JP6428712B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device.

  Recently, many vehicles provide driving assistance, and for example, lane keeping control, automatic brake control, follow-up constant speed traveling control (auto cruise control), etc. have already been put into practical use. Patent Document 1 discloses a technique for reducing attention to the surrounding environment in order to relieve a driver's tension. Patent Document 2 discloses a technique that relieves muscle tone in a driving state through control intervention.

Japanese Patent Laid-Open No. 06-255519 Japanese Patent Application Laid-Open No. 07-069233

  By the way, if the driver actively performs driving operation without looking aside or indiscriminately, the driver's internal concentration with respect to driving increases (a state in which the internal concentration degree is high), which is a very favorable state. . However, if fatigue increases due to, for example, continuous operation for a long time, the internal concentration inevitably decreases.

  The present invention has been made in view of the circumstances as described above, and an object thereof is to provide a driving support device capable of maintaining a state where internal concentration on driving is increasing even if the driver is tired. There is to do.

In order to achieve the above object, the following first solution is adopted in the present invention. That is, as described in claim 1,
An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Operation timing detection means for detecting the operation timing of the driving operation by the driver;
Storage means for storing a driving operation as a model;
With
The operation timing detection means is configured to detect the timing of the driving operation by comparing the actual driving operation by the driver with the driving operation of the model stored in the storage means,
Driving support by the driving support means is performed by changing the vehicle sensitivity that becomes the response of the behavior change of the vehicle that occurs with respect to the driving operation,
The driving support means performs driving support to improve vehicle sensitivity when a delay in driving operation is detected by the operation timing detection means.
It is like that.

According to the first solution described above, when the driver gets tired in a state where the internal concentration is high, the state where the internal concentration is high can be maintained by performing driving support in a direction in which the internal concentration increases. .

Moreover, the internal concentration with respect to a driving | operation can be raised by the method of changing the vehicle sensitivity according to driving | operation operation.

Further, when fatigue occurs, there is often a delay in the driving operation. In such a case, by increasing the vehicle sensitivity to compensate for the delay in the driving operation, the internal concentration on the driving can be increased. In addition to the above, the timing of the driving operation can be appropriately detected by comparison with the driving operation as a model.

In order to achieve the above object, the following second solution is adopted in the present invention. That is, as described in claim 2,
An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Operation timing detection means for detecting the operation timing of the driving operation by the driver;
Storage means for storing a driving operation as a model;
With
The operation timing detection means is configured to detect the timing of the driving operation by comparing the actual driving operation by the driver with the driving operation of the model stored in the storage means,
Driving support by the driving support means is performed by changing the vehicle sensitivity that becomes the response of the behavior change of the vehicle that occurs with respect to the driving operation,
The driving support means performs driving support for reducing the sensitivity of the vehicle when the operation timing detection means detects that the driving operation is too early.
It is like that. According to the second solution described above, when the driver is fatigued with a high internal concentration, the high internal concentration can be maintained by providing driving assistance in a direction in which the internal concentration increases. . Moreover, the internal concentration with respect to a driving | operation can be raised by the method of changing the vehicle sensitivity according to driving | operation operation. Furthermore, during fatigue, the driving operation may occur too early. In such a case, by reducing the vehicle sensitivity and compensating for the driving operation too early, it is possible to increase the internal concentration for driving. In addition to the above, the timing of the driving operation can be appropriately detected by comparison with the driving operation as a model.

A preferred mode based on the first solution technique or the second solution technique is as described in claims 3 to 5. That is,
The control target for changing the vehicle sensitivity is the steering system,
The driving support means controls to change at least one of the steering reaction force and the steering ratio.
(Corresponding to claim 3 ). In this case, internal concentration with respect to driving can be increased by changing the vehicle sensitivity with respect to the steering operation.

The control object for changing the vehicle sensitivity is the accelerator system,
The driving support means controls to change the relationship of the vehicle driving force with respect to the accelerator operation.
(Corresponding to claim 4 ). In this case, internal concentration with respect to driving can be increased by changing the vehicle sensitivity with respect to the accelerator operation.

