JPH07117517A - Detector for dozing at wheel - Google Patents
Detector for dozing at wheelInfo
- Publication number
- JPH07117517A JPH07117517A JP5266957A JP26695793A JPH07117517A JP H07117517 A JPH07117517 A JP H07117517A JP 5266957 A JP5266957 A JP 5266957A JP 26695793 A JP26695793 A JP 26695793A JP H07117517 A JPH07117517 A JP H07117517A
- Authority
- JP
- Japan
- Prior art keywords
- steering
- vehicle speed
- steering cycle
- cycle
- data
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
Landscapes
- Traffic Control Systems (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Emergency Alarm Devices (AREA)
Abstract
Description
【0001】[0001]
【産業上の利用分野】本発明は居眠り運転検出装置、特
に操舵周期から居眠り運転を検出する装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drowsy driving detection device, and more particularly to a device for detecting a drowsy driving from a steering cycle.
【0002】[0002]
【従来の技術】従来より、車両走行の安全性向上を目的
として種々の装置が開発、搭載されており、運転者の居
眠り状態を検出して警報を発生する装置もその一つであ
る。2. Description of the Related Art Conventionally, various devices have been developed and mounted for the purpose of improving the safety of vehicle traveling, and one of them is a device that detects a drowsy state of a driver and issues an alarm.
【0003】例えば、特開平5−58192号公報の居
眠り運転検出装置では、運転開始10分間の操舵データ
を車速毎に収集して基準値とし、この基準値と操舵デー
タを比較することにより居眠り運転を検出している。For example, in the doze driving detection apparatus disclosed in Japanese Patent Laid-Open No. 5-58192, steering data for 10 minutes from the start of driving is collected as a reference value for each vehicle speed, and the reference value and the steering data are compared to make a dozing driving operation. Is being detected.
【0004】[0004]
【発明が解決しようとする課題】しかしながら、運転開
始10分間の間に全ての車速帯で車両を操向することは
期待できない。そのため、全ての車速帯において操舵デ
ータを得ることはほとんど不可能であり、操舵データが
得られない車速帯においては、統計値から推定して基準
値として用いるので、運転者個々の運転特性に合致せ
ず、精度よく居眠り運転を検出できない場合があった。However, it cannot be expected to steer the vehicle in all vehicle speed zones within 10 minutes after the start of operation. Therefore, it is almost impossible to obtain steering data in all vehicle speed ranges, and in the vehicle speed range where steering data cannot be obtained, it is estimated from statistical values and used as a reference value, so it matches the driving characteristics of each driver. In some cases, it was not possible to accurately detect dozing driving.
【0005】本発明は上記従来技術の有する課題に鑑み
なされたものであり、その目的は、運転開始後所定時間
内における操舵データを用いて任意の車速において確実
に居眠り運転を検出できる居眠り運転検出装置を提供す
ることにある。The present invention has been made in view of the above problems of the prior art, and an object of the present invention is to detect a drowsy driving at a given vehicle speed by using steering data within a predetermined time after the start of driving. To provide a device.
【0006】[0006]
【課題を解決するための手段】上記目的を達成するため
に、請求項1記載の居眠り運転検出装置は、車両の操舵
状態から居眠り運転を検出する居眠り運転検出装置であ
って、操舵周期を検出する操舵周期検出手段と、運転開
始から所定時間内における平均操舵周期を車速帯別に算
出する第1基準操舵周期算出手段と、車速に対する運転
者に依存しない操舵特性係数を記憶する記憶手段と、前
記車速帯別の操舵周期と前記操舵特性係数に基づき全車
速に対する操舵周期を演算する第2基準操舵周期算出手
段と、任意の時間及び任意の車速において前記操舵周期
検出手段で検出された操舵周期とその車速における前記
第2基準操舵周期算出段で算出された操舵周期を比較す
ることにより居眠り運転の有無を判定する判定手段とを
有することを特徴とする。In order to achieve the above object, a doze driving detection apparatus according to claim 1 is a dozing driving detection apparatus for detecting a dozing driving from a steering state of a vehicle, and detecting a steering cycle. Steering cycle detecting means, first reference steering cycle calculating means for calculating an average steering cycle within a predetermined time from the start of operation for each vehicle speed zone, storage means for storing a steering characteristic coefficient that does not depend on a driver with respect to the vehicle speed, Second reference steering cycle calculating means for calculating the steering cycle for all vehicle speeds based on the steering cycle for each vehicle speed zone and the steering characteristic coefficient, and the steering cycle detected by the steering cycle detecting means at any time and at any vehicle speed. And a determination unit that determines whether or not the driver is dozing by comparing the steering periods calculated by the second reference steering period calculation stage at the vehicle speed. To.
