.
[0112]
[Second Embodiment]
Next, a second embodiment based on the vehicle information providing apparatus according to the first embodiment described above will be described. In the following description, the description similar to that of the first embodiment will be omitted, and the description will focus on the characteristic part of the present embodiment.
[0113]
In the present embodiment, an information providing apparatus that realizes an alarm function that allows a driver to recognize a pedestrian existing ahead by using parameters set in the same basic process as in the first embodiment will be described.
[0114]
<Control processing>
FIG. 17 is a flowchart showing a control process of the vehicle information providing apparatus according to the second embodiment, which is started in response to the pedestrian warning main switch 14 being operated to the on state.
[0115]
In the figure, step S31: The detection result of each sensor of the vehicle speed sensor 10, the steering angle sensor 11, the yaw rate sensor 9, and the front obstacle sensor 13 is input.
[0116]
Step S32: Based on the detection results of the vehicle speed sensor 10, the steering angle sensor 11, and the yaw rate sensor 9 input in step S31, the traveling path of the host vehicle is calculated. Here, the traveling path may be calculated by the procedure disclosed in the prior Japanese Patent Application Laid-Open No. 10-1000082 by the applicant of the present application.
[0117]
Step S33: It is determined whether there is a pedestrian within the range of the predetermined distance LP from the own vehicle on the calculated traveling path based on a detection result by the front obstacle sensor 13 such as a laser radar or a millimeter wave radar, for example. The process proceeds to step S34 or step S35 depending on the determination result. Also in the present embodiment, the predetermined distance LP is a value corrected by the above-described basic processing (FIG. 6).
[0118]
Step S34: Since it is determined in step S33 that there is no pedestrian within the range of the predetermined distance LP, it is not necessary to perform information (alarm) on the pedestrian. Therefore, in this step, the internal processing flags Fc1 and Fc2 for guidance display are reset to 0 indicating display stop and the process returns.
[0119]
In the present embodiment, the internal processing flag Fc1 is a flag for instructing display as information provision in which the degree of urgency for a pedestrian is not so high. The internal processing flag Fc2 is a flag for instructing display for providing information as a warning with a high degree of urgency related to a pedestrian.
[0120]
When these internal processing flags are set to 1, as the guidance display displayed on the display device 15 or 16, in the internal processing flag Fc1 = 1, the presence of a pedestrian is notified by the display example of FIG. In the case of the internal processing flag Fc2 = 1, which is an alarm, the driver may be prompted to perform a brake operation by displaying the display example of FIG. In a preferred embodiment, the two display devices may be used properly according to the urgency of the screen to be displayed.
[0121]
Step S35, Step S36: Since it is determined in step S33 that a pedestrian exists within the range of the predetermined distance LP, it is determined whether the pedestrian has been detected in the previous control cycle (step S35). As a result of the determination, if it has been detected even in the previous control cycle, the process proceeds to step S37, and if it is a newly detected pedestrian this time, in step S36, display of the internal processing flag Fc1 for guidance display is instructed 1 And a single artificial sound “beep” is output from the speaker 18. Preferably, the sound output mode in step S36 is also set to a sound pressure level corresponding to the value corrected in the basic processing (FIG. 6) described above.
[0122]
Step S37, Step S38: It is determined whether the distance L with the pedestrian existing ahead is shorter than the threshold value L1 corrected in the basic processing (FIG. 6) described above (Step S37). When (L <L1), the process proceeds to step S39. When NO (L ≧ L1), it can be determined that the urgency level of information provision at the present time is not so high, so that the internal processing flag Fc2 for guidance display is displayed to be stopped. Reset to zero.
[0123]
Step S39, Step S40: Since it can be determined that an alarm with a high degree of urgency related to the pedestrian currently detected is necessary, the internal processing flag Fc2 for guidance display is set to 1, and the pseudo horn from the speaker 18 is set. A sound is output (step S39), and the internal processing flag Fc1 for guidance display is reset to 0 indicating display stop (step S40).
[0124]
Step S41: An image corresponding to any of the guidance display internal processing flag Fc1 or Fc2 set to 1 is displayed on the display device 15 or 16, and the process returns.
[0125]
According to this embodiment mentioned above, the information provision according to the driver's recognition degree with respect to a pedestrian can be performed effectively.
[0126]
In addition, the reference value (predetermined distance LP, threshold value L1) for providing information as a predetermined range is corrected according to parameters (traveling environment, traveling state, driving skill) that are greatly involved in the driving state of the driver It is possible to provide more effective information.