The control target for changing the vehicle sensitivity is the brake system,
The driving support means controls to change at least one of a brake reaction force with respect to a brake operation, a brake pressure, and an interval of a brake pad with respect to a brake disc.
(Corresponding to claim 5 ). In this case, the internal concentration with respect to driving can be increased by changing the vehicle sensitivity to the brake operation.

In order to achieve the above object, the following third solution is adopted in the present invention. That is, as described in claim 6,
An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Driver state detecting means for detecting the driver's state;
Driving state detection means for detecting the driving operation state by the driver;
Device operation state detection means for detecting the operation state of the in-vehicle device unrelated to the driving operation by the driver;
Based on the detection results of the driver state detecting means, the driving state detecting means, and the device operation state detecting means, the driver is classified into a plurality of types using a concentration degree for driving and a margin for driving as parameters. Classification means;
With
The classification means includes a first type in which the degree of concentration for driving is low and the degree of margin for driving is low and the degree of concentration for non-driving is high, and the degree of concentration for driving is low and the degree of margin for driving is high. The second type with sufficient margin, the third type with a high degree of concentration for driving and a low degree of margin for driving and high external concentration due to external factors, and a high degree of concentration for driving In addition, it is classified into the fourth type that has a high margin for driving and has a high internal concentration in driving,
When it is classified as the fourth type by the classification means, it is said that it is at the time of detection of a state with a high degree of internal concentration by the internal concentration detection means.
It is like that. According to the third solution described above, when the driver is fatigued with a high internal concentration, the high internal concentration can be maintained by providing driving assistance in a direction in which the internal concentration increases. . In addition, the driver state is classified into four types using the degree of concentration in driving and the degree of margin for driving as parameters, and it is accurately determined that the driver is in an ideal state where internal concentration in driving is increasing. can do.

A preferred mode based on the third solution is as described in claim 7 and the following. That is,
An internal concentration level determination means for determining an internal concentration level due to the driver actively driving;
An external concentration level determination means for determining an external concentration level due to passive driving by the driver;
A non-driving concentration degree determination means for determining a non-driving concentration degree in which the driver concentrates on things other than driving operations;
Spare margin degree judging means for judging the degree of spare margin where the driver is not concentrated at all;
Further comprising
The classification means performs classification related to the type based on the determination results of the internal concentration degree determination means, the external concentration degree determination means, the out-of-driving concentration degree determination means, and the spare margin degree determination means. ,
In the classification means , the internal concentration degree and the spare margin degree are values relating to the driver's margin degree, and the internal concentration degree and the external concentration degree are respectively values relating to the driver's concentration degree, Classify the type,
(Corresponding to claim 7 ). In this case, it is possible to accurately classify the four types by determining each concentration degree and spare margin degree individually, and as a result, it is preferable for accurately determining an ideal state where internal concentration is increasing. It will be a thing. In addition, the concentration level and margin level for driving are set appropriately, and the classification into four types is performed accurately, so that it is accurately determined that the internal state is in an ideal state. This is preferable.

The driver's fatigue detection by the fatigue detection means is the internal concentration degree determined by the internal concentration degree determination means, the external concentration degree determined by the external concentration degree determination means, and the outside concentration. This is performed based on the degree of concentration outside driving determined by the degree determining means (corresponding to claim 8 ). In this case, it is possible to detect driver fatigue by effectively using the determination results of the respective determination means.

  ADVANTAGE OF THE INVENTION According to this invention, when a driver | operator gets tired in the state with high internal concentration with respect to a driving | running, a state with high internal concentration with respect to driving | running | working can be maintained by performing driving assistance.

The figure which shows the example of a control system of this invention. The figure which shows the content of four types collectively. The figure which shows the example of the various parameters for determining four types. The figure which shows the example of control of this invention. 5 is a flowchart for determining a driver state in FIG. 4. 6 is a flowchart showing a continuation of FIG. 7 is a flowchart showing a continuation of FIG. The flowchart which shows the example of control of driving skill determination. The figure which shows the specific example for determining a driving skill. The figure which shows the example which changes vehicle sensitivity by changing the throttle opening with respect to an accelerator opening.