【0007】また、上記目的を達成するために、請求項
2記載の居眠り運転検出装置は、前記第1基準操舵周期
算出手段が低車速帯ではサンプル数を増加させて平均操
舵周期を算出することを特徴とする。In order to achieve the above object, in the drowsiness driving detection apparatus according to a second aspect of the present invention, the first reference steering cycle calculating means calculates the average steering cycle by increasing the number of samples in the low vehicle speed range. Is characterized by.
【0008】[0008]
【作用】操舵周期は車速によって大きな影響を受け、運
転者個人の特性差による操舵周期の絶対値の差も大き
い。しかし、車速に伴う操舵周期の増減傾向は運転者に
よらずほぼ同様であることが経験的に知られている。本
発明はこのことに着目し、運転開始後所定時間内(例え
ば運転開始後10分間)における操舵周期データが得ら
れない車速帯については、予め記憶されている運転者の
運転特性によらない操舵特性係数と実際に検出して得ら
れた他の車速帯の操舵周期データとを用いて推定する。
すなわち、絶対値は異なるものの、運転者によってはそ
の増減傾向がほとんど変わらない操舵特性係数の絶対値
を実際の運転者の操舵周期データで補正して基準の操舵
周期とすることにより、実際の操舵周期データが得られ
ていない車速においても、確実に居眠り運転を検出する
ことができる。The steering cycle is greatly influenced by the vehicle speed, and the difference in the absolute value of the steering cycle due to the characteristic difference of each driver is also large. However, it is empirically known that the tendency of the steering cycle to increase or decrease with vehicle speed is almost the same regardless of the driver. The present invention pays attention to this fact, and regarding the vehicle speed range in which the steering cycle data is not obtained within a predetermined time after the start of driving (for example, 10 minutes after the start of driving), steering that does not depend on the driving characteristics of the driver stored in advance. The estimation is performed using the characteristic coefficient and the steering cycle data of the other vehicle speed range obtained by actual detection.
That is, although the absolute value is different, the absolute value of the steering characteristic coefficient whose increase / decrease tendency hardly changes depending on the driver is corrected by the actual driver's steering cycle data to obtain the reference steering cycle. Even at a vehicle speed for which no cycle data has been obtained, it is possible to reliably detect dozing driving.
【0009】なお、請求項2記載の居眠り運転検出装置
では、低車速帯では操舵周期がばらつきやすい事実に着
目し、低車速帯ではサンプル数を多くして正確な操舵周
期を得るものである。In the doze driving detection apparatus according to the second aspect of the invention, attention is paid to the fact that the steering cycle tends to vary in the low vehicle speed range, and the number of samples is increased in the low vehicle speed range to obtain an accurate steering cycle.
【0010】[0010]
【実施例】以下、図面を用いながら本発明の好適な実施
例について説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings.
