JP6648788B1 - Operation control adjustment device and operation control adjustment method - Google Patents

Abstract

An object of the present invention is to perform driving control in accordance with a stress state actually felt by an occupant. There is provided an operation control adjustment device used in an operation control system for performing at least one of driving support and automatic driving of a vehicle. The driving control adjustment device 100 includes a biological information acquisition unit 10 that acquires a biological signal of an occupant of the vehicle, a state determination unit 20 that determines the state of the occupant based on the biological signal acquired by the biological information acquisition unit, and a state determination unit. The system includes a feedback receiving unit 40 that receives feedback from the occupant regarding the state determined by the occupant, and a determination correction unit 30 that corrects the determination criterion of the state determination unit based on the feedback received by the feedback receiving unit. By modifying the criterion for judging the state of the occupant based on the feedback of the occupant, the driving control can be performed in accordance with the stress actually felt by the occupant. [Selection diagram] Fig. 1

Description

  The present invention relates to an operation control adjustment device and an operation control adjustment method used in an operation control system that performs operation control such as automatic driving of a vehicle.

  2. Description of the Related Art Conventionally, in a system for automatic driving and driving assistance of a vehicle, a technology has been proposed in which stress is determined from biological information of an occupant and the like, and automatic driving and driving assistance are performed based on the determination. For example, Patent Literature 1 discloses a driving assistance device capable of preventing an accident even when a driver does not perceive danger. This driving assistance device is a biological information acquisition unit that acquires biological information of a fellow passenger other than the driver, a tension determination unit that determines the tension of the fellow passenger based on the biological information, Driving operation support means for supporting the driving operation based on the degree of tension.

JP 2014-075008 A

  In recent years, systems for automatic driving and driving assistance have been adopted for vehicles. In the future, technologies for detecting occupant biological information, determining stress, and reflecting the determination result in control of automatic driving and the like will increase more and more. It is considered something. However, there are individual differences in the degree of stress that a person receives from driving conditions and the degree of expression of the received stress in biological information, and it may be difficult for the system to uniformly determine the degree of stress.

  The present invention has been devised in view of such circumstances, and provides a driving control adjustment device and a driving control adjustment method that enable driving control in accordance with a stress state actually felt by an occupant. .

In order to solve the above-mentioned problem, there is provided a driving control adjustment device used in a driving control system that performs at least one driving control of driving support and automatic driving of a vehicle, and a living body that acquires biological signals of a plurality of occupants of the vehicle. An information acquisition unit, a state determination unit that determines the state of a plurality of occupants based on the biological signal acquired by the biological information acquisition unit, a selection unit that selects from the plurality of occupants, and a state that is determined by the state determination unit A driving control adjustment device including: a feedback receiving unit that receives feedback from the occupant selected by the selecting unit; and a determination correction unit that corrects a determination criterion of the state determination unit based on the feedback received by the feedback receiving unit. You.
According to this, the driving control that receives feedback from the occupant and corrects the criterion for judging the occupant's state based on the feedback, so that the driving control can be performed in accordance with the stress state actually felt by the occupant. An adjustment device can be provided.

Furthermore, the state determination unit may be characterized in that when the determination criterion is corrected by the determination correction unit, the biological signal that matches the corrected determination criterion is selected from the plurality of biological signals acquired by the biological information acquisition unit. Good.
According to this, when the criterion is corrected, by selecting a biological signal that conforms to the corrected criterion, it is possible to perform driving control in accordance with the stress state actually felt by the occupant thereafter. Can be.

Furthermore, based on the state determined by the state determination unit, the control unit further includes a control amount determination unit that determines a control amount of operation control to be output to the operation control system. In the case of, the control amount may be determined so as to obtain a good state.
According to this, the control amount is determined so that if the determined state is a bad state, the control state is determined to be a good state. It is possible to perform appropriate operation control so as to perform the operation.