  FIG. 1 shows an example of a control system of the present invention, and U in the figure is a controller (control unit) configured using a microcomputer. Signals from various sensors or devices S1 to S7 are input to the controller U. S1 is an accelerator sensor that detects the accelerator opening. S2 is a brake sensor that detects an operation amount of the brake pedal. S3 is a steering sensor that detects the steering angle. S4 is a vehicle interior camera as an imaging means for imaging the driver's face. S5 is an out-of-vehicle camera for imaging a situation outside the vehicle, particularly a situation in front of the host vehicle. S6 is a radar that detects the distance to an obstacle or the like ahead of the host vehicle. S7 is a navigation device, where map information and current vehicle position information are acquired.

  The controller U controls various devices S11 to S16 for driving support described later. S11 is a head-up display provided in front of the driver's seat. S12 is a speaker that emits sound toward the passenger compartment. S13 is a follow-up type constant-speed traveling device (auto-cruise device), and in the embodiment, is operated in the entire vehicle speed range (range of extremely low vehicle speed exceeding 0 km / h to maximum vehicle speed). S14 is a power steering device, and is particularly for automatic steering. S15 is a throttle actuator for changing the throttle characteristic (for changing the characteristic of the throttle opening relative to the accelerator opening). S16 is a brake actuator, and is particularly for changing the responsiveness of the generation of the braking force accompanying the brake operation.

  The controller U has two types of databases (DB) D1 and D3 for various driving support described later. The databases D1 and D3 are actually composed of externally connected large capacity storage means. The database D1 stores model driving operations (accelerator pedal depression, brake pedal depression, steering handle operation timing, operation amount, etc.) performed when an expert (expert) driver drives. Model driving operations corresponding to various driving situations are stored. The database D3 stores actual driving operations performed by the driver. In the embodiment, the database D3 stores operation states of the accelerator pedal and the brake pedal. Note that the output devices S1 to S7 and S11 to S16 shown in FIG. 1 include those not used in the present invention.

  Next, with reference to FIG. 2, the point of classifying the state of the driver into four types will be described. As a premise for classification into this type, first, the points of concentration and margin for driving by the driver will be described.

  As the concentration with respect to driving, the following four types of concentration are set according to the contents. That is, first, there is an external (passive) concentration in driving, a situation in which driving operation is forced by an external factor, and driving motivation is low. Second, it is internal (active) concentration, and the driver is highly motivated to drive in a state where he / she is driving with positive intention. Thirdly, concentration other than driving is set (for example, concentration on screen operation of the navigation device, telephone conversation, etc.). Fourth, there is a margin for concentration and no concentration (the spare margin for operation concentration is sometimes referred to as spare capacity in the description in the drawing).

  When the total of the four types of concentration levels is 100%, the concentration level on driving is the ratio of the added value of external concentration and internal concentration. Further, the degree of margin for driving by the driver is the ratio of the added value of the internal concentration and the spare margin.

  As the four types, the first type to the fourth type are set. The first type is a case where the degree of concentration in driving is low and the degree of margin for driving is low. Specifically, it is assumed that the driver is looking aside. The second type is a case in which the degree of concentration in driving is low and the degree of margin for driving is high. Specifically, it is assumed that the vehicle is in an automatic driving state or a casual state. The third type is a case where the degree of concentration on driving is high and the margin for driving is low. When it corresponds to this third type, for example, when the vehicle is approaching the following vehicle, it is determined that the driver is in a tension state. The fourth type is a case where the degree of concentration in driving is high and the margin for driving is high, which is an ideal driving state.

  FIG. 3 shows the driver state obtained from the image captured by the in-vehicle camera S4, that is, the driver's facial expression, line-of-sight direction, pupil state, and the operation state of the accelerator pedal (A pedal) and the brake pedal (B pedal). Based on the above, the external concentration level, the internal concentration level, the non-driving concentration level, and the spare margin level are determined. Then, by combining the respective determination results, it is determined which type currently corresponds to the above-described four types.

  When the driver falls into the fourth type, that is, when the driver detects fatigue in the ideal state, the controller U increases the internal concentration level (internal concentration). Driving assistance (to suppress the decline of Specifically, when the driver's fatigue is detected in a situation where the degree of internal concentration is high, if there is a delay in the driving operation, for example, the responsiveness of the vehicle behavior change to the driving operation is increased (vehicle Provide driving assistance (to increase sensitivity). Conversely, when the driving operation tends to be too early due to fatigue, driving assistance is performed so that the vehicle sensitivity is lowered, for example. Such driving support prevents or suppresses a decrease in the degree of internal concentration, and can maintain a state in which the degree of internal concentration is high.

