JP7069942B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device that assists driving when an abnormal state of a driver who drives a vehicle is detected, and belongs to the field of safety technology for vehicles such as automobiles.

As a part of vehicle safety technology, there is known a technique for supporting driving that implements automatic driving control or the like when an abnormal state of a driver is detected.

According to such a driving support device, once it is determined that the driver has fallen into an abnormal state, the driving support according to the abnormal state is continued. Therefore, if the driver recovers from the abnormal state, There is a problem that the driving support cannot be canceled and the driving operation by the driver may be hindered.

On the other hand, in Patent Document 1, even after it is determined that the driver has fallen into an abnormal state, if a state in which the determination can be canceled is detected, the driving operation by the driver is performed. A vehicle control device capable of tolerating the above is disclosed.

On the other hand, in the vehicle control device of Patent Document 2, in order to prevent erroneous determination of the abnormal state of the driver, an alarm sound or an alarm by lighting an in-vehicle hazard lamp is executed before the driving support mode is executed. The driver is reconfirming whether or not it is in an abnormal state. This prevents the driver from being erroneously determined to be in an abnormal state and executing automatic driving control even though the driver is in a normal state.

Specifically, when the driver stops the alarm during the execution of the alarm, the control device determines that it is in a normal state and prohibits the execution of the automatic driving control. On the other hand, if the driver does not stop the alarm until a predetermined time has elapsed after executing the alarm, the control device determines that the alarm is in an abnormal state and blinks the hazard lamp outside the vehicle.

At that time, the control device is in an abnormal state of the driver, for example, a state of feeling drowsy from the number of blinks, or a state of inoperability such as a dozing state or a state of unconsciousness due to a collapsed posture or white eyes. Is distinguished and judged.

Then, based on the determination, the control device executes automatic driving control when the driver does not stop the alarm until the predetermined time elapses after the outside hazard lamp blinks after the predetermined time from the in-vehicle warning.

In this way, by providing a confirmation time from the abnormality judgment to the automatic driving control, it is possible to prevent erroneous judgment of the abnormality judgment, and if it is judged that the vehicle is inoperable with a high degree of abnormality, it is a hazard outside the vehicle. The time to shift from blinking lamps to automatic operation can be lengthened.

As a result, it is possible to secure a long time from the early stage to just before the shift to automatic driving to warn the driver of the vehicle to the outside of the vehicle, so that the abnormality of the vehicle can be effectively notified to other vehicles in the vicinity. can.

JP-A-2017-144808 Japanese Unexamined Patent Publication No. 2016-85563

By the way, depending on the degree of the driver's abnormal state, it may be necessary to ensure the safety of the behavior of the own vehicle rather than the warning to the outside of the vehicle, for example, when the driver suddenly falls into a state of unconsciousness. In this case, in order to ensure the safety of the behavior of the own vehicle, it may be necessary to immediately execute driving support such as automatic driving control to ensure the safety.

Therefore, it is an object of the present invention to determine the urgency of driving support according to the degree of the abnormal state of the driver and to avoid the danger as soon as possible depending on the degree of the abnormal state of the driver.

By the way, as a result of repeated studies on the relationship between the posture of the driver and the degree of the abnormal state, the inventor of the present application cannot drive the driver because the change speed of the posture of the driver and the change amount of the posture of the driver are inoperable. We found a new finding that it changes depending on the degree of abnormal condition.

In order to solve the above problems, the vehicle control device according to the present invention is characterized by being configured as follows based on the above-mentioned findings.

First, the invention according to claim 1 is
A vehicle control device equipped with a driving support mode that assists the driver in driving when the driver is in an abnormal state.
A posture measuring unit that measures the inclination angle obtained from the waist and the base of the neck in the driver's side view, and the inclination angle obtained from the base of the head and the neck .
An abnormal state of the driver and an abnormality of the driver based on the inclination angle obtained from the lumbar region and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view measured by the posture measuring unit. Anomaly determination unit and anomaly level determination unit that determine the level,
A driving control unit that operates a driving support device that supports the driving of the vehicle, and
The abnormality determination unit includes an alarm generation unit that outputs an alarm to the driver during the waiting time until the driver determines that the driver is abnormal and the operation control unit outputs a signal to the operation support device . Prepare,
The waiting time is characterized in that when the abnormality level of the driver determined by the abnormality level determination unit is high, it is set shorter than when the abnormality level is not.

Further, the invention according to claim 2 is the invention according to claim 1.
The abnormality level determination unit determines the abnormality level of the driver based on the change speed of the inclination angle obtained from the waist and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view. It is characterized by that.

Further, the invention according to claim 3 is the invention according to claim 1.
The abnormality level determination unit determines the abnormality level of the driver based on the amount of change in the inclination angle obtained from the waist and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view. It is characterized by that.

Further, the invention according to claim 4 is the invention according to claim 3.
The posture measuring unit includes a torso change angle which is a change angle of the torso angle from the initial posture as an inclination angle obtained from the waist and the base of the neck in the driver's side view, and the head and neck in the driver's side view. The head pitch change angle, which is the change angle from the initial posture of the head pitch angle as the inclination angle obtained from the base of the head, is measured.
When the driver is determined to be in an abnormal state only by the torso change angle, the abnormality level determination unit is determined to be in an abnormal state by the head pitch change angle in addition to the torso change angle. It is characterized in that it is determined that the abnormality level of the driver is lower than that of the driver.

Here, the torso angle in claim 4 is an inclination angle from the vertical direction of the straight line connecting the waist and the base of the neck, and the head pitch angle is from the vertical direction of the straight line connecting the base of the neck and the crown. The tilt angle of.