Furthermore, an output unit that outputs the state determined by the state determination unit to the occupant may be further provided, and the feedback reception unit may receive feedback performed by the occupant on the state output by the output unit.
According to this, by clearly indicating the state determined to the occupant, the occupant can perform feedback as compared with the stress state actually felt.

In order to solve the above problems, a driving control adjustment method used in a driving control system that performs at least one driving control of driving support and automatic driving of a vehicle, and obtains biological signals of a plurality of occupants of the vehicle, Operation control adjustment that determines the state of a plurality of occupants based on the acquired biological signal, selects from among a plurality of occupants, receives feedback from the selected occupant regarding the determined state, and corrects a criterion based on the feedback. A method is provided.
According to this, the driving control adjustment that receives the feedback from the occupant and corrects the criterion for determining the occupant's state based on the feedback so that the driving control can be performed in accordance with the stress actually felt by the occupant individually. A method can be provided.

  As described above, according to the present invention, it is possible to provide a driving control adjustment device and a driving control adjustment method that can perform driving control in accordance with the stress actually felt by an occupant.

FIG. 1 is a block configuration diagram of an operation control adjustment device according to a first embodiment of the present invention. FIG. 2 is a detailed block configuration diagram of the operation control adjustment device of the first embodiment according to the present invention. FIG. 2 is a block diagram of a state determination unit according to the first embodiment of the present invention. 4 is a flowchart of a process of the operation control adjustment device of the first embodiment according to the present invention. FIG. 4 is a block diagram of an operation control adjustment device according to a second embodiment of the present invention. FIG. 9 is a block diagram of a selection unit according to a second embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<First embodiment>
With reference to FIG. 1 and FIG. 2, the operation control adjustment device 100 in the present embodiment will be described. The operation control adjustment device 100 is installed in the vehicle CR. The vehicle CR may be a passenger car such as a train or a train. However, in the present embodiment, a description will be given of an example of a car including a relatively small car having a capacity of several people to a large car such as a bus. In addition, it may be a small car, a privately owned car, or a car shared by a plurality of people such as a share car.

  The vehicle CR includes a driving control system DC that performs driving support and automatic driving control of the vehicle CR. The operation control system DC includes many sensors in addition to sensors related to a main control system for acceleration, steering, and braking in order to perform driving support and automatic driving. For example, vehicle sensors (vehicle sensors 1 to 4 in this figure) include an acceleration sensor, a vehicle speed sensor, a steering angle sensor, a vibration sensor, a yaw rate sensor, a gyroscope, an inter-vehicle distance sensor, a camera, a LIDAR, and a position sensor (GPS: Global). Positioning System), a road sign sensor, an in-vehicle network, and the like, and acquire information such as target physical quantities from many information sources.

  Further, the operation control system DC includes a number of ECUs (Electronic Control Units) that actually perform driving support and automatic driving control (ECUs 1 to 3 in this figure). For example, those related to the main control system include an auto cruise ECU, an engine control ECU, a steering control ECU, a brake control ECU, and the like. Each ECU is provided with an actuator (actuator 1 to 3 in this figure) corresponding to a motor, a solenoid, and the like, which generates an operation. For example, the engine control ECU corresponds to the engine, the steering control ECU corresponds to the steering, and the brake control ECU corresponds to the brake. For example, the steering control ECU controls steering as an actuator in accordance with a steering angle detected by a steering angle sensor that is one of vehicle sensors.

  It should be noted that there are various modes of the driving support and the automation level of the automatic driving, and accordingly, various combinations of the ECU and the actuator are conceivable. For example, in a lane keeping assist system that is considered to be one of automatic driving, when the vehicle CR is likely to deviate from the lane, the steering control ECU controls the steering so as not to deviate from the lane. On the other hand, the lane departure prevention support system, which is considered as one of driving assistance, issues a warning to the driver when the vehicle CR is likely to deviate from the lane, and assists the driver in controlling the steering in response to the warning. . The combination of the vehicle sensors 1-4, the ECUs 1-3, and the actuators 1-3 is not a fixed relation but changes according to the level of automation and the state of the vehicle CR.

