JPH10217803A - Operating condition monitoring device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly determine an operating condition and to prevent unnecessary alarming by setting a determination criterion for determining whether the operating condition is suitable or not in compliance with a vehicle speed by means of an operation condition determining means based on a lateral displacement behavior quantity. SOLUTION: By means of a signal memory unit 14 in a microcomputer serving as an operating condition determining means, input signals from a yaw rate sensor 10, a vehicle speed sensor 12, and a winker switch 11a are stored so as to be outputted to a criterion line computing unit 16. A corrected yaw angle is computed from a reference yaw angle complying with the criterion line so as to be outputted to a lateral displacement differential quantity computing unit 18, and then, a deviation quantity is computed on the basis of a lateral displacement differential quantity by means of a deviation quantity computing unit 20. In a determination unit 22, a threshold value is set in compliance with a vehicle speed from the vehicle sensor 12 to the deviation quantity. The threshold value is set to be a comparatively large value if the vehicle speed is lower than 20km, for example. If the vehicle speed is higher than 40km, for example, the threshold value is set to be a comparatively small value. As a result, an error determination in a low vehicle speed driving time, in which the influence of a road surface condition and the like is great, can be prevented.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving condition monitoring device for a vehicle which monitors the driving condition of a driver of a vehicle and issues a warning when necessary.

[0002]

2. Description of the Related Art A response delay time of a driver and a deviation amount between a vehicle position and a traveling lane are estimated based on a steering amount and a vehicle speed of a vehicle, and the estimated response delay time and the deviation amount are determined in a normal state. A driving condition monitoring device that compares a response delay time and a deviation amount to determine a driving condition of a driver (for example, an abnormal steering state due to a decrease in driving ability due to a driver falling asleep or fatigue) has been conventionally used. It is known (JP-A-5-85221).

[0003]

However, in the above-described conventional monitoring device, the driving situation of the driver is determined based on a fixed reference regardless of a change in the speed of the vehicle.
Particularly at the time of driving at a low vehicle speed where the influence of the road surface condition is remarkable, it has often been erroneously determined that the driving state is abnormal.

Further, in the above-mentioned conventional monitoring device, a warning is issued immediately when it is determined that the driving state is abnormal. Therefore, a warning based on the erroneous determination is frequently issued, especially during low-speed driving. Therefore, there is an inconvenience that the driver is troublesome.

The present invention has been made in view of such a point, and it is possible to more accurately determine the driving situation of a driver in response to a change in the speed of a vehicle, and to provide an unnecessary alarm. It is an object of the present invention to provide a driving condition monitoring device for a vehicle, which can prevent the occurrence of the vehicle.

[0006]

In order to achieve the above object, according to the present invention, a behavior amount detecting means for detecting a behavior amount relating to a yaw motion or a lateral motion of a vehicle, and detecting a vehicle speed of the vehicle. Vehicle speed detecting means, behavior criterion setting means for setting a behavior criterion based on the change in the behavior quantity, and lateral displacement behavior for calculating a lateral displacement behavior quantity of the vehicle based on the behavior quantity, the behavior criterion and the vehicle speed A driving condition monitoring device for a vehicle, the driving condition monitoring device comprising: an operation amount determining unit that determines whether a driving condition of a driver of the vehicle is appropriate based on the lateral displacement behavior amount. Is characterized in that a criterion for determining whether the driving situation is appropriate is set according to the vehicle speed.

With this configuration, the criterion for determining whether or not the driving condition of the driver of the vehicle is appropriate by the driving condition determining means is set in accordance with the vehicle speed. Can be set appropriately in accordance with the change of.

According to a second aspect of the present invention, there is provided the vehicle driving condition monitoring apparatus according to the first aspect, further comprising a change intention determining means for determining whether the driver has an intention to change lanes. When the driver determines that the driver has no intention to change lanes, and when the driver's driving situation is not appropriate, the driver determines that the driving situation is abnormal.

With this configuration, the change intention determining means determines that the driver does not intend to change lanes, and determines that the driving situation is abnormal only when the driving situation of the driver is not appropriate. In addition, it is possible to prevent the erroneous determination that the driving situation is abnormal from the behavior of the vehicle based on the driver's intention to change lanes.