First, according to the first aspect of the present invention, the vehicle control device obtains the driver's abnormal state and the driver's abnormality level from the waist and the base of the neck in the driver's side view detected by the posture measuring unit . The abnormality level determines the waiting time for outputting an alarm to the driver from the time of the abnormality determination to the transition to the driving support mode while making a judgment based on the inclination angle and the inclination angle obtained from the base of the head and the neck. If it is high, make it shorter than if it is not.

As a result, when the driver's abnormality level is high, the waiting time for outputting an alarm from the time when the driver is determined to be in an abnormal state until the driver shifts to the driving support mode can be shortened. Therefore, for example, the driver. It is possible to shift to the driving support mode more quickly than when an alarm is output for a predetermined time when the driver suddenly loses consciousness.

According to the second aspect of the present invention, as described above, the inclination angle obtained from the waist and the base of the neck in the driver's side view, and the inclination angle obtained from the base of the head and the neck, as described above. By making a judgment based on the change speed of, the driver's abnormal state can be reliably determined, and the transition to the driving support mode can be performed at an appropriate timing according to the abnormal level.

For example, the abnormality level determination unit includes the change speed of the head pitch angle, which is the vertical inclination angle of the straight line connecting the base of the neck and the crown before and after the driver loses consciousness, and the waist part before and after the driver loses consciousness. When at least one of the change speeds of the torso angle, which is the inclination angle of the straight line connecting the head and the base of the neck with respect to the vertical direction, is high, it is determined that the abnormal level is higher than when the change speed is slow.

According to the third aspect of the present invention, as described above, the inclination angle obtained from the waist and the base of the neck in the driver's side view, and the inclination angle obtained from the base of the head and the neck, as described above. By making a judgment based on the amount of change in, the driver's abnormal state can be reliably determined, and the transition to the driving support mode can be performed at an appropriate timing according to the abnormal level.

For example, the abnormality level determination unit includes a head pitch change angle, which is an inclination angle with respect to the vertical direction of a line segment connecting the base of the neck and the crown before and after the driver loses consciousness, and a waist portion before and after the driver loses consciousness. When at least one of the changes in the torso angle, which is the tilt angle of the line segment connecting the base of the neck with respect to the vertical direction, is large, it is determined that the abnormal level is higher than when the change is small. ..

Further, according to the invention of claim 4, the posture measuring unit is a posture measuring unit.
The torso change angle, which is the change angle of the torso angle from the initial posture as the inclination angle obtained from the waist and the base of the neck in the driver's side view, and the inclination angle obtained from the head and neck base in the driver's side view. The head pitch change angle, which is the change angle of the head pitch angle from the initial posture, is measured, and when the abnormality level determination unit determines that the head is abnormal only by the torso change angle, the head is added to the torso change angle. It is determined that the abnormality level is lower than when the pitch change angle is determined to be abnormal.

For example, in a scene where the torso change angle is equal to or more than a predetermined value, it is conceivable that the driver's abnormal level such as a forward leaning posture by safety confirmation is low. On the other hand, in the scene where both the torso change angle and the head pitch change angle are equal to or higher than the respective predetermined values, it is conceivable that the driver has a high level of abnormality such as the driver falling into a state of unconsciousness.

Therefore, when it is determined that the driver is in an abnormal state only by the torso change angle, it is determined that the driver's abnormality level is lower than when both the torso change angle and the head pitch change angle are determined to be in an abnormal state. Therefore, for example, the transition to the driving support mode can be carried out at an appropriate timing.

It is a control system diagram of the control device of the vehicle which concerns on embodiment of this invention. It is a figure explaining the torso angle. It is a figure explaining the pitch angle. It is a graph which shows the torso change angle and the head pitch change angle after the driver loses consciousness with respect to the initial torso angle. (A) Before loss of consciousness (b) Driving posture after loss of consciousness when the driver's initial torso angle is less than the predetermined branch angle, and (c) Awareness when the driver's initial torso angle is greater than or equal to the predetermined branch angle. It is a figure which shows the driving posture before disappearance (d) after loss of consciousness. It is a graph which showed (a) the torso change angle with respect to the anteroposterior acceleration and (b) the head pitch change angle with respect to the anteroposterior acceleration. It is a flowchart which shows the abnormality level determination operation of the driver in 1st Embodiment. It is a graph which shows the torso angle with respect to time. It is a table which shows the change time of a driving posture with respect to an abnormality level, and the waiting time until the transition to a driving support mode. It is a map showing an abnormality level with respect to the amount of change in the driving posture. It is a flowchart which shows the abnormality level determination operation of the driver in 2nd Embodiment.

Hereinafter, embodiments of the vehicle control device of the present invention will be described.

First, FIG. 1 is a control system diagram schematically showing a configuration of a vehicle 1 on which a vehicle control device 10 according to the present embodiment is mounted. The vehicle 1 includes an in-vehicle camera 21, an acceleration sensor 22, an operation switch 23, an accelerator pedal 24, a brake pedal 25, a steering sensor 26, an alarm sound generator 31, a hazard flasher 32, a driving support device 33, and a control unit 40.

The in-vehicle camera 21 as an image pickup unit and a backward tilt angle detection unit is attached to, for example, a front pillar on the passenger seat side in the vehicle interior of the vehicle 1 so that the optical axis of the in-vehicle camera 21 faces the driver's seat of the vehicle 1. The in-vehicle camera 21 captures the driver of the vehicle 1 from the side. The in-vehicle camera 21 outputs the captured image data to the control unit 40.

The in-vehicle camera 21 may be attached to the ceiling on the side of the driver's seat in the vehicle interior of the vehicle 1 so that the optical axis of the in-vehicle camera 21 faces the driver's seat in the vehicle 1. Further, a plurality of cameras may be attached to the front pillar on the passenger side, the ceiling in the room of the vehicle 1, or the like so that their respective optical axes face the driver's seat of the vehicle 1.