  The operation control adjustment device 100 is provided in the operation control system DC by being connected to the ECUs 1 to 3 and the vehicle sensors 1 to 4 via a communication bus such as CAN (Car Area Network). The driving control adjustment device 100 is used in a driving control system DC that executes at least one of driving support and automatic driving of the vehicle CR as described above. The operation control adjustment device 100 supports the operation control system DC so that the control amount when the operation control system DC controls the actuators 1 to 3 will be described later.

  The operation control adjustment device 100 includes a biological information acquisition unit 10, a state determination unit 20, a determination correction unit 30, a feedback reception unit 40, a control amount determination unit 50, and an output unit 60. The biological information acquisition unit 10 acquires information on a biological signal of a driver who is an occupant of the vehicle CR. The biological signal includes at least vital signs, reflection, and voluntary movement. Vital signs are proof of living as a living thing, reflex is an unconscious reaction of the living thing, and voluntary movement is movement and vocalization based on the will and intention of the living thing.

Vital signs include blood pressure, pulse rate, respiratory rate, body temperature, sweating, brain waves, pupil reflex (light reflex), urinary volume in the bladder, arterial oxygen saturation (SpO ₂ ), consciousness level (consciousness scale: GCS (Glasgow Coma) Scale), JCS (Japan Coma Scale), and the like. The reflection is a chemical reflection, a physical reflection, or an electric reflection. The chemical reflex is, for example, a reflex in which the respiratory rate decreases and the blood oxygen concentration (oxygen saturation) decreases. Physical reflexes are, for example, reflexes that close the eyelids when exposed to intense light in the eyes or that cause the muscles to be tense when the patella tendon is stimulated. The electrical reflex is, for example, a reaction in which a muscle responds and contracts when a low-frequency electrical stimulus is applied.

  The measuring device 10 (biological information acquisition unit 10) for measuring these may be provided on a seat surface, a backrest, a headrest, an armrest, or the like of a seat on which a driver sits, and may directly or indirectly measure these. Alternatively, an imaging device that can irradiate the driver with electromagnetic waves having a wavelength of visible light / invisible light and capture an image of the reflected light may be used.

  For example, to acquire blood pressure data, a blood pressure monitor or the like that reads the movement of blood flow from reflected light of near-infrared light is used as the blood pressure sensor 11 (not shown). To acquire heart rate data, a millimeter wave radar, a vibration sensor, or the like is used as the heart rate sensor 11. To acquire respiration data, a millimeter wave radar, a vibration sensor, or the like is used as the respiration sensor 11 (not shown). To acquire pulse wave data, a millimeter wave radar, a vibration sensor, or the like is used as the pulse wave sensor 11 (not shown). In order to acquire perspiration data, a humidity sensor (capacitance), an impedance sensor, or the like is used as the perspiration sensor 11 (not shown). To acquire body temperature data, an imaging device equipped with thermography or the like is used as the body temperature sensor 11 (not shown). The camera 12 is used to acquire pupil and eyelid movement data. The camera 12 obtains eye movement data based on the size of the pupil, the number of blinks, the line of sight, and the like, and the occupant also obtains information such as the shaking of the head, the facial expression formed from the eyes / interline / lips / mouth corner, and the like. As state data. To acquire audio data, an audio microphone 11 (not shown) is used. The voice microphone 11 can acquire data such as its timbre by capturing the frequency as a frequency, and can also acquire the meaning of utterance as data by combining voice recognition technology. In order to acquire the data of the urinary bladder volume, a device using ultrasonic waves is used as the urinary bladder volume measurement sensor 11 (not shown). A pulse oximeter or the like is used to obtain arterial blood oxygen saturation data. To obtain consciousness level data, a question may be asked from a speaker, and the response may be collected and detected. The steering torque sensor 13 is used to directly obtain the driver's tension state. Since the driver tends to squeeze the steering wheel when nervous, the driver's nervous state is acquired by acquiring the operation reaction force detected by the steering torque sensor 13. These measuring devices 10 are merely examples, and the acquisition method is not particularly limited as long as the desired data can be acquired.