According to a third aspect of the present invention, in the vehicle driving condition monitoring apparatus according to the first or second aspect, it is determined whether or not the driver has changed lanes based on the detected behavior amount of the vehicle. Lane change determining means, wherein the driving situation determining means determines that the driver has made a lane change by the lane change determining means, and when the driving situation of the driver is not appropriate, the driving situation is abnormal. It is characterized by determining that there is.

With this configuration, the lane change determining means determines that the driver has changed lanes, and if the driving situation of the driver is not appropriate, it is determined that the driving situation is abnormal. Even if the lane is changed without operating the blinker, no erroneous determination is made.

According to a fourth aspect of the present invention, in the vehicle driving condition monitoring apparatus according to any one of the first to third aspects,
The driving condition determination means sets the determination criterion higher as the vehicle speed decreases.

With this configuration, the lower the vehicle speed, the higher the criterion for determining whether or not the driving condition is appropriate. Therefore, the influence of external factors such as the road surface condition affects the lateral behavior of the vehicle. At the time of low-speed driving of the vehicle, which is conspicuously exhibited, it is possible to prevent erroneous determination that the driving situation is abnormal due to the influence of the external factors.

According to a fifth aspect of the present invention, there is provided a vehicle driving condition monitoring apparatus according to any one of the first to fourth aspects,
When the driving situation determining means determines that the driving situation of the driver is not appropriate, a warning means for giving a warning to the driver is provided.

With this configuration, when the driving situation determining means determines that the driving situation of the driver is not appropriate, a warning is issued by the warning means, so that the driver can recognize that the driving situation is not proper.

According to a sixth aspect of the present invention, in the vehicle operating condition monitoring device according to the fifth aspect, the operating condition determining means determines whether the operating condition is appropriate based on a plurality of data at different measurement points. The warning means determines whether or not to give the warning based on the frequency at which the driving situation determining means determines that the driving situation is not appropriate based on a plurality of data at different measurement points. The reference is changed according to the vehicle speed.

With this configuration, it is determined whether the driving situation is appropriate based on a plurality of data at different measurement points, and the warning that the driving situation is abnormal is based on the frequency with which the driving situation is determined to be inappropriate. And the reference is changed according to the vehicle speed, so that it can be more accurately determined whether or not to give a warning according to the speed of the vehicle.

According to a seventh aspect of the present invention, in the vehicle driving condition monitoring apparatus according to the sixth aspect, the warning means sets a reference for issuing the warning to be higher as the vehicle speed becomes lower. .

According to this configuration, the reference when the warning is issued by the warning means is set higher as the vehicle speed becomes lower, so that the possibility that the driving condition is erroneously determined to be abnormal is high and the urgency of the warning is low. Unnecessary warning can be prevented during low-speed low-speed operation.

[0020]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing a configuration of a vehicle operating condition monitoring apparatus according to a first embodiment of the present invention. The apparatus is driven by a prime mover such as an internal combustion engine or an electric motor and has a steering wheel. Mounted on the vehicle.
In the figure, the input side of the microcomputer 1 has:
Yaw rate sensor 10 for detecting the yaw rate of the vehicle
And a vehicle speed sensor 12 for detecting a traveling speed of the vehicle and a turn signal switch 11 for detecting a driver's intention to change lanes. The output side of the microcomputer 1 is connected to an alarm unit 24 that issues an alarm when necessary while monitoring the driving condition of the driver. The alarm unit 24 includes, for example, a lamp, a buzzer, and a sound generator.

Signal memory unit 1 of microcomputer 1
4. The reference line estimating unit 16, the lateral displacement differential calculating unit 18, the deviation calculating unit 20, and the determining unit 22 show the functions of the microcomputer 1 as blocks.

The signal memory section 14 includes the sensors 10 and 12
And the input signal from the switch 11 is stored, and the yaw rate data and the vehicle speed data for the past T1 seconds (for example, 30 seconds) from the present are updated every T2 seconds (for example, 10 seconds) and output to the reference line calculation unit 16.

The reference line calculating section 16 integrates the input yaw rate YR (see FIG. 2A) with respect to time to obtain a yaw angle YA.
(See FIG. 8B), and further calculates a reference line (see the broken line in FIG. 8B) based on the yaw angle YA data. This calculation is specifically performed using the well-known least square method as follows.