【0011】図1には本実施例の構成ブロック図が示さ
れており、また、図2には本実施例の処理フローチャー
トが示されている。本実施例の居眠り運転検出装置は概
略操舵角センサ、車速センサ、電子制御装置ECU、及
び警報部から構成されている。操舵角センサ10は車両
のステアリングシャフトに取り付けられるホトインター
ラプタ等で構成される。操舵角センサ10には操舵周期
抽出部14が接続されており、検出された操舵角データ
からFFTにより操舵周期を演算する(図2のS10
1)。操舵周期からFFTにて操舵周期を演算する方法
は、従来技術の特開平5−58192号公報に記載の手
法を用いている。操舵周期抽出部14には車速別操舵周
期抽出部16が接続され、抽出された操舵周期が順次出
力される。一方、車速センサ12もこの車速別操舵周期
抽出部16に接続されており、検出された車速が順次出
力される。車速別操舵周期抽出部16では入力された操
舵周期データ及び車速データから車速毎の操舵周期を算
出する(S102)。車速別操舵周期抽出部16には車
速別個人特性取得部20が接続され、(車速,操舵周
期)のデータを順次出力する。車速別個人特性取得部2
0にはタイマー18が接続されており、運転開始後所定
時間、例えば10分間における車速帯別の操舵周期を算
出する。すなわち、タイマー18で所定時間経過したか
否かが判定され(S103)、運転開始後10分間に入
力される(車速,操舵周期)データを用い、車速を10
km/h毎に車速帯に区分し、例えば40km/h〜5
0km/hの操舵周期データがT1 、T2 、…Tn であ
った場合、これらの平均値を算出して車速帯40km/
h〜50km/hにおける操舵周期とする。この操舵周
期は運転開始後10分間(運転者が十分覚醒し、平常時
の運転を行うと考えられる時間)におけるその運転者の
運転特性を示すものである。FIG. 1 shows a block diagram of the configuration of this embodiment, and FIG. 2 shows a processing flowchart of this embodiment. The doze driving detection device of the present embodiment includes a rough steering angle sensor, a vehicle speed sensor, an electronic control unit ECU, and an alarm unit. The steering angle sensor 10 is composed of a photo interrupter attached to a steering shaft of a vehicle. The steering cycle extraction unit 14 is connected to the steering angle sensor 10, and the steering cycle is calculated by FFT from the detected steering angle data (S10 in FIG. 2).
1). As a method for calculating the steering cycle by FFT from the steering cycle, the method described in Japanese Patent Laid-Open No. 58192/1993 is used. The steering cycle extraction unit 14 is connected to a vehicle speed-based steering cycle extraction unit 16, and the extracted steering cycles are sequentially output. On the other hand, the vehicle speed sensor 12 is also connected to the vehicle speed-based steering cycle extraction unit 16, and the detected vehicle speeds are sequentially output. The vehicle-speed-based steering cycle extraction unit 16 calculates a steering cycle for each vehicle speed from the input steering cycle data and vehicle speed data (S102). The vehicle speed-specific steering cycle extraction unit 16 is connected to a vehicle speed-specific personal characteristic acquisition unit 20 and sequentially outputs data of (vehicle speed, steering cycle). Personal characteristic acquisition part 2 by vehicle speed
A timer 18 is connected to 0 and calculates a steering cycle for each vehicle speed band for a predetermined time, for example, 10 minutes after the start of operation. That is, the timer 18 determines whether or not a predetermined time has elapsed (S103), and the vehicle speed is set to 10 by using the data (vehicle speed, steering cycle) input 10 minutes after the start of operation.
It is divided into vehicle speed zones for each km / h, for example, 40 km / h to 5
When the steering cycle data of 0 km / h is T1, T2, ... Tn, the average value of these is calculated and the vehicle speed range is 40 km / h.
The steering cycle is from h to 50 km / h. This steering cycle indicates the driving characteristics of the driver within 10 minutes after the start of driving (the time when the driver is sufficiently awake and is considered to perform normal driving).