  The state determination unit 20 determines the state of the driver based on the biological information acquired by the biological information acquisition unit 10. The state determination unit 20 will be described with reference to FIG. The measuring device 10 will be described using a heart rate sensor 11 and a camera 12 as an example, and the vehicle sensors 1 to 4 will be described using a sensor that detects the steering angle of a steering and the strength of a moment as an example.

  The state determination unit 20 receives image data from the camera 12 and stores the image data. The image storage unit 21 extracts the image data stored in the image storage unit 21 and extracts a feature amount of the face image. And a feature amount analyzing unit 23 for analyzing the extracted feature amount. The state determination unit 20 further receives heart rate data from the heart rate sensor 11, stores the heart rate data storage unit 24, extracts the heart rate data stored in the heart rate data storage unit 24, and analyzes the heart rate data. An analysis unit 25 is provided. The state determination unit 20 further receives, from the steering torque sensor 13, a reaction force (operation reaction force) given by the driver to the steering during automatic steering, and stores the torque data in the torque data storage unit 26. And a torque data analysis unit 27 that extracts torque data stored in the torque data storage unit 26 and analyzes the torque data. The state determination unit 20 further performs comprehensive analysis based on the analysis results performed by the feature amount analysis unit 23, the heart rate data analysis unit 25, and the torque data analysis unit 27 to determine the state of the driver. A determination unit 28 is provided.

  The image storage unit 21, the heartbeat data storage unit 24, and the torque data storage unit 26 are configured from a memory, and store the image data, the heartbeat data, and the torque data in time series. The face image feature value extraction unit 22 extracts a feature value of a face portion of the image data stored in the image storage unit 21. For example, the face image feature amount extraction unit 22 extracts feature points around eyebrows and eyes, contour points, and nose and mouth from the face image. The feature analysis unit 23 analyzes the distance between the feature points extracted by the face image feature extraction unit 22 and the distribution of the feature of the pixel in the area surrounded by these feature points, and analyzes the attributes and facial expressions of the occupant. I do. In addition, the feature amount analysis unit 23 analyzes the change of the facial expression over time by comparing these feature points between two time points. The heart rate data analysis unit 25 extracts the heart rate data stored in the heart rate data storage unit 24, and analyzes the intervals and strengths of the heartbeats and their changes over time. The torque data analysis unit 27 extracts the torque data from the torque data storage unit 26 and, based on the reaction force (operation reaction force) given by the driver to the steering during automatic steering, calculates the steering angle and moment. Analyze the strength and their changes over time to estimate the driver's tension.

  The overall determination unit 28 includes a result of the feature value analysis of the face image performed by the feature value analysis unit 23, a result of the heart rate data analysis performed by the heart rate data analysis unit 25, an operation reaction force from the steering torque sensor 13, and a steering angle. Based on the data of the moment and the moment, the state of each occupant is determined by comprehensive analysis. For example, if a nervous expression can be read from a face image of a certain occupant, the heart rate is faster based on the heart rate data, and it is estimated that the user is nervous from the operation reaction force, the driver is nervous. It is determined that it is in the state. Further, the driver cannot determine that he is nervous from the facial image, but determines that he is nervous when it is estimated that he is nervous based on heart rate data and operation reaction force. Note that the case where it is estimated that the user is nervous also from the operation reaction force means the case where the operation reaction force detected by the steering torque sensor 13 is equal to or more than a predetermined value. According to this, it is possible to accumulate highly-accurate preference data by detecting the tension state of the user from the steering operation that makes it easy to detect the state of the driver who is the user.

  The comprehensive determination unit 28 acquires these biological signals measured by the measuring device 10 for the driver and determines whether the driver is relaxing, satisfied, uncomfortable, or nervous. Determine whether you are excited, afraid, have a motor sickness, what your physical condition is, how clear your consciousness is, etc. using thresholds (judgment criteria). Do. The above-described determination by the comprehensive determination unit 28 is an example, and comprehensively determines information obtained from various biological signals.