For example, assuming that the data of yaw angles YA1, YA2, YA3 are obtained at times t1, t2, t3, when the reference line is approximated by a linear equation, YA1 = b1 + b2t1 + e1 YA2 = b1 + b2t2 + e2 YA3 = b1 + b2t3 + e3 . Here, e1 to e3 are residuals, and b1 and b2 are determined so that the sum of squares of these residuals is minimized.
Also, when approximating by a quadratic equation,

[0026]

YA1 = b1 + b2t1 + b3t1 ² + e1 YA2 = b1 + b2t2 + b3t2 ² + e2 YA3 = b1 + b2t3 + b3t3 ² + e3, and b1 to b3 are determined so as to minimize the sum of squares of the residual. Also, when approximating by a cubic equation,

[0027]

YA1 = b1 + b2t1 + b3t1 ² + b4t1 ³ +
e1 YA2 = b1 + b2t2 + b3t2 ² + b4t2 ³ +
e2 YA3 = b1 + b2t3 + b3t3 2 + b4t3 3 +
As e3, b1 to b4 are determined such that the sum of squares of the residual is minimized.

When the number of data is large, approximation is performed by further increasing the order in the same manner.

In this embodiment, first, a reference line is obtained by a linear equation, and a corrected yaw angle YAM (see FIG. 2C) is calculated by subtracting a reference yaw angle corresponding to the reference line from the yaw angle YA. Are output to the lateral displacement differential amount calculation unit 18.

The lateral displacement differential calculating section 18 applies the corrected yaw angle YAM and the vehicle speed V to the following equation to calculate the lateral displacement differential DY.
K (see FIG. 2D) is calculated.

DYK = V × sin (YAM) When the difference between the maximum value DYKMAX and the minimum value DYKMIN of the lateral displacement differential amount DYK is equal to or larger than a predetermined value α1,
Increase the approximate order of the reference line to find the reference line again,
The lateral displacement differential amount DYK is calculated and is calculated as (DYKMAX−
DYKMIN) <α1.

Note that (DYKMAX-DYKMIN) ≧
Even if it is α1, the calculation of the reference line may be terminated when the approximate order of the reference line reaches a predetermined order.

The deviation amount calculator 20 calculates the lateral displacement differential amount DYK
The deviation amount ΔDIF1 is calculated based on Deviation ΔDI
F1 is calculated, for example, as the area of the portion hatched in FIG. 2D (time integral of the absolute value of the lateral displacement differential amount DYK), and the standard deviation of the DYK value or the difference between the maximum value and the minimum value. May be used.

The judgment section 22 determines that the deviation amount ΔDIF1 is the vehicle speed V
ΔDIFLI for abnormality determination set according to
When it is M1 or more and the turn signal is not operated, although the driver does not intend to change lanes,
Since it means that the vehicle position has deviated significantly from the reference line, the driving state is determined to be abnormal, and a signal for instructing the alarm unit 24 to issue an alarm is output.

The alarm unit 24 determines that the vehicle speed V is equal to the predetermined speed VLIM.
If the vehicle speed V is lower than the predetermined speed VLIM, an alarm is issued immediately when the vehicle speed is equal to or higher than, for example, 20 km / h. Alert only if.

FIG. 3 is a flowchart showing an operating condition determination processing routine executed by the microcomputer 1 every T2 seconds. Further, the above-described reference line estimating unit 16, lateral displacement amount differential amount calculating unit 18, deviation amount calculating unit 20
The function of the determination unit 22 is specifically realized by the processing of FIG.

First, in step S11, the yaw rate YR and the vehicle speed V for T1 seconds are fetched every T2 seconds, then the reference line is calculated (step S12) and the lateral displacement differential amount DYK is calculated.
Is calculated (step S13). Then, it is determined whether or not the difference between the maximum value DYKMAX and the minimum value DYKMIN of the lateral displacement differential amount DYK is smaller than a predetermined value α1, and (DYK
If (MAX−DYKMIN) ≧ α1, the process returns to step S12, the order of approximation of the reference line is increased by one, and the reference line is calculated again. The answer to step S14 is affirmative (YE
Repeat until S).

As described above, the reference line calculation may be terminated when the approximate order reaches the predetermined order.