The acceleration sensor 22 detects the acceleration of the vehicle. The acceleration sensor 22 outputs the detected acceleration of the vehicle to the control unit 40. The operation switch 23 is for stopping the operating alarm sound generator 31, and is operated by the driver. The accelerator pedal 24 adjusts the accelerator opening degree and is operated by the driver's foot. The brake pedal 25 is for operating the brake and is operated by the driver's foot. The steering sensor 26 is arranged on the steering wheel and detects the torque applied to the steering wheel by the driver.

The out-of-vehicle camera 27 is attached to, for example, the windshield of the vehicle 1 and captures a white line, a preceding vehicle, an obstacle, and the like in the traveling path of the own vehicle. The out-of-vehicle camera 27 outputs the captured image data to the control unit 40.

The alarm sound generator 31 includes, for example, a buzzer and a bell, and generates an alarm sound for the driver. The hazard flasher 32 blinks all the orange turn signal lights all at once. The driving support device 33 assists the driver in driving the vehicle. The driving support device 33 may have a function of automatically operating the brake to decelerate or stop the vehicle 1. The driving support device 33 may have a function of keeping the vehicle in the lane by controlling the steering wheel.

The control unit 40 controls the overall operation of the vehicle. The control unit 40 includes a CPU 41, a storage unit 42, and other peripheral circuits. The storage unit 42 is composed of a semiconductor memory such as a flash memory, a hard disk, or another storage element. The storage unit 42 includes a memory for temporarily storing memory data for holding a program and the like. The storage unit 42 may be composed of a single memory including an area for storing a program and an area for temporarily storing data.

Further, the storage unit 42 programs a predetermined branch angle θ0, a second predetermined head pitch change angle θ1, a predetermined torso change angle θ2 as a predetermined backward tilt change angle, and a predetermined head pitch change angle θ3, which will be described later. Saved as part.

The predetermined branch angle θ0 is an angle that becomes the branch angle of the initial torso angle θt, which is the boundary where the person leans forward or backward after losing consciousness.

The second predetermined head pitch change angle θ1 is an abnormal state of the amount of change in the driver's driving posture before and after the loss of consciousness when the initial torso angle is less than the predetermined branch angle θ0 (when the driver leans forward after losing consciousness). It is an angle that becomes a threshold value for determining.

The predetermined torso change angle θ2 is for determining an abnormal state of the amount of change in the driving posture of the driver before and after the loss of consciousness when the initial torso angle is less than the predetermined branch angle θ0 (when the driver leans forward after losing consciousness). It is an angle that becomes a threshold value.

The predetermined head pitch change angle θ3 determines an abnormal state of the amount of change in the driving posture of the driver before and after the loss of consciousness when the initial torso angle is equal to or larger than the predetermined branch angle θ0 (when the driver leans backward after losing consciousness). It is an angle that becomes a threshold value for.

In the present embodiment, the predetermined branch angle θ0, the second predetermined head pitch change angle θ1, the predetermined torso change angle θ2, and the predetermined head pitch change angle θ3 are calculated by a simulation described later.

By operating according to the program stored in the storage unit 42, the CPU 41 serves as a posture measuring unit 43, an abnormality determination unit 44, a timekeeping unit 45, a vehicle behavior determination unit 46, an abnormality level determination unit 47, and an operation control unit 48. Function.

From the image data captured by the in-vehicle camera 21, the posture measuring unit 43 has the driver's initial torso angle θt, the torso change angle Δθt which is the amount of change in the torso angle from the initial posture, and the head from the initial posture. The head pitch change angle Δθp, which is the amount of change in the pitch angle, is measured.

Here, the torso angle θt and the head pitch angle θp will be described with reference to FIGS. 2 and 3. 2 and 3 show a state in which the driver 13 sitting on the driver's seat 11 and holding the steering wheel 12 to drive the vehicle is viewed from the side.

As shown in FIG. 2, the torso angle θt is an inclination angle of the fuselage with respect to the vertical direction. Specifically, the torso angle θt is an inclination angle of the straight line 16 connecting the lower end 14 of the waist and the base 15 of the neck with respect to the vertical line 17.

As shown in FIG. 3, the pitch angle θp is an inclination angle of the straight line 19 connecting the base 15 of the neck and the crown 18 with respect to the vertical line 20.

The posture measuring unit 43 detects the lower end 14 of the driver's waist and the base 15 of the neck extracted by template matching or the like, and measures the torso angle θt and the pitch angle θp.

In the present embodiment, as shown in FIG. 2, the case where the base 15 of the neck is horizontal to the front with respect to the lower end 14 of the waist (-90 degrees) is assumed, and the base 15 of the neck is rearward with respect to the lower end 14 of the waist. When it is horizontal to (+90 degrees). That is, in the present embodiment, the torso angle θt is set to a negative value when the driver is in the forward leaning posture, and is set to a positive value when the driver is in the backward leaning posture. When the driver is driving normally, the torso angle θt is usually a positive value as shown in FIG.

Further, as shown in FIG. 3, the case where the crown 18 is horizontal to the front with respect to the base of the neck 15 (-90 degrees) is set, and the case where the crown 18 is horizontal to the rear with respect to the base of the neck 15. It is set to (+90 degrees). That is, in the present embodiment, the head pitch angle θp is set to a negative value when the crown 18 is tilted forward with respect to the base 15 of the neck, and is set to a positive value when the crown 18 is tilted backward. When the driver is driving normally, the head pitch angle θp is usually a negative value as shown in FIG.

Returning to FIG. 1, the abnormality determination unit 44 uses the driver's initial torso angle θt measured by the posture measurement unit 43 and the predetermined branch angle θ0 stored in the storage unit 42 to cause the driver to lose consciousness. It is determined whether the vehicle will fall to the front side or the rear side later.