  The feedback receiving unit 40 receives feedback from the occupant who is the driver regarding the state determined by the state determining unit 20. The feedback receiving unit 40 is provided with an input device such as a touch panel, and may directly receive an input from the driver, or may have a short-range wireless function, and may receive a driver's input from a terminal device such as a smartphone. Is also good. The feedback receiving unit 40 may prompt the user to input a tension state (stress state) at the time of the most recent ride. The feedback receiving unit 40 may be configured to receive the presence / absence of tension (two levels) when riding, or may be configured to receive the feedback at three or more levels (for example, five levels). The feedback receiving unit 40 transmits to the determination correcting unit 30 feedback about the actual stress level from the occupant.

  The determination correction unit 30 corrects the threshold (determination criterion) of the state determination unit 20 based on the feedback received by the feedback reception unit 40. The correction of the threshold value performed by the determination correction unit 30 will be described with reference to an example of heart rate data acquired by the heart rate sensor 11 as shown in FIGS. The heartbeat data analysis unit 25 extracts the time-series heartbeat data stored in the heartbeat data storage unit 24, analyzes the heartbeat interval and strength, and changes over time, and obtains the occupant (driving ) Is under stress.

  As an index for calculating a stress state from time-series heart rate data, for example, an LF / HF value is known (for example, described in http://hclab.sakura.ne.jp/stress_nervous_stressindex.html). HF is an abbreviation for high frequency (Hi Frequency) fluctuation component, and refers to a fluctuation wave originating from respiration having a period of about 3 to 4 seconds, or a total amount of a power spectrum in a frequency domain thereof. LF is an abbreviation for low frequency (Low Frequency) fluctuation component, and refers to a fluctuation wave called a Mayer wave originating from a blood pressure change in a cycle of about 10 seconds or a total amount of a power spectrum in the frequency domain. The LF / HF value (the ratio between the LF component and the HF component) varies depending on the balance between the sympathetic nerve and the parasympathetic nerve, and the magnitude of the HF fluctuation wave and the LF fluctuation wave in the heart rate data changes. It is an index for estimating the stress state from the heart rate data using this. The LF / HF value is calculated using, for example, the integral value of the intensity of the LF component region (from 0.05 Hz to 0.15 Hz) and the HF component region (from 0.15 Hz to 0.40 Hz) of the power spectrum. Is done. The heart rate data analysis unit 25 calculates such LF / HF values from time-series heart rate data, for example, and analyzes the stress state.

  Based on the LF / HF value calculated by the heart rate data analysis unit 25, the overall determination unit 28 determines that the threshold value of the LF / HF value is, for example, a reference value of less than 2.0 and a threshold value of 2.0 or more and less than 5.0. A stress state is determined by setting an initial value of “caution” and 5.0 or more as “caution required”. When the LF / HF value calculated by the heart rate data analysis unit 25 is, for example, 5.0 or more, the general determination unit 28 determines that the occupant is in a stress state requiring caution. The state determination unit 20 transmits the threshold value, which is a criterion for performing the determination, and the determination result, to the determination correction unit 30.

  Based on the actual stress state received from the feedback receiving unit 40, the determination result received from the state determination unit 20, and the LF / HF value threshold that is the determination criterion, the determination correction unit 30 determines whether the current determination criterion is appropriate. Check for no. For example, the LF / HF value is 5.1, and according to the current determination criteria (initial value), it is determined that the stress state is “caution needed”. If the stress state indicates that no stress is felt, the determination correction unit 30 corrects the “reference value” to a threshold (determination criterion) of the state determination unit 20 to, for example, less than 5.5. Then, the determination correction unit 30 transmits the corrected threshold LF / HF value to the state determination unit 20. The comprehensive determination unit 28 of the state determination unit 20 performs the determination based on the received new LF / HF value threshold as a determination criterion. In this way, by receiving feedback from the occupant and correcting the criterion for judging the occupant's condition based on the feedback, the driving control adjustment that enables the occupant to perform driving control in accordance with the stress state actually felt by the occupant is performed. An apparatus 100 can be provided.