  Hereinafter, the contents of control by the controller U will be described with reference to the flowchart of FIG. First, in Q1 of FIG. 4, the driver state is determined as will be described later. The determination in Q1 is to determine which type the driver currently corresponds to among the four types. In Q2, it is determined whether or not the driver is in an ideal state, that is, whether or not it corresponds to the above-described fourth type. When the determination in Q2 is NO, driving support is not performed, and the process returns to Q1.

  If YES in Q2, it is determined in Q3 whether or not the driver is tired. The driver's fatigue can be detected, for example, by comprehensively detecting the driver's facial expression, the number of blinks, the number of eye movements, etc. acquired by the in-vehicle camera S4, or by a known appropriate method. However, in the embodiment, the total points of the internal concentration amount, the external concentration amount and the concentration amount other than the operation are set in advance on the assumption that the internal concentration amount with respect to the operation described later is a high state of a certain value or more. When the threshold value (predetermined value) or less is set, it is determined that the driver is tired.

  If the determination in Q3 is NO, the process returns to Q1. If YES in Q3, the driver's driving skill is evaluated in Q4, as will be described later. The evaluation of the driving skill in Q4 is based on comparing the actual driving operation performed by the driver stored in the database D3 with the driving operation performed by the expert driver stored in the database D1, so that the driving operation is delayed or too early. It is to be evaluated.

  After Q4, it is determined in Q5 whether or not there is a delay in driving operation. When the determination in Q5 is YES, driving assistance in the direction of improving vehicle sensitivity is performed. Further, when the determination in Q5 is NO, it means that the driving operation is too early, and in Q7, driving assistance in the direction of decreasing the vehicle sensitivity is performed. The specific contents of the driving assistance in Q6 and Q7 will be described later.

  After Q6 or Q7, in Q8, the driving skill evaluated in Q4 is displayed on, for example, the head-up display S11, etc., so that the driver can learn to improve the driving skill.

  5 to 7 show details of Q1 in FIG. That is, after data is input in Q11 of FIG. 5, it is determined in Q12 whether or not the driver's face orientation offset (corresponding to looking aside) is large. If the determination in Q12 is YES, in Q13, a concentration amount other than driving is added (for example, 20 points).

  After Q13 or when NO in Q12, the frequency of operations other than the main driving operation (for example, driving operation for changing the behavior of the vehicle such as accelerator operation, brake operation, steering wheel operation, etc.) is high in Q14. Or not (whether or not it is greater than or equal to a preset threshold value). If the determination in Q14 is YES, in Q15, a concentration amount other than driving is added (for example, 20 points).

  After Q15 or when NO is determined in Q14, it is determined in Q16 whether or not the operation time other than the main driving operation is long (whether or not it is greater than a preset threshold value). The If the determination in Q16 is YES, in Q17, points are added for the amount of concentration other than driving (for example, 20 points).

  After Q17 or when NO is determined in Q16, it is determined in Q18 whether or not the driver's head shake is large (whether or not it is greater than a preset threshold value). The If the determination in Q18 is YES, a spare margin is added in Q19 (for example, 20 points).

  After Q19 or when NO in Q18, whether or not the delay time for switching between the accelerator pedal and the brake pedal is large in Q20 (is equal to or greater than a preset threshold value) Whether or not) is determined. If the determination in Q20 is YES, in Q21, a spare margin is added (for example, 20 points).

  After Q21 or when NO in Q20, it is determined in Q22 whether or not the driver's line-of-sight movement speed is low (whether or not it is a preset threshold value or less). If the determination in Q22 is YES, in Q23, a spare margin is added (for example, 20 points).

  After Q23, or when NO is determined in Q22, whether or not the degree of coincidence between the driver's face direction and the line-of-sight direction is high in Q31 of FIG. 6 (the threshold of coincidence is set in advance). Whether it is within the value range) is determined. If the determination in Q31 is YES, in Q32, an active (internal) concentration amount for driving is added (for example, 20 points).