If the initial torso angle θt is less than the predetermined branch angle θ0, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1 (for example, 55 deg). .. If the head pitch change angle Δθp is the second predetermined head pitch change angle θ1 or more, the abnormality determination unit 44 determines whether the torso change angle Δθt is the predetermined torso change angle θ2 (for example, 15 deg) or more. When the state where the torso change angle Δθt is the predetermined torso change angle θ2 or more continues for a predetermined time T (for example, T = 1 second in this embodiment), the abnormality determination unit 44 determines that the driver is in the abnormal state. do. The timekeeping unit 45 counts the duration from the time when the pitch change angle Δθp is determined to be the second predetermined head pitch change angle θ1 or more and the torso change angle Δθt is determined to be the predetermined torso change angle θ2 or more.

If there is no reaction from the driver by the time elapsed by the timing unit 45, the abnormality determination unit 44 determines the driver's abnormality level by the abnormality level determination unit 47. The operation control unit 48 sets the waiting time t until the mode shifts to the driving support mode according to the abnormality level determined by the abnormality level determination unit 47, and the driver's operation control unit 48 sets the waiting time t until the waiting time t elapses. If there is no response, the mode shifts to the driving support mode.

On the other hand, in the abnormality determination unit 44, the initial torso angle θt is less than the predetermined branch angle θ0, the head pitch change angle Δθp is equal to or larger than the second predetermined head pitch change angle θ1, and the torso change angle Δθt is the predetermined torso change angle θ2. If it is less than, the vehicle behavior determination unit 46 determines whether or not there is an abnormality in the vehicle behavior.

As parameters for determining an abnormal state of vehicle behavior, for example, rapid acceleration / deceleration, lane deviation, and collision margin time are used. Here, a method for determining an abnormality in a vehicle will be briefly described.

When sudden acceleration / deceleration is used as a parameter, the vehicle behavior determination unit 46 acquires the acceleration of the own vehicle by the acceleration sensor and determines whether sudden acceleration or deceleration has occurred. Alternatively, it is determined whether the accelerator pedal and brake pedal operations deviate from the pedal operation model stored in the storage unit 42 in advance.

When the degree of lane deviation is used as a parameter, the vehicle behavior determination unit 46 determines whether or not the own vehicle deviates from the lane from the lane imaged by the outside camera 27 or the like in the lane deviation determination. For example, based on the image of the vehicle's out-of-vehicle camera 27, it is determined whether or not the difference between the distance from the center of the own vehicle to the lane and the distance from the center of the own vehicle to the side of the vehicle body is 0 m or less. Further, when the traveling path of the own vehicle is a curved line, it is based on the curvature of the lane imaged by the external camera 27 or the like and the future traveling locus of the own vehicle calculated from the steering angle and the vehicle speed of the steering of the own vehicle. It is determined whether or not the own vehicle deviates from the lane.

When the collision margin time is used as a parameter, the vehicle behavior determination unit 46 suddenly approaches the own vehicle and the preceding vehicle or obstacle around the own vehicle from the image of the environment around the own vehicle captured by the external camera 27 or the like. Determine if it is not. For example, the collision margin time, which is the time obtained by dividing the distance from the own vehicle to the preceding vehicle by the relative speed of the own vehicle with respect to the preceding vehicle based on the image of the outside camera 27, is equal to or less than a predetermined threshold value (for example, 2.0 seconds). It is determined whether or not it is the timing. A collision margin time is applied to this predetermined threshold value so that the own vehicle may collide with the preceding vehicle. In the present embodiment, the distance and the relative speed between the own vehicle and the preceding vehicle amount are determined based on the image of the outside camera 27, but a millimeter wave radar or the like may be used instead of the outside camera 27. ..

Then, when at least one of the vehicle behavior abnormalities determined by the vehicle behavior determination unit 46 described above is applicable, the vehicle behavior is determined to be abnormal, and the driver is notified of the vehicle behavior abnormality by an alarm or the like. Call attention.

Then, when the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1 and the abnormal state of the vehicle behavior continues for a predetermined time T (for example, T = 1 second in this embodiment), the abnormality determination is made. The unit 44 determines that the driver is in an abnormal state. The timekeeping unit 45 counts the duration from the time when the pitch change angle Δθp is equal to or greater than the front second predetermined head pitch change angle θ1 and the vehicle behavior is determined to be in an abnormal state.

If there is no reaction from the driver by the time elapsed by the timing unit 45, the abnormality determination unit 44 determines the driver's abnormality level by the abnormality level determination unit 47. The operation control unit 48 sets the waiting time t until the mode shifts to the driving support mode according to the abnormality level determined by the abnormality level determination unit 47, and the driver's operation control unit 48 sets the waiting time t until the waiting time t elapses. If there is no response, the mode shifts to the driving support mode.

On the other hand, if the initial torso angle θt is the predetermined branch angle θ0 or more, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is the predetermined head pitch change angle θ3 (for example, 45 deg) or more. If the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3, the abnormality determination unit 44 determines that there is no abnormality.

Further, when the head pitch change angle Δθp is a predetermined head pitch change angle θ3 or more, the abnormality determination unit 44 is in a state where the head pitch angle Δθp is a predetermined head pitch change angle θ3 or more for a predetermined time T (this implementation). In the embodiment, if the continuation is continued for, for example, T = 1 second or more, the driver is determined to be in an abnormal state. The timekeeping unit 45 counts the duration from the time when the head pitch change angle Δθp is determined to be equal to or higher than the predetermined head pitch change angle θ3.

If there is no reaction from the driver by the time elapsed by the timing unit 45, the abnormality determination unit 44 determines the driver's abnormality level by the abnormality level determination unit 47. The operation control unit 48 sets the waiting time t until the mode shifts to the driving support mode according to the abnormality level determined by the abnormality level determination unit 47, and the driver's operation control unit 48 sets the waiting time t until the waiting time t elapses. If there is no response, the mode shifts to the driving support mode.