  In addition, when the determination criterion is corrected by the determination correction unit 30 as described above, the state determination unit 20 determines a biological signal that matches the corrected determination criterion from the plurality of biological signals acquired by the biological information acquisition unit 10. You may choose. In the example described above, the correction of the threshold value of the LF / HF value is described using the heart rate data acquired by the heart rate sensor 11 as an example. For example, the state determined from the operation reaction force detected by the steering torque sensor 13 is a stress state. If not, that is, if the stress matches the stress actually felt by the occupant, it is preferable to make a determination for this occupant based on the steering reaction force instead of the heartbeat data. As described above, when the criterion is corrected, by selecting a biological signal that conforms to the corrected criterion, it is possible to perform driving control in accordance with the stress state actually felt by the occupant thereafter. it can.

  The output unit 60 outputs the stress state determined by the state determination unit 20 to the occupant who has acquired the biological signal. The output unit 60 may be provided with a display device such as a display and output directly to the driver, or may be displayed on a terminal device such as a smartphone via a short-range wireless function. The driver can recognize the level of the stress state displayed on the output unit 60. Then, the feedback receiving unit 40 receives feedback performed by the driver on the state output by the output unit 60. Without the output unit 60, the driver would input the stress state felt by the driver to the feedback receiving unit 40 as an absolute feeling, but the relative stress state compared to the determination result displayed by the output unit 60 Can be fed back, and the feedback becomes easy. In this way, by clearly indicating the determined state to the driver, the driver can perform feedback as compared with the stress state actually felt.

  The control amount determination unit 50 determines a control amount of operation control to be output to the operation control system DC based on the stress state determined by the state determination unit 20. That is, when the state determined by the state determination unit 20 is a bad state, the control amount determination unit 50 determines the control amount so as to make the state good. The bad state of the driver refers to a state where the level of the stress state obtained from the biological signal is at a level such as "attention required". To improve the driver's condition means to improve the level of such a stressed condition.

  The determination of the control amount of the operation control performed by the control amount determination unit 50 includes, for example, increasing / decreasing the inter-vehicle distance, changing the magnitude of acceleration / deceleration, and decreasing the magnitude of the acceleration in the traveling direction. / Increase the yaw rate, decrease / increase the magnitude of the vertical acceleration, and so on. For example, when the driver is feeling stress, the control amount determination unit 50 adjusts the value of the inter-vehicle distance, which is the control amount, to a value larger than the current value. Then, the adjusted control amount is output to the auto cruise ECU. As described above, by determining the control amount so that the determined state is a good state when the determined state is a bad state, the state of the determined state is correct and the stress state of the occupant is improved after the feedback is performed. Thus, appropriate operation control can be performed.

<About operation control adjustment method>
What has been described above also relates to a driving control adjustment method used in a driving control system DC that performs at least one of driving support and automatic driving of a vehicle. Hereinafter, a control method (operation control adjustment method) in the operation control adjustment device 100 will be described with reference to FIG.

  FIG. 4 is a flowchart showing a process of the operation control adjustment device 100 based on image data and heart rate data from the camera 12 and the heart rate sensor 11 as the measuring device 10. Note that S in the flowchart means a step. The operation control and adjustment device 100 starts when driving assistance or automatic operation is set. In S100, the operation control adjustment device 100 sets a threshold value of the LF / HF value as a criterion for determining the stress state. This threshold value of the LF / HF value is an initial value if the threshold value has not been corrected in the past, and the threshold value of the LF / HF value most recently corrected if the threshold value has been corrected in the past.