In step S14, (DYKMAX-DYK
When MIN) <α1, the process proceeds to step S15 to calculate a deviation amount ΔDIF1, and then a threshold value ΔDIFLIM1 is set for the deviation amount ΔDIF1 according to the vehicle speed V (step S16). This threshold ΔDIFLIM
The setting of 1 is performed, for example, by calculating based on a function f (V) as shown in the graph of FIG.

As a result, the value of ΔDIFLIM1 is equal to the vehicle speed V
Is smaller than the first predetermined speed V1 (for example, 20 km), a relatively large value ΔDIFLIM1MAX is set, and the vehicle speed V becomes the second predetermined speed V2 (for example, 40 km).
When larger, a relatively small value ΔDIFLIM1MI
N and the vehicle speed V is equal to the first predetermined speed V1 and the second predetermined speed V1.
When the vehicle speed V increases, the ΔDIFLIM1 value becomes ΔDIFLIM1MAX when the vehicle speed V increases.
The value is set so as to gradually decrease from the value toward the ΔDIFLIM1MIN value.

The method of setting the threshold value ΔDIFLIM1 is not limited to the method using the function f (V) as described above. For example, a table using the vehicle speed V as a parameter is stored in the microcomputer 1 in advance. , Or change the value of ΔDIFLIM1 according to the vehicle speed V.
Any method that can set the M1 value to an appropriate value may be used.

Returning to FIG. 3, it is determined whether or not the deviation amount ΔDIF1 is equal to or larger than the threshold value ΔDIFLIM1 (step S1).
7). Here, if ΔDIF1 <ΔDIFLIM1, it is determined that the operation state is not abnormal, and the alarm generation permission flag FVL indicating that the generation of the alarm is permitted is indicated by the value 1.
IM is set to the value 0 (step S18), and the process ends. If ΔDIF1 ≧ ΔDIFLIM1, it is further determined whether or not the turn signal is being operated (step S1).
9). As a result, when the turn signal is operated, it is determined that the operation state is not abnormal, and the process proceeds to step S18.

In step S19, when the turn signal is not operated, the vehicle speed V further decreases to the predetermined speed VL.
It is determined whether or not the value is equal to or more than IM (step S2).
0). Here, if V ≧ VLIM, step S21
Proceed to and alert immediately. If V <VLIM,
It is determined whether or not the flag FVLIM has a value of 1 (step S22). Since the flag FVLIM has a value of 0 for the first time, the process proceeds to step S23, sets FVLIM to a value of 1, and ends the process.

In the above step S22, FVLIM =
1, that is, step S1 of the previous routine before T2 seconds
If it is determined that the operation state is abnormal also in steps S7 and S19, the process proceeds to step S21, an alarm is issued, and the process ends.

As described above, in this embodiment, the threshold value .DELTA.DIFLIM1 for determining a driving condition abnormality is set high when the vehicle speed V is low, and set low when the vehicle speed V is high. During a low vehicle speed operation in which external factors such as the influence on the driving state are remarkable, it is possible to prevent an erroneous determination that the driving state is abnormal due to such external factors, and at the time of low vehicle speed operation, every T2 seconds (for example The warning is issued to the driver only when it is determined that the driving condition is abnormal continuously (every 10 seconds). Therefore, the erroneous determination is frequently issued to the driver due to the erroneous determination. Can be prevented.

In the above-described embodiment, a warning is issued when the driving state is determined to be abnormally continuously during low-speed driving. However, the timing at which the warning is issued is determined by using the vehicle speed V as a parameter. If it is set as a function or a table, the timing for issuing a warning can be appropriately set according to the change in the vehicle speed V.

In this embodiment, a reference line is calculated based on the detected yaw angle YA, and a deviation ΔDIF calculated from a lateral displacement differential amount DYK representing a deviation from the reference line.
Since the driving condition is determined based on the above-mentioned condition 1, the driving condition can be determined more accurately irrespective of the road surface condition and individual differences among drivers. Further, since the warning is issued in consideration of the operation state of the turn signal, it is possible to prevent the driver from erroneously determining that the vehicle is abnormal when the course is changed.

FIG. 4 is a diagram showing the configuration of a vehicle driving condition monitoring apparatus according to a second embodiment of the present invention. A lateral displacement amount calculating unit 19 is provided in place of the amount calculating unit 18,
The deviation amount calculation unit 20 calculates the deviation amount based on the lateral displacement amount instead of the lateral displacement differential amount. The other points are the same as the first embodiment.