Here, a method of calculating the predetermined branch angle θ0, the second predetermined head pitch change angle θ1, the predetermined torso change angle θ2, and the predetermined head pitch change angle θ3 will be described.

First, the applicant focused on the fact that the driver's driving posture may fall forward or backward in a state of unconsciousness, and the simulation was performed.

First, the predetermined branch angle θ0 will be described with reference to FIG. FIG. 4 shows a torso change angle Δθt and a head pitch change angle Δθp, which are changes from the initial posture of the torso angle and the head pitch angle immediately after the loss of consciousness with respect to the initial torso angle θt. In the simulation, the change angles after 500 ms from the start of the posture change from the initial posture were used as the change angles Δθt and Δθp.

According to the simulation results, it can be seen that the torso change angle Δθt tends to decrease as the initial torso angle θt becomes the backward tilt side. In particular, when the initial torso angle θt is between 25 deg and 40 deg, the torso change angle Δθt changes significantly from 20 deg to 5 deg.

From the above simulation results, the initial torso angle (initial backward tilt angle), which is the branch angle in the tilting direction of whether the driver falls forward or backward, is between a predetermined branch angle θ0 (for example, 35 deg to 40 deg). It was calculated that it was a predetermined angle).

Further, the applicant of the present application has different characteristics in the posture of the driver after loss of consciousness depending on whether the driver falls forward or backward with the calculated predetermined branch angle θ0 as a boundary. I thought that it might be, and conducted a simulation under the hypothesis.

FIG. 5 shows the simulation results, in the case where (a) (b) the initial torso angle θt is less than the predetermined branch angle θ0 and (c) (d) the initial torso angle θt is the predetermined branch angle θ0 or more. , It is a comparison of the driving posture of the driver in the normal state and the state after the loss of consciousness.

According to this, when the torso falls forward in the state after loss of consciousness (when the initial torso angle θt is less than the predetermined branch angle θ0), both the torso angle and the head pitch angle are greatly tilted forward from the initial posture, and the torso changes. The angle Δθt1 and the head pitch change angle Δθp1 were each equal to or greater than a predetermined angle.

On the other hand, when the torso collapses to the rear side in the state after loss of consciousness (when the initial torso angle θt is equal to or larger than the predetermined branch angle θ0), the torso change angle Δθt2 cannot be clearly obtained, and the head pitch change angle Δθp is initially set. The second finding was obtained that the degree of forward tilt is smaller than that when the torso angle θt is less than the predetermined branch angle θ0.

Specifically, when the initial torso angle θt is less than the predetermined branch angle θ0, as shown in FIGS. 5A and 5B, the torso angle θt11 before unconsciousness (a) is from the vertical direction to the backward tilt side. On the other hand, the torso angle θt12 in (b) after the loss of consciousness changes from the vertical direction to the front side. The torso change angle Δθt1 = θt11 + θt12.

Further, the head pitch angle θp11 before the loss of consciousness (a) is on the forward leaning side from the vertical direction, and the head pitch angle θp12 after the loss of consciousness (b) is further higher than the head pitch angle θp11 before the loss of consciousness. It changes to the forward leaning side. The head pitch change angle Δθp1 = θP12-θp11.

On the other hand, when the initial torso angle θt is equal to or greater than the predetermined branch angle θ0, as shown in FIGS. The torso angle θt22 after disappearance (b) also changes from the vertical direction to the backward tilting side. As a result, since the torso change angle Δθt2 = θt22−θt21, the torso change angle Δθt2 is not clearly obtained as shown in Δθt2 in FIG. 5 (d).

Further, the head pitch angle θp21 before the loss of consciousness (a) is on the forward leaning side from the vertical direction, and the head pitch angle θp22 after the loss of consciousness (b) is further higher than the head pitch angle θp21 before the loss of consciousness. It changes to the forward leaning side. Therefore, the head pitch change angle Δθp2 = θP22-θp21, but as the torso change angle Δθt2 is small, the head pitch change angle is smaller than the case where the initial torso angle θt is less than the predetermined branch angle θ0. Δθp is small.

Although the above-mentioned findings use the torso angle, the same tendency can be obtained by using the backward tilt angle of the driver's fuselage, which is reflected in the driver's torso angle such as the seat back.

Next, with reference to FIG. 6, a method of setting the second predetermined head pitch change angle θ1, the predetermined torso change angle θ2, and the predetermined head pitch change angle θ3 will be described.

As is well known, the applicant of the present application states that when the acceleration on the front side is generated, the driver is pressed against the rear side (seat back side), so that the change on the forward leaning side is suppressed even when the posture changes before and after the loss of consciousness. Considering this, it was decided to set the threshold value by adding the influence of the anteroposterior acceleration to the predetermined change angles θ1, θ2, and θ3 described above. Therefore, the change in the posture of the driver before and after the loss of consciousness when the front-back acceleration is applied was calculated by simulation and will be described. In this embodiment, the values obtained from the following simulation results are used as predetermined change angles θ1, θ2, and θ3 stored in the storage unit 42 in advance.

As a simulation model, the torso change angle and head pitch change angle are used as parameters for the posture change before and after the driver's unconsciousness when the driver is seated at a standard torso angle (for example, 25 deg) and a front-back acceleration is applied. Calculated.

According to this simulation, as shown in FIG. 6A, the torso change angle Δθt at the front-back acceleration of 0 G is 25 deg, while the torso change angle Δθt at the front-back acceleration + 0.1 G is less than 20 deg, and FIG. As shown in (b), it was confirmed that the head pitch change angle Δθp at the front-back acceleration of 0 G was 75 deg, while the head pitch change angle Δθp at the front-back acceleration + 0.1 G was 60 deg.