【0012】運転開始後10分間において全ての車速帯
における操舵周期が得られていれば居眠り運転判定にお
ける基準周期として最適であるが、10分間で全ての車
速帯でのデータが得られるとは限らない。特に、低車速
帯では操舵周期にバラツキが大きくなるのでデータを取
得すべき時間を多くとる必要があるが、その時間がとれ
ない場合がある。図5にはデータ取得に必要な時間が車
速毎に示されており、低速ほど信頼性の高いデータを得
るためには多くの時間、すなわち多くのサンプル数を要
する。図において、斜線で示された領域はデータが取得
されたと判定できる領域であり、他の領域は信頼性の観
点からデータが得られなかったと判定される領域を示し
ている。データ未取得の車速帯に関しては、何らかの方
法でその運転者の運転特性を反映した信頼性ある値を推
定する必要がある。そこで、本実施例では、データが未
取得の車速帯を以下のように推定する。すなわち、車速
別個人特性取得部20で算出された車速帯別の操舵周期
は未取得車速帯個人特性データ推定部22に出力され
る。未取得車速帯個人特性データ推定部22にはメモリ
が設けられており、予め車速に対する操舵周期係数がマ
ップとして、あるいは関数として格納されている。図3
には操舵周期係数の例が示されており、横軸は車速(k
m/h)、縦軸は車速が80km/hにおける周期を1
とした場合の相対的な周期係数である。車速が増加する
に従い操舵周期は減少し、かつ、70〜80km/h近
傍で操舵周期が比較的急峻に減少する傾向にある。この
操舵周期係数は統計的に得られたものであり、運転者の
運転特性によらず、どの運転者でも同じ様な傾向を示
す。そこで、本実施例の未取得車速帯個人特性データ推
定部22はこの操舵周期係数を用いて全車速帯の操舵周
期を算出するのである。図4には操舵周期の算出方法が
示されている。図において、横軸は車速(km/h)で
あり、縦軸は推定操舵周期(秒)である。黒丸は運転開
始10分間で取得できた操舵周期データであり、破線は
図3に示された操舵周期係数のグラフ(関数値)であ
る。実測して得られた操舵周期データが全て操舵周期係
数のグラフ上にのれば最適であるが、検出値には誤差が
含まれているため一般には全てのデータはグラフ上には
のらない。従って、未取得車速帯個人特性データ推定部
22はまず、図5に示された個人データ取得済判定領域
を満足する車速帯が少なくとも1つ以上存在するか否か
を判定する(S104)。そして、取得できた車速帯が
1つ以上存在する場合(本実施例では3個としている)
には、図4に示すように操舵周期係数を用いて他の車速
帯の操舵周期を推定する(S105、図4における破線
ア、イ、ウ)。一般にア、イ、ウは一致しないので、次
に、車速帯別のそれぞれの推定値(本実施例ではア、
イ、ウの3個)の平均値を算出して推定操舵周期とする
(S106)。図4の白丸がこのようにして得られた未
取得車速帯の推定操舵周期であり、実測して得られた操
舵周期(黒丸)及び推定操舵周期(白丸)を結んだ実線
が運転者固有の運転特性を反映した操舵周期である。未
取得車速帯個人特性データ推定部22はこのようにして
操舵周期を算出し、運転者の個人特性として車速別個人
特性メモリ部24に格納する(S107)。If the steering cycle in all the vehicle speed zones is obtained 10 minutes after the start of driving, it is the most suitable as the reference cycle in the dozing driving determination, but it is not always possible to obtain the data in all the vehicle speed zones in 10 minutes. Absent. In particular, in the low vehicle speed range, the variation in the steering cycle becomes large, so it is necessary to take a lot of time to acquire the data, but that time may not be taken. FIG. 5 shows the time required for data acquisition for each vehicle speed. The slower the speed, the longer the time required to obtain highly reliable data, that is, the larger the number of samples. In the figure, the shaded areas are areas where it can be determined that data has been acquired, and the other areas are areas where it is determined that no data was obtained from the viewpoint of reliability. For the vehicle speed range for which no data has been acquired, it is necessary to estimate a reliable value that reflects the driving characteristics of the driver by some method. Therefore, in this embodiment, the vehicle speed range for which data has not been acquired is estimated as follows. That is, the steering cycle for each vehicle speed band calculated by the vehicle speed-specific personal characteristic acquisition unit 20 is output to the unacquired vehicle speed band individual characteristic data estimation unit 22. A memory is provided in the unacquired vehicle speed band personal characteristic data estimation unit 22, and the steering cycle coefficient for the vehicle speed is stored in advance as a map or a function. Figure 3
Shows an example of the steering cycle coefficient, and the horizontal axis shows the vehicle speed (k
m / h), the vertical axis represents the cycle at a vehicle speed of 80 km / h as 1