FIG. 5 is a flowchart showing an operating condition determination processing routine executed every T2 seconds in the microcomputer 1 of the present embodiment, and the operation of the monitoring apparatus of the present embodiment will be described with reference to FIG. I do.

First, in steps S31 and S32, data is fetched and a reference line is calculated as in steps S11 and S12 of FIG. In step S33, the corrected yaw angle Y
The lateral displacement differential amount DYK is calculated from the AM and the vehicle speed V, and the DYK value is integrated over time to calculate the lateral displacement amount YK (see FIG. 2E).

Next, it is determined whether or not the difference between the maximum value YKMAX and the minimum value YKMIN of the lateral displacement YK is smaller than a predetermined value α2 (step S34), and (YKMAX−YKMI).
N) ≧ α2, the flow returns to step S32, the order of approximation of the reference line is increased by one, and the reference line is calculated again.
Repeat until the answer to step S34 is affirmative (YES).

Note that (YKMAX−YKMIN) ≧ α2
However, the calculation of the reference line may be terminated when the approximate order reaches the predetermined order.

In step S34, (YKMAX-YKMI
N) <α2, the process proceeds to step S35, and the deviation amount ΔD
Calculate IF2. This deviation amount is calculated, for example, as the area of the hatched portion in FIG. 2 (e) (time integral value of the absolute value of the lateral displacement amount YK), and the standard deviation of the YK value and the difference between the maximum value and the minimum value are calculated. The difference may be used.

Next, a threshold value ΔDIFLIM2 is set for the deviation amount ΔDIF2 in accordance with the vehicle speed V (step S36). The setting of the threshold value ΔDIFLIM2 is based on the function f as shown in the graph of FIG.
The calculation is performed based on (V).

As a result, the value of ΔDIFLIM2 is equal to the vehicle speed V
Is smaller than the first predetermined speed V1 (for example, 20 km), a relatively large value ΔDIFLIM2MAX is set, and the vehicle speed V becomes the second predetermined speed V2 (for example, 40 km).
When larger, a relatively small value ΔDIFLIM2MI
N and the vehicle speed V is equal to the first predetermined speed V1 and the second predetermined speed V1.
When the vehicle speed V increases, the ΔDIFLIM2 value becomes ΔDIFLIM2MAX.
The value is set so as to gradually decrease from the value toward the ΔDIFLIM2MIN value.

The method of setting the threshold value ΔDIFLIM2 is not limited to the method of calculating using the function f (V) as described above. For example, a table using the vehicle speed V as a parameter is stored in the microcomputer 1 in advance. , Or change the value of ΔDIFLIM2 according to the vehicle speed V.
Any method that can set the M2 value to an appropriate value may be used.

Returning to FIG. 5, it is determined whether or not the difference ΔDIF2 is equal to or larger than the threshold value ΔDIFLIM2 (step S37). Here, if ΔDIF2 <ΔDIFLIM2, it is determined that the operating state is not abnormal, and the alarm generation permission flag FVLIIM, which indicates that the generation of an alarm is permitted by the value 1, is set to 0 (step S38). The process ends. If ΔDIF1 ≧ ΔDIFLIM1, it is further determined whether or not the turn signal is being operated (step S39). As a result, when the turn signal is operated, it is determined that the operation state is not abnormal, and the above-described step S38 is performed.
Proceed to.

In step S39, when the turn signal is not operated, the vehicle speed V further decreases to the predetermined speed VL.
It is determined whether the value is equal to or more than IM (step S4).
0). Here, if V ≧ VLIM, step S41
Proceed to and alert immediately.

In step S20, V <VLI
If it is M, it is highly likely that the driving state is abnormal because the vehicle is driven at a low speed, so it is checked whether the driving state is determined to be abnormal in two consecutive routines. Therefore, it is determined whether or not the flag FVLIM has a value of 1 (step S42). Since the flag FVLIM has a value of 0 for the first time, the process proceeds to step S43, sets FVLIM to a value of 1, and ends the process.

In the above step S42, FVLIM =
If it is determined that the operation state is abnormal in the previous routine, that is, 1, that is, T2 seconds before, the process proceeds to step S41, an alarm is issued, and the process ends.