From the above results, when the torso change angle (25 deg) and the head pitch change angle (75 deg) with a front-back acceleration of 0 G are used as the predetermined change angles θ1 and θ2 for determining the abnormal state, the front-back acceleration +0. It can be seen that there is a possibility that the abnormal state in 1G may be erroneously determined to be normal.

Therefore, in the present embodiment, in order to take into account the torso change angle and the head pitch change angle in the abnormal state at the front-back acceleration of 0.1 G, which are smaller than the threshold value in the case of the front-back acceleration of 0.0 G, a second method is used. The predetermined head pitch change angle θ1 is set to 55 deg, and the predetermined torso change angle θ2 is set to 15 deg.

Further, as described above, when the initial torso angle θt is equal to or larger than the predetermined branch angle θ0 (when the torso angle falls backward after the loss of consciousness), the torso angle does not change before and after the loss of consciousness, and the pitch angle is accompanied by this. The change in is also small. Therefore, the predetermined head pitch change angle θ3 is set to a predetermined angle (for example, 45 deg) smaller than the above-mentioned second predetermined head pitch change angle θ1 (55 deg).

Next, the driver's abnormality level determination operation by the control unit 40 will be described with reference to the flowchart of FIG. 7.

First, in step S101 of the flowchart of FIG. 7, the torso angle θt of the driver is detected from the image of the driver from the in-vehicle camera 21, and the torso angle θt is determined.

In step S102, the posture measuring unit 43 determines whether or not the initial torso angle θt is equal to or greater than a predetermined branch angle θ0 (for example, a predetermined angle between 35 deg and 40 deg).

If the initial torso angle θt is less than the predetermined branch angle θ0, the abnormality determination unit 44 advances the process to step S103. On the other hand, if the initial torso angle θt is equal to or greater than the predetermined branch angle θ0, the process proceeds to step S104.

In step S103, it is determined whether or not the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1 (for example, 55 deg). When the head pitch change angle Δθp is less than the second predetermined head pitch change angle θ1, the abnormality determination unit 44 determines that the driver is not in an abnormal state, and ends the process.

On the other hand, when the head pitch change angle Δθp is the second predetermined head pitch change angle θ1 or more, the process proceeds to step S105, and it is determined whether the torso change angle Δθt is the predetermined torso change angle θ2 or more. If the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step SS106.

In step S106, the vehicle behavior determination unit 46 determines whether or not the driver's vehicle behavior is abnormal based on the vehicle behavior determination method (rapid acceleration / deceleration, lane deviation degree, collision margin time) described above. If the vehicle behavior is not in an abnormal state, the abnormality determination unit 44 determines that the driver is not in an abnormal state, and ends the process. On the other hand, when the vehicle behavior is in an abnormal state, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S107.

Further, in step S105, when the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S107.

If the initial torso angle θt is equal to or greater than the predetermined branch angle θ0 in step S102, the process proceeds to step S104. In step S104, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3. If the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3, the abnormality determination unit 44 advances the process to step S107. On the other hand, if the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3, the abnormality determination unit 44 determines that the driver is not in an abnormal state, and ends the process.

In step S107, the timekeeping unit 45 counts the elapsed time. This elapsed time is the elapsed time from the time when the abnormality determination unit 44 determines that the driver is in an abnormal state. Specifically, when it is determined in step S105 that the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2, when it is determined in step S106 that the vehicle behavior is in an abnormal state, and in step S104, the head is headed. It is the elapsed time from the time when it is determined that the pitch change angle Δθp is equal to or larger than the predetermined head pitch change angle θ3.

In step S107, the timekeeping unit 45 determines whether or not the elapsed time being counted has reached a predetermined time T (for example, 1 second). If the elapsed time has reached a predetermined time, the timekeeping unit 45 advances the process to step S108. On the other hand, if the elapsed time has not reached the predetermined time, the timekeeping unit 45 returns the process to step S109.

In step S108, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to the process in step S109.

In step S109, the abnormality level determination unit 47 determines the abnormality level based on the change speed of the driver's posture.

Here, a simulation has been performed on the change speed of the posture for determining the abnormality level, which will be described.

As shown in FIG. 8, the applicant of the present application focused on the fact that the change speed at which the driver's driving posture changes changes depending on the degree of the above-mentioned abnormal state of the driver, and carried out the simulation.

In the simulation, the change in the driver's torso angle when not in the unconscious state and the change in the driver's torso angle when a sudden loss of consciousness with high urgency occurred were calculated. As the change speed of the driving posture, the time until the torso angle of the driver deviates from the range of the torso angle of the normal driving posture and reaches a predetermined torso angle is calculated as the change time.

FIG. 8A shows the time point t1 when the driver's driving posture deviates from the range θt0 of the torso angle of the normal posture and the time point t2 when the driver's driving posture reaches a predetermined torso angle θt1 when the unconsciousness is not lost. , The result of calculating the change time Δt1 as the change speed of the driver's driving posture is shown.

On the other hand, FIG. 8B shows that when a sudden loss of consciousness with a high degree of urgency occurs, the driver's driving posture deviates from the range θt0 of the torso angle of the normal posture at t11, which is determined to be an abnormal state. The result of calculating the change time Δt2 as the change speed of the driver's driving posture from the time point t12 when the torso angle θt1 is reached is shown.

Comparing the change times Δt1 and Δt2 of the torso angle in FIGS. 8 (a) and 8 (b), the change time is shorter when a sudden loss of consciousness with a high degree of urgency occurs, and the change time is 1 second from the normal posture. It was confirmed by simulation that the driving posture changed within a predetermined torso angle θt1. Although the torso angle is used for the simulation result, the same result can be obtained for the head pitch angle.