Is the relative period coefficient. The steering cycle decreases as the vehicle speed increases, and the steering cycle tends to decrease relatively steeply in the vicinity of 70 to 80 km / h. This steering cycle coefficient is statistically obtained, and any driver shows the same tendency regardless of the driving characteristics of the driver. Therefore, the unacquired vehicle speed zone individual characteristic data estimation unit 22 of the present embodiment calculates the steering cycle of all vehicle speed zones using this steering cycle coefficient. FIG. 4 shows a method of calculating the steering cycle. In the figure, the horizontal axis represents the vehicle speed (km / h), and the vertical axis represents the estimated steering cycle (second). The black circles are the steering cycle data that can be acquired 10 minutes after the start of operation, and the broken line is the graph (function value) of the steering cycle coefficient shown in FIG. It is optimal if all the measured steering cycle data are on the graph of the steering cycle coefficient, but since the detected values include errors, not all data are on the graph in general. . Therefore, the unacquired vehicle speed zone personal characteristic data estimation unit 22 first determines whether or not there is at least one vehicle speed zone that satisfies the personal data acquired determination area shown in FIG. 5 (S104). When there is one or more vehicle speed zones that can be acquired (the number of vehicle speed zones is three in this embodiment).
First, as shown in FIG. 4, the steering cycle coefficient is estimated using the steering cycle coefficient (S105, broken lines a, a, and c in FIG. 4). In general, since a, a, and u do not match, each estimated value for each vehicle speed range (a, a,
The average value of the three values (a, c) is calculated and used as the estimated steering cycle (S106). The white circle in FIG. 4 is the estimated steering cycle of the unacquired vehicle speed range obtained in this way, and the solid line connecting the actually-obtained steering cycle (black circle) and the estimated steering cycle (white circle) is unique to the driver. The steering cycle reflects the driving characteristics. The unacquired vehicle speed zone individual characteristic data estimation unit 22 calculates the steering cycle in this manner and stores it in the vehicle speed individual characteristic memory unit 24 as the individual characteristic of the driver (S107).
【0013】以上のようにして運転者の個人特性がメモ
リに格納された後、この個人特性を基準値として運転者
の居眠り運転を判定する。前述した車速別操舵周期抽出
部16には意識低下判定部26が接続されており、運転
開始後10分経過後に抽出された車速毎の操舵周期が順
次出力される。意識低下判定部26は比較器を有し、入
力された操舵周期と車速別個人特性メモリ部24に格納
された基準値にあるゲインを判定レベルに応じてかけた
ものとを比較して運転者の意識レベルを監視する。そし
て、運転者の意識レベルが低下、すなわち現状の操舵周
期がゲインをかけた基準値より大きい場合には警報部2
8を作動させて運転者に覚醒を促す。After the personal characteristics of the driver are stored in the memory as described above, the dozing driving of the driver is determined using the personal characteristics as a reference value. The consciousness deterioration determining unit 26 is connected to the vehicle speed-based steering cycle extraction unit 16 described above, and the steering cycle for each vehicle speed extracted 10 minutes after the start of operation is sequentially output. The consciousness deterioration determining unit 26 has a comparator, and compares the input steering cycle with a value obtained by multiplying the gain of the reference value stored in the vehicle speed-specific individual characteristic memory unit 24 according to the determination level. Monitor the awareness level of. Then, when the driver's consciousness level is lowered, that is, when the current steering cycle is larger than the reference value multiplied by the gain, the alarm unit 2
8 is activated to wake up the driver.