[0127]
In addition, when a pedestrian is located within a predetermined range, it is highly likely that the driver recognizes the presence of the pedestrian. In such a case, an obstacle exists outside the predetermined range. Since the timing of providing information is delayed as compared with the above, it is possible to prevent the driver from feeling troublesome and to provide more effective information.
[Brief description of the drawings]
FIG. 1 is a block configuration diagram showing a system configuration of an information providing apparatus according to a first embodiment of the present invention.
FIG. 2 is a diagram showing a driver's seat of an automobile equipped with the information providing apparatus shown in FIG.
FIG. 3 is a diagram illustrating a driver's gaze point and peripheral vision.
FIG. 4 is a diagram illustrating an example of a predetermined range to be estimated as a peripheral visual field of a driver.
FIG. 5 is a diagram showing a table for setting a peripheral visual field of a driver and a predetermined range type to be estimated according to various states detected by various sensors shown in FIGS. 1 and 2;
FIG. 6 is a flowchart showing basic processing for determining a mode of providing information in the vehicle information providing apparatus according to the first embodiment.
FIG. 7 is a block diagram showing a system configuration of a gazing point detection sensor 12 in the first embodiment.
FIG. 8 is a diagram showing experimental results regarding the movement of the driver's head and face and the movement in the line of sight when changing lanes.
FIG. 9 is a flowchart showing a gazing point detection process in the first embodiment.
FIG. 10 is a flowchart showing a driving skill determination process based on a gaze frequency of an indirect mirror.
FIG. 11 is a flowchart showing a driving skill determination process based on a gaze frequency around the vehicle.
FIG. 12 is a flowchart showing a driving skill determination process based on a distance gaze frequency in front of the vehicle.
FIG. 13 is a flowchart showing a control process of the vehicle information providing apparatus in the first embodiment.
FIG. 14 is a diagram illustrating a guidance screen to be displayed when the internal processing flag Fc1 = 1 in the first embodiment.
FIG. 15 is a diagram illustrating a guidance screen to be displayed when the internal processing flag Fc2 = 1 in the first embodiment.
FIG. 16 is a diagram illustrating a guidance screen to be displayed when the internal processing flag Fc3 = 1 in the first embodiment.
FIG. 17 is a flowchart showing a control process of the vehicle information providing apparatus in the second embodiment.
FIG. 18 is a diagram illustrating a guidance screen to be displayed when the internal processing flag Fc1 = 1 in the second embodiment.
FIG. 19 is a diagram illustrating a guidance screen to be displayed when the internal processing flag Fc2 = 1 in the second embodiment.
[Explanation of symbols]
1: control unit,
2: Auto cruise main switch,
3: Navigation main switch,
4: Map scroll switch,
5: Winker switch,
6: Destination setting switch,
7: GPS sensor,
8: Map database,
9: Yaw rate sensor,
10: Vehicle speed sensor,
11: Steering angle sensor,
12: Gaze point detection sensor,
13: Front obstacle sensor,
14: Pedestrian alarm main switch,
15, 16: display device,
17: Acceleration / deceleration mechanism,
18: Speaker,
23: Infrared projection lamp,
24: Infrared projection area imaging camera,
25: Infrared transmission filter,

Claims (3)

Obstacle detection means for detecting the relative positional relationship of the obstacle present ahead with respect to the host vehicle;
Gazing point detection means for detecting the gazing point of the driver of the host vehicle;
Range setting means for setting a predetermined range based on the gazing point detected by the gazing point detection means;
Whether or not the obstacle exists in a position corresponding to a predetermined range set by the range setting means when the positional relationship is detected by the obstacle detection means with respect to an obstacle existing ahead And an information providing means for changing a mode of providing information related to the obstacle,
Driving skill detection means for detecting the driving skill of the driver based on the visual recognition behavior of the driver of the host vehicle ,
The range setting means corrects the size of the predetermined range according to the driving skill detected by the driving skill detection means .   The information providing means regulates the provision of information to the occupant when the obstacle is present at a position corresponding to the predetermined range, compared to when the obstacle is present outside the predetermined range. The vehicular information providing apparatus according to claim 1. Even when the obstacle is present at a position corresponding to the predetermined range, the information providing unit cancels the information provision restriction when it is determined that the urgency of providing information regarding the obstacle is high. The vehicular information providing apparatus according to claim 2 .

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