Returning to the flowchart of FIG. 7, based on the above simulation result, if the change time Δt is smaller than 2 seconds in step S109, the abnormality level determination unit 47 advances the process to step S110 and raises the abnormality level. It is determined to be 1, and the waiting time t until the mode shifts to the driving support mode is set to 3 seconds.

In step S109, when the change time Δt is 1 second or more and less than 2 seconds, the abnormality level determination unit 47 advances the processing to step S111, determines the abnormality level as level 2, and waits until the operation support mode is entered. Let the time t be 2 seconds.

If the change time Δt is less than 1 second in step S109, the abnormality level determination unit 47 advances the processing to step S112, determines that the abnormality level is level 3, and determines the waiting time t until the mode shifts to the driving support mode. It is set to 0 seconds.

During this standby time, the alarm sound generator 31 and the hazard flasher 32 call attention to the driver and the outside of the vehicle.

FIG. 9 shows an example of the change time of the torso angle with respect to the abnormal level, the change time of the head pitch angle, and the waiting time until the operation support mode shifts.

In the following step S113, it is confirmed whether or not there is a reaction from the driver. Specifically, if there is a reaction of the driver until the waiting time t corresponding to the abnormality level elapses, for example, if the operation switch 23 for canceling the alarm sound is operated, the abnormality is determined. Is canceled and the process is terminated.

On the other hand, in step S113, if there is no reaction from the driver until the waiting time t corresponding to the abnormality level elapses, the abnormality determination unit 44 advances the process to step S114. In step S114, the operation control unit 48 operates the operation support device 33. After that, the operation ends.

In the present embodiment, the torso angle is used as the driver's backward tilt angle, but the seat back angle may be used instead of the torso angle. For example, since the hip point moves forward with respect to the seat back, the torso angle has a larger value for the backward tilt angle than the seat back angle.

(Second Embodiment)
Next, the vehicle control device according to the second embodiment will be described with reference to FIGS. 1, 10, and 11. Regarding the same configuration as that of the first embodiment shown in FIG. 1, the same reference numerals are used in FIGS. 10 and 11, and the description thereof will be omitted.

In this embodiment, the abnormality level determination operation is different from that in the first embodiment. Specifically, the amount of change in the driving posture is used instead of the speed of change in the driving posture for determining the abnormality level of the first embodiment. The other parts have the same configuration as that of the above-described embodiment, and the same effect as that of the first embodiment can be obtained.

Here, a simulation has been performed on the amount of change in the driving posture for determining the abnormality level of the second embodiment, which will be described.

The applicant of the present application focused on the fact that the amount of change in the driving posture of the driver changes depending on the degree of the above-mentioned abnormal state of the driving posture, and carried out the simulation. In the simulation, the head pitch change angle and the torso change angle were used as the amount of change in the driver's driving posture.

FIG. 10 shows the simulation results of (a) the posture change on the forward leaning side of the driver and (b) the posture change on the backward leaning side of the driver.

In FIG. 10A, it was confirmed that the torso change angle was 15 deg or more in the forward leaning posture by safety confirmation with a relatively low abnormality level (abnormal level 1). In addition, it was confirmed that the head pitch change angle was 55 deg or more in the drowsiness and the driving posture by smartphone operation, which are in a state where the abnormal level is higher than the above-mentioned safety confirmation posture (abnormal level 1) (abnormal level 2). ). Then, it was confirmed that the head pitch change angle was 55 deg or more and the torso change angle was 15 deg or more in a state where the abnormal level leading to unconsciousness was higher (abnormal level 3).

In FIG. 10B, it was confirmed that the torso change angle is 20 deg or more in an operation such as picking up an object from a rear seat having a relatively low abnormal level or a storage compartment of a center console (abnormal level 1). Further, it was confirmed that the head pitch change angle was 45 deg or more in the drowsiness and the driving posture by the smartphone operation, which are in a state where the abnormal level is higher than the above-mentioned abnormal level 1 (abnormal level 2). Then, it was confirmed that the head pitch change angle was 45 deg or more and the torso change angle was 20 deg or more in a state where the abnormal level leading to unconsciousness was higher (abnormal level 3).

In the second embodiment, the abnormality level is set based on the above-mentioned simulation result.

The operation of determining the abnormality level of the driver by the control unit 40 will be described with reference to the flowchart of FIG.

First, in step S201 of the flowchart of FIG. 11, the torso angle of the driver is detected from the image of the driver from the in-vehicle camera 21, and the torso angle is determined.

In step S202, the posture measuring unit 43 determines whether or not the torso angle θt is equal to or greater than the predetermined branch angle θ0 (for example, a predetermined angle between 35 deg and 40 deg).

If the torso angle θt is less than the predetermined branch angle θ0, the abnormality determination unit 44 advances the process to step S203. On the other hand, if the torso angle θt is equal to or greater than the predetermined branch angle θ0, the process proceeds to step S204.

In step S203, it is determined whether or not the head pitch change angle Δθp is equal to or greater than the front predetermined head pitch change angle θ1 (for example, 55 deg). When the head pitch change angle Δθp is less than the front predetermined head pitch change angle θ1, the abnormality determination unit 44 proceeds to step S205 and determines whether the torso change angle Δθt is the predetermined torso change angle θ2 or more. If the torso change angle Δθt is less than the predetermined torso change angle θ2 in step S205, it is determined that the driver is not in an abnormal state, and the process is terminated. On the other hand, when the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2, the process proceeds to step S206 based on the above simulation result, the abnormality level 1 is determined, and the waiting time t for shifting to the operation support mode is set. Set to 3 seconds.

On the other hand, in step S203, when the head pitch change angle Δθp is the front predetermined head pitch change angle θ1 or more, the process proceeds to step S207, and it is determined whether the torso change angle Δθt is the predetermined torso change angle θ2 (for example, 15 deg) or more. do. If the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step S208.