As described above, in the present embodiment, the threshold value .DELTA.DIFLIM1 for determining a driving condition abnormality is set high when the vehicle speed V is low, and set low when the vehicle speed V is high. When the vehicle speed V is comparatively small, it is possible to prevent erroneous determination that the driving state is abnormal due to such external factors at the time of low vehicle speed driving in which the external conditions such as the vehicle speed are significantly affected.
A warning is issued to the driver only when it is determined that the driving state is abnormal continuously in the determination every second (for example, every 10 seconds). Can be prevented from being emitted.

In the present embodiment, a reference line is calculated based on the detected yaw angle YA, and the driving situation is determined based on the deviation ΔDIF2 calculated from the lateral displacement YK representing the deviation from the reference line. Therefore, the same effect as in the first embodiment can be obtained.

In the above-described embodiment, a warning is issued if the operating state is determined to be abnormally continuous during low-speed driving. However, the timing of issuing the warning is determined by a function using the vehicle speed V as a parameter. Alternatively, if a table is set, the timing for issuing a warning can be appropriately set in accordance with the change in the vehicle speed V.

FIG. 6 is a diagram showing the configuration of a vehicle operating condition monitoring apparatus according to a third embodiment of the present invention. The monitoring apparatus according to this embodiment is different from the second embodiment in that it calculates the deviation amount. A driving ability estimating section 21 for estimating the driving ability of the driver is added between the section 20 and the judging section 22. The other points are the same as the second embodiment.

FIG. 7 is a flowchart of a process corresponding to the functional block diagram of FIG.
Step 35 is the same as the processing in FIG.

In step S51, the driving ability of the driver is estimated based on the deviation ΔDIF2 calculated in step S35. This estimation is specifically performed as follows.

First, the deviation amount ΔDIF2 is calculated m times (for example, 4 times) and n times (for example, 8 times) by changing the sampling time of the yaw rate YR and the vehicle speed V, and the m ΔDIFs are calculated.
An average value ΔDIFAVE and a standard deviation σDIF of two values and an average value ΔDIFAVE3 of n ΔDIF values are calculated. Then, the average value ΔDIFAVE is equal to the predetermined deviation amount ΔDI
The driving capability levels A to D are determined as shown in FIG. 8 depending on whether or not the standard deviation σDIF is larger than the predetermined threshold σTH. Where ΔDIFA
When VE ≦ ΔDIFTH and σDIF ≦ σTH, it is estimated that the driving ability is the highest because the deviation amount is small on average and the variation is small (level A). On the other hand, ΔDIFAVE> ΔDIFTH and σDI
When F ≦ σTH, the deviation is large on average and the variation is small, so that it is estimated that the driving ability is the lowest (level D). Also, when σDIF> σTH, it is estimated that the smaller the ΔDIFAVE value is, the higher the driving ability is. The level B is set when ΔDIFAVE ≦ ΔDIFTH is set, and the level C is set when ΔDIFAVE> ΔDIFTH is set.

Further, the number NOV (= 0 to m) of the m ΔDIF2 values exceeding a predetermined value is obtained, and this NO
The driving ability levels E to I are determined according to the V value. That is, when m = 4, the driving capabilities are set to E, F, G, H, and I, respectively, corresponding to NOV = 0, 1, 2, 3, and 4.

The driving ability levels A to C and E
Based on .about.I, the overall driving ability is determined as shown in FIG. That is, the average value ΔD of n ΔDIF values
Assuming that the predetermined threshold value of IFAVE3 is ΔDIF3TH, levels A, B and E, or ΔDIFAVE3 <ΔDIF
At 3TH, it is determined to be “normal”, and when levels A, B and F, G and ΔDIFAVE3 ≧ ΔDIF3TH, or when levels C and E, F, G and ΔDIFAVE3 ≧ Δ
In the case of DIF3TH, it is determined to be “warning level 1”, and the levels A, B, C and H, I and ΔDIFAVE3 ≧ ΔDI
At F3TH, or at level D and ΔDIFAVE3
When ≧ ΔDIF3TH, it is determined to be “warning level 2”.

The average value ΔDIF of the n ΔDIF values
Without using AVE3, when the level is A, B and E, it is determined to be "normal", and when the level is A, B and F or G, or when the level is C and E, F or G, "warning level 1" is determined. Judgment, when the level is A, B, C and H, I or when the level is D
In this case, it may be determined to be "warning level 2".