  After Q32 or when NO is determined in Q31, it is determined in Q33 whether or not the holding time of the accelerator opening is long (whether or not it is greater than or equal to a preset threshold value). . If the determination in Q33 is YES, in Q34, an active (internal) concentration amount for driving is added (for example, 20 points).

  After Q34 or when NO in Q33, whether or not the variation (standard deviation) in the changeover time between the accelerator pedal and the brake pedal is small in Q35 (is set in advance) Whether or not it is equal to or less than a threshold value is determined. When the determination in Q35 is YES, in Q36, an active (internal) concentration amount for driving is added (for example, 20 points).

  If NO in Q35, a passive (external) driving concentration amount is added in Q37 (for example, 50 points).

  After Q37, it is determined in Q41 in FIG. 7 whether or not the concentration amount (total point) other than driving is greater than zero. If YES in Q41, it is determined in Q42 that the driver is looking aside, that is, corresponds to the first type.

  When the determination in Q41 is NO, in Q43, the spare margin amount (the total value) is larger than the added value of the passive driving concentration amount (the total value) and the active driving concentration amount (the total value). Is determined. If the determination in Q43 is YES, it is determined in Q44 that the driver is in a loose state, that is, the second type.

  When the determination in Q43 is NO, it is determined in Q45 whether or not the active concentration amount (the total value thereof) is larger than the passive concentration amount (the total value thereof). If the determination in Q45 is YES, it is determined in Q46 that the driver is in the ideal state (fourth type). On the other hand, when the determination in Q45 is NO, it is determined in Q47 that the driver is in a tension state (third type).

  Next, a method for determining the evaluation of the driving skill for each driving operation will be described with reference to the flowchart of FIG. 8 and FIG. The evaluation of the driving skill can also be performed independently (in parallel) with the control shown in FIG. First, in Q51 of FIG. 8, an execution instruction for driving evaluation is performed (a predetermined time required for acquiring data for driving evaluation is set). Thereafter, in Q52, the operation statuses of the steering wheel, the accelerator pedal, and the brake pedal are accumulated for a predetermined time (stored in the actual operation database D3). Thereafter, in Q53, the operation evaluation point is calculated by comparing the operation status of the expert driver read from the database D1 with the operation status of the driver stored in the database D3. In Q54, it is determined whether the driving skill is high or low based on the driving evaluation points (evaluation by scoring between 0 to 5C points).

  The calculation of the driving evaluation score at Q53 is performed, for example, as shown in FIG. In FIG. 9, the steering wheel operation is omitted for the sake of simplicity. That is, the time difference with the expert driver (in the embodiment, the three-step time difference) is set for the three elements of the opening degree holding time and the depression delay time for the accelerator pedal, and the stepping time between the accelerator pedal and the brake pedal. An evaluation score is given according to (setting). The driving skill in Q54 is determined to be high skill if the total score of the evaluation points for the above three elements is equal to or greater than a predetermined threshold, and if it is less than the predetermined threshold. Is determined to be low skill.

  The evaluation of the driving skill shown in FIG. 9 is a combination of a plurality of types of driving operations (accelerator operation and brake operation). Separately from the case of FIG. 9, the driving skill is evaluated individually for the brake operation, the accelerator operation, and the steering wheel operation. And in evaluation of each driving skill, especially evaluation of delay or too early in driving operation is obtained, and this evaluation result is used for determination in Q5 of FIG. In addition, the delay or too early of the driving operation is, for example, stored in the database D3 the speed of the driving operation within a short predetermined time (time range in which fatigue does not occur) from the start of driving, and after a predetermined time has elapsed. When the determination of Q5 is performed, the current driving operation speed is compared with the driving operation speed stored in the database D3 to determine whether or not there is a delay in the driving operation. Good. If NO in Q5, a step for determining whether or not the driving operation is too early is provided. If it is determined that the driving operation is too early, the process proceeds to Q7. Also good.