  In step S102, the state determination unit 20 (the image storage unit 21, the face image feature amount extraction unit 22, and the feature amount analysis unit 23) of the operation control adjustment device 100 acquires the occupant's face image via the camera 12, and The feature amount of the face image is extracted, and the extracted feature amount is analyzed. Subsequently, the heart rate data storage unit 24 of the state determination unit 20 acquires the fluctuation of the occupant's heart rate data via the heart rate sensor 11 as time-series data in S104. In step S106, the heart rate data analysis unit 25 of the state determination unit 20 calculates the total amount (integral value) of the power spectrum of HF (high frequency fluctuation component) and the total amount (integral value) of the power spectrum of LF (high frequency fluctuation component). Then, in S108, the ratio between the two is calculated, and the LF / HF value is calculated.

  In S110, the comprehensive determination unit 28 of the state determination unit 20 comprehensively determines the stress state from the stress state based on the feature amount of the face image and the stress state based on the LF / HF value. In step S116, the feedback receiving unit 40 receives feedback on the actual stress state from the occupant who has acquired the face image and the heart rate data. In step S112, the determination correction unit 30 checks whether the determined stress state matches the fed-back stress state. When they match, the state determination unit 20 determines that the determination criterion of the determined stress state is correct, and determines the stress state based on the determination criterion (S102 to S110 are repeated). If they do not match, in S114, the determination correction unit 30 corrects the threshold of the LF / HF value for determining the stress state or the threshold of the feature amount of the face image to match, and the corrected threshold (determination criterion) Is transmitted to the state determination unit 20. Then, from the next stress determination, the state determination unit 20 determines the stress state based on the corrected determination criterion (return to S102).

  As described above, the driving control adjustment method acquires an occupant's biological signal, determines the state of the occupant based on the acquired biological signal, receives feedback from the occupant on the determined state, and determines based on the feedback. This is an operation control adjustment method used in an operation control system for correcting a reference. According to this, the driving control adjustment that receives the feedback from the occupant and corrects the criterion for determining the occupant's state based on the feedback so that the driving control can be performed in accordance with the stress actually felt by the occupant individually. A method can be provided.

<Second embodiment>
With reference to FIG. 5 and FIG. 6, an operation control adjustment device 100A in the present embodiment will be described. In order to avoid redundant description, the same components are denoted by the same reference numerals, and the description thereof will be omitted. The operation control adjustment device 100A includes a biological information acquisition unit 10A, a state determination unit 20A, a determination correction unit 30, a feedback reception unit 40A, a control amount determination unit 50, an output unit 60, and a selection unit 70. .

  The biological information acquisition unit 10A acquires information on the biological signals of the occupants 1 to 3 of the vehicle CR including not only the driver but also the driver. The measuring device 10A (biological information acquisition unit 10A) that measures biological information is provided on a seat surface, a backrest, a headrest, an armrest, or the like of a seat on which an occupant sits, and may be a device that can directly or indirectly measure these. Further, an imaging device that can irradiate an occupant with electromagnetic waves having a wavelength of visible light / invisible light and image the reflected light may be used. When the measuring device 10A is installed in the seat, it is preferable that the measuring device 10A is installed not only in the driver's seat but also in each seat.

  The state determining unit 20A determines the state of each of the occupants 1 to 3 based on the biological information acquired by the biological information acquiring unit 10A. How to determine the state of each of the occupants 1 to 3 in the state determination unit 20A is as described above.

  The selecting unit 70 selects the occupant to be focused on when determining the control amount of the main control system from the plurality of occupants 1 to 3 determined by the state determination unit 20A, and outputs the data. There are various ways to select a crew member. For example, the occupant in the worst state among the occupants 1 to 3 may be selected, or the occupant whose state such as the oldest or the youngest is likely to change may be selected. Note that the worst state can be defined as a health state or a stress state obtained from a biological signal by a numerical value, and a bad state can be defined based on the absolute value or the magnitude of change. Since the age can be estimated from the face image captured by the camera 12, the occupant may be selected using the estimated age.