In this way, a plurality of deviation amounts ΔDIF2
The driving ability is more accurately determined (estimated) by determining the driving ability of the driver based on the average value and the variation of the driving force.
can do.

Returning to FIG. 7, in step S52, it is determined whether or not the driving ability is low, that is, whether or not the driving ability estimated in step S51 is at warning level 1 or 2.
Here, when the driving ability is not at the warning level 1 or 2,
An alarm generation permission flag FVLIM indicating that the generation of an alarm is permitted is indicated by a value of 1 is set to a value of 0 (step S53), and the process ends. When the driving ability is not at the warning level 1 or 2, it is further determined whether or not the turn signal is being operated (step S54). As a result, when the blinker is operated, the process proceeds to step S53.

In step S54, when the turn signal is not operated, the vehicle speed V further decreases to the predetermined speed VL.
It is determined whether the value is equal to or more than IM (step S5).
5). Here, if V ≧ VLIM, step S58
Proceed to and alert immediately.

In step S55, V <VLI
If it is M, it is determined whether or not the flag FVLIM has a value of 1 in order to check whether or not the driving capability is at the warning level 1 or 2 in two consecutive routines (step S56). . Since the flag FVLIM has a value of 0 for the first time, the process proceeds to step S57, sets FVLIM to a value of 1, and ends the process.

In the above step S56, FVLIM =
If it is determined that the driving ability is at the warning level 1 or 2 even in the previous routine of 1, that is, T2 seconds before, the process proceeds to step S58, an alarm is issued, and the process ends.

As described above, in the present embodiment, when the vehicle speed V is relatively low, it is determined that the driving ability is at the warning level 1 or 2 continuously in the estimation of the driving ability every T2 seconds (for example, every 10 seconds). Since the warning is issued to the driver only when it is determined, it is possible to prevent the warning from being frequently issued to the driver.

In the present embodiment, the warning sound is made louder at the warning level 2 than at the warning level 1 or, for example, three consecutive times if the estimated driving ability is the warning level 1. A warning sound may be emitted only when the warning level 1 is estimated. Further, both lamp lighting and buzzer sounding may be performed. Further, when the warning level is 2, a fail-safe action such as reducing the vehicle speed may be performed.

Further, according to the present embodiment, it is possible to more accurately determine (estimate) the driving ability by determining the driving ability of the driver based on the average value and the variation of the plurality of deviation amounts ΔDIF2. More detailed warnings and fail-safe actions.

Next, a fourth embodiment of the present invention will be described with reference to FIGS.

FIG. 10 is the same as the first embodiment except that step S19 of FIG. 3 is changed to step S19a.

In step S19a of FIG. 10, it is determined whether or not a lane change has been performed. Then, when the lane change is performed, the process proceeds to the processing after step S18, and when the lane change is not performed, the process proceeds to the processing after step S20.

Here, whether or not the lane change has been performed is determined as follows. That is, since it is known that when the lane is changed, the yaw rate YR changes as shown in FIG. 11, so that the yaw rate YR shows a peak in one direction (for example, rightward) and then the other direction (rightward). For example, a time T until a peak (in the left direction) is indicated and a difference a (amplitude of the yaw rate) a between the peak values are measured.
When the time T is within the range of the predetermined times T1 and T2 (T1> T2) and the amplitude a is larger than the predetermined value A, it is determined that the lane change has been performed.

According to this embodiment, for example, even if the driver changes lanes without operating the turn signal, erroneous determination can be made and the determination accuracy can be improved.

In step S19a in FIG. 10, it is determined whether or not a predetermined time TARC has elapsed after the lane change.
If it is within the ARC, the processing is immediately terminated and the predetermined time TAR
After C has elapsed, an alarm may be issued.

In step S39 in FIG. 5 or step S54 in FIG. 7, the same determination as in step S19a described above may be performed.

In the first, second and fourth embodiments described above, the threshold value ΔDIFLIM1 ′ or ΔDIFLIM2 ′ for determining the meandering operation as shown in FIG.
Is the threshold value ΔDIFLI for determining the operation state abnormality described above.
If the deviation amount ΔDIF1 or ΔDIF2 is set separately from M1 or ΔDIFLIM2, respectively, for example, the driving may be violent, in addition to the abnormality determination of the driving state whose main purpose is to prevent drowsy driving. Therefore, it is also possible to notify the driver that the driving state is unfavorable, for example, the behavior of the vehicle is unusual, in another manner (lighting of a warning lamp, etc.) from the warning of the driving state.