  Next, an example of changing the vehicle sensitivity that becomes the response of the behavior change of the vehicle accompanying the driving operation will be described. First, FIG. 10 shows a throttle characteristic for setting the magnitude of the throttle opening relative to the accelerator opening (that is, the engine output can be regarded as the driving force of the vehicle). The solid line in the figure is the standard characteristic. In addition, the broken line shown in FIG. 10 is a characteristic in the case of increasing sensitivity set so that the throttle opening is larger than the standard characteristic. Furthermore, the alternate long and short dash line shown in FIG. 10 is a characteristic in the case of sensitivity reduction set so that the throttle opening is smaller than the standard characteristic. In Q6 of FIG. 4, for example, a broken line characteristic shown in FIG. 10 is selected to improve vehicle sensitivity. Moreover, in Q7 of FIG. 4, the characteristic of the dashed-dotted line shown in FIG. 10 is selected for the vehicle sensitivity fall.

  The vehicle sensitivity can be changed in the following manner, for example, other than shown in FIG. In the steering wheel system, the steering reaction force with respect to the steering force can be changed (the vehicle sensitivity is improved by decreasing the steering reaction force, and the vehicle sensitivity is decreased by increasing the steering reaction force). Further, the steering ratio (steering ratio) that becomes the actual steering angle of the steered wheel with respect to the steering angle can be changed (the vehicle sensitivity is improved by increasing the steering ratio, and the vehicle impression is decreased by decreasing the steering ratio).

  The change in the vehicle sensitivity in the brake system is, for example, that the gap between the brake disc and the brake pad can be changed by, for example, an actuator, and the vehicle sensitivity is improved by reducing this gap, and the vehicle sensitivity is increased by increasing the gap. Further, by setting three types of characteristics indicating the magnitude of the brake pressure with respect to the depression force of the brake pedal, for example, as shown in FIG. 10, and selecting a characteristic that can obtain a brake pressure larger than the standard as a brake pressure characteristic. The sensitivity is improved, and the vehicle sensitivity is lowered by selecting a characteristic that can obtain a brake pressure smaller than the standard. Furthermore, the brake reaction force with respect to the depression force of the brake pedal may be changed (the vehicle sensitivity increases when the brake reaction force decreases, and the vehicle sensitivity decreases when the brake reaction force increases).

As a change in vehicle sensitivity, for example, a shift characteristic line may be changed in addition to the above. That is, three types of shift characteristic lines are set as shown in FIG. 10, and vehicle sensitivity is improved by selecting a shift characteristic line that is shifted up on the high vehicle speed side as compared with the standard shift characteristic line.
Conversely, the vehicle sensitivity is reduced by selecting a shift characteristic line that is shifted up on the low vehicle speed side as compared to the standard shift characteristic line.

  The vehicle sensitivity can be changed by any one or any combination of an accelerator system, a brake system, a steering system, and a transmission system. In particular, for the accelerator system, brake system, and steering system, detection of driving operation delay or earlyness is detected for each of them, and the vehicle sensitivity is changed only for the detected system only for the system in which the delay or earlyness is detected. You can also.

Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. Driver fatigue detection
The internal concentration degree (related value) determined by the internal concentration degree determining means, the external concentration degree (related value) determined by the external concentration degree determining means, and the outside concentration level determining means This can be performed based on the determined degree of concentration outside driving (related value). More specifically, on the assumption that the internal concentration level is higher than a predetermined value set in advance, the internal concentration level (value relating to) determined by the internal concentration level determining means, The total value of the external concentration degree (related value) determined by the external concentration degree determining means and the non-driving concentration degree (related value) determined by the non-driving concentration degree determining means is previously set as a threshold value. It is possible to detect (determine) that the driver is tired when it is equal to or less than the set predetermined value. Each step or group of steps shown in the flowchart indicates a function of the controller U, and means or a letter of a part can be attached to a name indicating the function and can be grasped as a constituent requirement of the controller U. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is preferable for maintaining a high internal concentration for driving even when the driver is tired.