【0014】このように、本実施例では、実測して得ら
れた操舵周期、及び運転者によらずほぼ同様な増減傾向
を示す操舵周期係数を用いて実測値から推定された操舵
周期を運転者固有の基準値として居眠り運転を判定する
ので、未取得の車速帯において統計的に得られた一定の
値を基準値とする従来の居眠り運転検出装置と比べ、運
転者の運転特性により合致した確実な居眠り判定が可能
となり、意識が高い場合に誤警報が発生するわずらわし
さや警報の遅れ等を除去するすることができる。As described above, in the present embodiment, the steering cycle estimated from the actual measurement value is operated by using the steering cycle obtained by actual measurement and the steering cycle coefficient showing a similar increase / decrease tendency regardless of the driver. Since the dozing driving is determined as the reference value peculiar to the driver, compared with the conventional dozing driving detection device that uses a constant value obtained statistically in the vehicle speed range that has not been acquired as a reference value, the driving characteristics of the driver are better matched. It is possible to make a reliable determination of drowsiness, and it is possible to eliminate the annoyance that a false alarm is generated when the consciousness is high, the delay of the alarm, and the like.
【0015】また、本実施例では図5に示すように車速
毎に取得または未取得を判定する時間を変化させ、低速
程より多くの時間を要するように設定しているので、信
頼性ある実測操舵周期が得られるとともに、データを取
得済みと判定するのに車速によらず一定時間を要すると
した場合に比べ、正確でより迅速に運転者の個人特性デ
ータを得ることができる。また、操舵周期を測定するた
めにFFTを用いた手法を例示したが、この限りでな
く、操舵の切り返し点を求め、切り返しパターンから推
定する方法でもよい。Further, in the present embodiment, as shown in FIG. 5, the time for determining acquisition or non-acquisition is changed for each vehicle speed, and it is set so that more time is required for a lower speed. It is possible to obtain the steering cycle and obtain the personal characteristic data of the driver more accurately and more quickly than in the case where it takes a certain time to determine that the data has been acquired regardless of the vehicle speed. Further, although the method using the FFT for measuring the steering cycle has been illustrated, the present invention is not limited to this, and a method of obtaining a steering turning point and estimating it from the turning pattern may be used.
【0016】[0016]
【発明の効果】以上説明したように、請求項1記載の居
眠り運転検出装置では、運転開始後所定時間内における
操舵データを用いて任意の車速において確実に居眠り運
転を検出できる。As described above, in the doze driving detection apparatus according to the first aspect of the invention, the dozing driving can be reliably detected at any vehicle speed by using the steering data within a predetermined time after the start of driving.
【0017】また、請求項2記載の居眠り運転検出装置
では、車速毎に取得または未取得を判定する時間を変化
させる、すなわち、低速ほど多くの時間を要することと
しているので、正確かつ迅速に操舵周期を得ることがで
きる。In the doze driving detection apparatus according to the second aspect of the invention, the time for determining acquisition or non-acquisition is changed for each vehicle speed, that is, the slower the speed, the more time is required. The cycle can be obtained.
【図1】本発明の実施例の構成ブロック図である。FIG. 1 is a configuration block diagram of an embodiment of the present invention.
【図2】同実施例の処理フローチャートである。FIG. 2 is a processing flowchart of the embodiment.
【図3】同実施例の操舵周期係数を示すグラフ図であ
る。FIG. 3 is a graph showing a steering cycle coefficient of the same embodiment.
【図4】同実施例の推定操舵周期算出説明図である。FIG. 4 is an explanatory diagram of an estimated steering cycle calculation of the embodiment.