In step S208, the vehicle behavior determination unit 46 determines whether or not the driver's vehicle behavior is abnormal based on the vehicle behavior determination method (rapid acceleration / deceleration, lane deviation degree, collision margin time) described above. If the vehicle behavior is not in an abnormal state, the abnormality determination unit 44 determines that the driver is not in an abnormal state, and ends the process. On the other hand, when the vehicle behavior is in an abnormal state, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S209.

If the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2 in step S207, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S209.

If the initial torso angle θt is equal to or greater than the predetermined branch angle θ0 in step S202, the process proceeds to step S204. In step S204, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3 (for example, 45 deg). If the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3, the abnormality determination unit 44 advances the process to step S209. On the other hand, if the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3, the abnormality determination unit 44 proceeds to step S210, and whether the torso change angle Δθt is equal to or more than the predetermined torso change angle θ4 (for example, 20 deg). To judge. If the torso change angle Δθt is less than the predetermined torso change angle θ4 in step S210, it is determined that the driver is not in an abnormal state, and the process is terminated. On the other hand, when the torso change angle Δθt is equal to or larger than the predetermined torso change angle θ4, the process proceeds to step S211 based on the above simulation result, the abnormality level 1 is determined, and the waiting time t for shifting to the operation support mode is set. Set to 3 seconds.

In step S209, the timekeeping unit 45 counts the elapsed time. This elapsed time is the elapsed time from the time when the abnormality determination unit 44 determines that the driver is in an abnormal state. Specifically, when it is determined in step S207 that the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2, when it is determined in step S208 that the vehicle behavior is in an abnormal state, and in step S204, the head is headed. It is the elapsed time from the time when it is determined that the pitch change angle Δθp is equal to or larger than the predetermined head pitch change angle θ3.

In step S209, the timekeeping unit 45 determines whether or not the elapsed time being counted has reached a predetermined time T (for example, 1 second). If the elapsed time has reached a predetermined time, the timekeeping unit 45 advances the process to step S212. On the other hand, if the elapsed time has not reached the predetermined time, the timekeeping unit 45 returns the process to step S201.

In step S212, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to the process in step S213.

In step S213, the abnormality level determination unit 47 determines whether or not the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angles θ1 and θ3, and the torso change angle Δθt is determined based on the above simulation result. It is determined whether the torso change angle θ2 or more.

In step S213, if the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angles θ1 and θ3 and the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step S214 and the abnormality level is reached. Is determined to be level 2, and the waiting time t until the mode shifts to the driving support mode is set to 2 seconds.

In step S213, if the head pitch change angle Δθp is the second predetermined head pitch change angle θ1 or θ3 or more and the torso change angle Δθt is the predetermined torso change angle θ2 or more, the process proceeds to step S215 and the abnormality level is reached. Is determined to be level 3, and the waiting time t until the mode shifts to the driving support mode is set to 0 seconds.

During the standby time set in steps S206, S211, S214, and S215, the alarm sound generator 31 and the hazard flasher 32 call attention to the driver and the outside of the vehicle.

In the following step S216, it is confirmed whether or not there is a reaction from the driver. Specifically, if there is a reaction of the driver until the waiting time t corresponding to the abnormality level elapses, for example, if the operation switch 23 for canceling the alarm sound is operated, the abnormality is determined. Is canceled and the process is terminated.

On the other hand, in step S216, if there is no reaction from the driver until the waiting time t corresponding to the abnormality level elapses, the abnormality determination unit 44 advances the process to step S217. In step S217, the operation control unit 48 operates the operation support device 33. After that, the operation ends.

As described above, according to the present invention, driving support can be provided at an appropriate timing according to the degree of the driver's abnormal state. Therefore, the present invention can be suitably used in the field of vehicle safety technology. You can.

10 Control device 13 Driver 31 Alarm sound generator (alarm generator)
43 Posture measurement unit 44 Abnormality determination unit 47 Abnormality level determination unit t Standby time Δθt Torso change angle Δθp Head pitch change angle

Claims (4)

A vehicle control device equipped with a driving support mode that assists the driver in driving when the driver is in an abnormal state.
A posture measuring unit that measures the inclination angle obtained from the waist and the base of the neck in the driver's side view, and the inclination angle obtained from the base of the head and the neck .
An abnormal state of the driver and an abnormality of the driver based on the inclination angle obtained from the lumbar region and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view measured by the posture measuring unit. Anomaly determination unit and anomaly level determination unit that determine the level,
A driving control unit that operates a driving support device that supports the driving of the vehicle, and
The abnormality determination unit includes an alarm generation unit that outputs an alarm to the driver during the waiting time until the driver determines that the driver is abnormal and the operation control unit outputs a signal to the operation support device . Prepare,
The vehicle control device is characterized in that the waiting time is set shorter when the abnormality level of the driver determined by the abnormality level determination unit is high, as compared with the case where the abnormality level is not high. The abnormality level determination unit determines the abnormality level of the driver based on the change speed of the inclination angle obtained from the lumbar region and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view. The vehicle control device according to claim 1. The abnormality level determination unit determines the abnormality level of the driver based on the amount of change in the inclination angle obtained from the waist and the base of the neck and the inclination angle obtained from the base of the head and the neck in the driver's side view. The vehicle control device according to claim 1. The posture measuring unit includes a torso change angle which is a change angle of the torso angle from the initial posture as an inclination angle obtained from the waist and the base of the neck in the driver's side view, and the head and neck in the driver's side view. The head pitch change angle, which is the change angle from the initial posture of the head pitch angle as the inclination angle obtained from the base of the head, is measured.
When the driver is determined to be in an abnormal state only by the torso change angle, the abnormality level determination unit is determined to be in an abnormal state by the head pitch change angle in addition to the torso change angle. The vehicle control device according to claim 3, wherein it is determined that the abnormality level of the driver is lower than that of the driver.

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