U: Controller S1: Accelerator sensor S2: Brake sensor S3: Rudder angle sensor S4: In-vehicle camera (detection of driving concentration, fun feeling, etc.)
S5: Outside camera (Ambient condition detection)
S6: Radar S7: Navigation device S11: Head-up display S12: Speaker S13: Auto cruise S14: Power steering device S15: Throttle actuator D1: First database D3: Third database

Claims (8)

An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Operation timing detection means for detecting the operation timing of the driving operation by the driver;
Storage means for storing a driving operation as a model;
With
The operation timing detection means is configured to detect the timing of the driving operation by comparing the actual driving operation by the driver with the driving operation of the model stored in the storage means,
Driving support by the driving support means is performed by changing the vehicle sensitivity that becomes the response of the behavior change of the vehicle that occurs with respect to the driving operation,
The driving support means performs driving support to improve vehicle sensitivity when a delay in driving operation is detected by the operation timing detection means.
A driving support device characterized by that. An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Operation timing detection means for detecting the operation timing of the driving operation by the driver;
Storage means for storing a driving operation as a model;
With
The operation timing detection means is configured to detect the timing of the driving operation by comparing the actual driving operation by the driver with the driving operation of the model stored in the storage means,
Driving support by the driving support means is performed by changing the vehicle sensitivity that becomes the response of the behavior change of the vehicle that occurs with respect to the driving operation,
The driving support means performs driving support for reducing the sensitivity of the vehicle when the operation timing detection means detects that the driving operation is too early.
A driving support device characterized by that. In claim 1 or claim 2 ,
The control target for changing the vehicle sensitivity is the steering system,
The driving support means controls to change at least one of the steering reaction force and the steering ratio.
A driving support device characterized by that. In claim 1 or claim 2 ,
The control object for changing the vehicle sensitivity is the accelerator system,
The driving support means controls to change the relationship of the vehicle driving force with respect to the accelerator operation.
A driving support device characterized by that. In claim 1 or claim 2 ,
The control target for changing the vehicle sensitivity is the brake system,
The driving support means controls to change at least one of a brake reaction force with respect to a brake operation, a brake pressure, and an interval of a brake pad with respect to a brake disc.
A driving support device characterized by that. An internal concentration detecting means for detecting that the degree of internal concentration of the driver's driving is high;
Fatigue detection means for detecting driver fatigue;
The direction in which the driver's internal concentration increases when the fatigue detection unit detects the driver's fatigue in a state where the internal concentration detection unit detects that the degree of internal concentration is high. Driving support means for providing driving support to
Driver state detecting means for detecting the driver's state;
Driving state detection means for detecting the driving operation state by the driver;
Device operation state detection means for detecting the operation state of the in-vehicle device unrelated to the driving operation by the driver;
Based on the detection results of the driver state detecting means, the driving state detecting means, and the device operation state detecting means, the driver is classified into a plurality of types using a concentration degree for driving and a margin for driving as parameters. Classification means;
With
The classification means includes a first type in which the degree of concentration for driving is low and the degree of margin for driving is low and the degree of concentration for non-driving is high, and the degree of concentration for driving is low and the degree of margin for driving is high. The second type with sufficient margin, the third type with a high degree of concentration for driving and a low degree of margin for driving and high external concentration due to external factors, and a high degree of concentration for driving In addition, it is classified into the fourth type that has a high margin for driving and has a high internal concentration in driving,
When it is classified as the fourth type by the classification means, it is said that it is at the time of detection of a state with a high degree of internal concentration by the internal concentration detection means.
A driving support device characterized by that.
In claim 6 ,
An internal concentration level determination means for determining an internal concentration level due to the driver actively driving;
An external concentration level determination means for determining an external concentration level due to passive driving by the driver;
A non-driving concentration degree determination means for determining a non-driving concentration degree in which the driver concentrates on things other than driving operations;
Spare margin degree judging means for judging the degree of spare margin where the driver is not concentrated at all;
Further comprising
The classification means performs classification related to the type based on the determination results of the internal concentration degree determination means, the external concentration degree determination means, the out-of-driving concentration degree determination means, and the spare margin degree determination means. ,
In the classification means , the internal concentration degree and the spare margin degree are values relating to the driver's margin degree, and the internal concentration degree and the external concentration degree are respectively values relating to the driver's concentration degree, Classify the type,
A driving support device characterized by that. In claim 7 ,
The driver's fatigue detection by the fatigue detection means is the internal concentration degree determined by the internal concentration degree determination means, the external concentration degree determined by the external concentration degree determination means, and the outside concentration. The driving support device, which is performed based on the degree of concentration outside driving determined by the degree determination means.

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