【図5】同実施例の車速に対するデータ取得時間を示す
グラフ図である。FIG. 5 is a graph showing a data acquisition time with respect to a vehicle speed in the embodiment.
10 操舵角センサ 12 車速センサ 28 警報部 10 Steering angle sensor 12 Vehicle speed sensor 28 Alarm unit
Claims (2)
る居眠り運転検出装置であって、 操舵周期を検出する操舵周期検出手段と、 運転開始から所定時間内における平均操舵周期を車速帯
別に算出する第1基準操舵周期算出手段と、 車速に対する運転者に依存しない操舵特性係数を記憶す
る記憶手段と、 前記車速帯別の操舵周期と前記操舵特性係数に基づき全
車速に対する操舵周期を演算する第2基準操舵周期算出
手段と、 任意の時間及び任意の車速において前記操舵周期検出手
段で検出された操舵周期とその車速における前記第2基
準操舵周期算出段で算出された操舵周期を比較すること
により居眠り運転の有無を判定する判定手段と、を有す
ることを特徴とする居眠り運転検出装置。1. A drowsy driving detection device for detecting a drowsy driving from a steering state of a vehicle, wherein a steering cycle detecting means for detecting a steering cycle, and an average steering cycle within a predetermined time from the start of driving are calculated for each vehicle speed band. A first reference steering cycle calculation means, a storage means for storing a steering characteristic coefficient that does not depend on the driver for the vehicle speed, a steering cycle for each vehicle speed zone, and a steering cycle for all vehicle speeds based on the steering characteristic coefficient The reference steering cycle calculation means compares the steering cycle detected by the steering cycle detection means at an arbitrary time and at an arbitrary vehicle speed with the steering cycle calculated at the second reference steering cycle calculation stage at that vehicle speed to fall asleep. A drowsy driving detection device, comprising: a determination unit that determines whether or not the vehicle is driven.
いて、 前記第1基準操舵周期算出手段は、低車速帯ではサンプ
ル数を増加させて平均操舵周期を算出することを特徴と
する居眠り運転検出装置。2. The drowsy driving detection device according to claim 1, wherein the first reference steering cycle calculation means calculates the average steering cycle by increasing the number of samples in a low vehicle speed range. apparatus.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5266957A JP2856047B2 (en) | 1993-10-26 | 1993-10-26 | Drowsy driving detection device |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP5266957A JP2856047B2 (en) | 1993-10-26 | 1993-10-26 | Drowsy driving detection device |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH07117517A true JPH07117517A (en) | 1995-05-09 |
JP2856047B2 JP2856047B2 (en) | 1999-02-10 |
Family
ID=17438047
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP5266957A Expired - Fee Related JP2856047B2 (en) | 1993-10-26 | 1993-10-26 | Drowsy driving detection device |
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JP (1) | JP2856047B2 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010049609A (en) * | 2008-08-25 | 2010-03-04 | Fuji Heavy Ind Ltd | Device for determining degree of wakefulness |
JP2010072800A (en) * | 2008-09-17 | 2010-04-02 | Fuji Heavy Ind Ltd | Arousal determination device |
JP2010148718A (en) * | 2008-12-25 | 2010-07-08 | Honda Motor Co Ltd | Biological information detecting system |
-
1993
- 1993-10-26 JP JP5266957A patent/JP2856047B2/en not_active Expired - Fee Related
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2010049609A (en) * | 2008-08-25 | 2010-03-04 | Fuji Heavy Ind Ltd | Device for determining degree of wakefulness |
JP2010072800A (en) * | 2008-09-17 | 2010-04-02 | Fuji Heavy Ind Ltd | Arousal determination device |
JP2010148718A (en) * | 2008-12-25 | 2010-07-08 | Honda Motor Co Ltd | Biological information detecting system |
Also Published As
Publication number | Publication date |
---|---|
JP2856047B2 (en) | 1999-02-10 |
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