  As shown in FIG. 6, the selection unit 70 includes a selection output unit 71 and an output target determination unit 72. The selection output unit 71 outputs past data and real-time data of a focused occupant. For example, it is the peak value of the heart rate data or data indicating the current state. If the selection output unit 71 outputs analog data, an analog switch or a multiplexer is used. The output target determination unit 72 determines the occupant to be focused on, and controls the selection output unit 71 to output data and status of the occupant. For example, when the worst occupant is determined, the selection output unit 71 is controlled so as to output the data and state of the occupant. The selecting unit 70 may select a plurality of occupants. In this case (for example, when all the occupants are selected), the selecting unit 70 outputs data of the selected plurality of occupants and the like. In this case, the output target determination unit 72 controls the selection output unit 71 so as to output data and status of all the focused occupants.

  The control amount determination unit 50 determines the control amount of the operation control to be output to the operation control system DC based on the stress state of the occupant who focuses on the object determined by the state determination unit 20A. When a plurality of occupants are selected by the selection unit 70, the control amount determination unit 50 may determine the control amount so that at least the average of the states of all of the plurality of focused occupants does not deteriorate. The feedback receiving unit 40A receives feedback from the occupant selected and focused by the selecting unit 70 on the state determined by the state determining unit 20A. As described above, by receiving feedback from the selected occupant, it is possible to perform driving control in accordance with the stress state actually felt by the specific occupant.

  It should be noted that the present invention is not limited to the illustrated embodiment, and can be implemented with a configuration that does not deviate from the contents described in the claims. That is, although the present invention has been particularly shown and described with particular reference to particular embodiments, it is to be understood that, without departing from the scope of the spirit and purpose of the invention, Those skilled in the art can make various modifications in other detailed configurations.

100 operation control adjustment device 10 measuring device (biological information acquisition unit)
11 sensor 12 camera (imaging device)
Reference Signs List 20 state determination unit 21 image storage unit 22 face image feature amount extraction unit 23 feature amount analysis unit 24 heart rate data storage unit 25 heart rate data analysis unit 26 torque data storage unit 27 torque data analysis unit 28 first state determination unit 29 second state Judgment unit 30 Judgment correction unit 40 Feedback reception unit 50 Control amount determination unit 60 Output unit 70 Selection unit CR Vehicle DC operation control system

Claims (5)

A driving control adjustment device used in a driving control system that performs at least one driving control of driving assistance and automatic driving of a vehicle,
A biological information acquisition unit that acquires biological signals of a plurality of occupants of the vehicle,
Based on the biological signal acquired by the biological information acquisition unit, a state determination unit that determines the state of the plurality of occupants,
A selection unit that selects from the plurality of occupants;
For the state determined by the state determination unit, a feedback receiving unit that receives feedback from the occupant selected by the selection unit,
Based on the feedback received by the feedback receiving unit, a determination correction unit that corrects a determination criterion of the state determination unit,
An operation control adjustment device comprising:   The state determination unit, when the determination criterion is corrected by the determination correction unit, from a plurality of biological signals acquired by the biological information acquisition unit, to select a biological signal that meets the corrected determination criterion. The operation control adjustment device according to claim 1, wherein: A control amount determination unit that determines a control amount of operation control to be output to the operation control system based on the state determined by the state determination unit,
The operation control adjustment according to claim 1, wherein the control amount determination unit determines the control amount so that the state determined by the state determination unit is a good state when the state is poor. apparatus. An output unit that outputs the state determined by the state determination unit to the occupant,
4. The operation control adjustment device according to claim 1, wherein the feedback receiving unit receives feedback performed by the occupant on a state output by the output unit. 5. A driving control adjustment method used in a driving control system that performs at least one driving control of driving assistance and automatic driving of a vehicle,
Obtaining biological signals of a plurality of occupants of the vehicle,
Determine the state of the plurality of occupants based on the acquired biological signal,
Selected from the plurality of occupants,
For the determined state, the feedback from the selected occupant is received,
Correcting the criterion based on the feedback,
Operation control adjustment method.