In FIG. 13, after a predetermined time V3 has elapsed after the start of operation, a threshold value ΔDIF
Control to change LIM1 or ΔDIFLIM2 in accordance with the vehicle speed as shown in the graph of FIG. 12 is started. For example, at time V4, the deviation amount ΔD
It is shown that IF1 or ΔDIF2 has become a value equal to or greater than the threshold value ΔDIFLIM1 ′ or ΔDIFLIM2 ′ for the meandering operation determination. At this time, an alarm such as the lighting of the above-mentioned warning lamp is issued, and at time V5, the deviation amount ΔDIF1 or ΔDIF2 is set to the threshold value ΔDIFLIM1.
Or, when it becomes equal to or more than ΔDIFLIM2, an alarm is issued to indicate that the operation state is abnormal.

In the first to third embodiments described above, it is determined whether or not the blinker has been operated (step S19 in FIG. 3, step S39 in FIG. 5, and step S54 in FIG. 7) according to the yaw rate YR. And data acquisition processing of vehicle speed V (step S11 in FIG. 3, step S3 in FIGS. 5, 7)
The processing may be performed immediately after 1), and when the blinker operation is performed, the processing may be immediately terminated without performing the processing such as the calculation of the reference line. In the fourth embodiment, it is determined whether or not the lane has been changed (step S1 in FIG. 10).
9a) is similarly performed immediately after step S11,
When the lane is changed, the processing may be immediately terminated without performing the processing such as the reference line calculation.

Further, in each of the above-described embodiments, a warning to the driver is used that appeals to the driver's sight or hearing. However, the present invention is not limited to this. For example, a method of directly acting on the driver, for example, The seat may be vibrated, tension may be applied to the seat belt, a specific scent may be released into the vehicle interior, or the operating state of the air conditioner may be changed. This makes it possible to more reliably notify the driver of the deterioration of the driving situation.

The warning may be changed according to the speed of the vehicle, such as changing the tone of the warning sound or changing the intensity of the vibration. The warning is changed every time the ignition switch is turned ON / OFF. You may do so.

The alarm may be changed each time the vehicle speed becomes zero, or may be changed each time the alarm is issued. Further, the change of the alarm may be performed at random. In short, it is preferable to prevent the driver from getting used to the alarm by issuing the same alarm every time.

In the above-described embodiment, the yaw rate is detected by the yaw rate sensor 10. Alternatively, the steering angle sensor for detecting the output of the wheel speed sensor and the vehicle speed sensor, or the steering angle of the steering, and the lateral direction may be used. The yaw rate may be calculated using the output of the acceleration sensor or the like.

In the above-described embodiment, the yaw angle Y
Although the reference line is estimated based on A, the reference line may be estimated based on the yaw rate YR or the lateral displacement YK.

[0094]

According to the vehicle driving condition monitoring device of the first aspect, the driving condition of the driver can be appropriately set according to the change in the speed of the vehicle. The situation can be determined more accurately in response to changes in vehicle speed.

According to the vehicle driving condition monitoring apparatus of the second aspect, it is possible to prevent the driver from erroneously determining that the driving condition is abnormal when the driver intends to change the course.

[0096] According to the vehicle driving condition monitoring device of the third aspect, even if the driver changes lanes without operating the blinker, for example, erroneous determination can be made and the determination accuracy can be improved.

According to the vehicle driving condition monitoring device of the fourth aspect, the influence of the external factors is particularly important when the vehicle is driven at a low speed where the effects of the external factors such as the road surface condition are conspicuous in the lateral behavior of the vehicle. Thus, it is possible to prevent erroneous determination that the driving situation is abnormal.

According to the vehicle driving condition monitoring apparatus of the fifth aspect, the driver can recognize that the driving condition is abnormal and take necessary measures.

According to the vehicle driving condition monitoring device of the sixth aspect, it can be more accurately determined whether or not to give a warning according to the speed of the vehicle, and it is possible to prevent unnecessary warnings from being given.

According to the vehicle operating condition monitoring device of the present invention, an unnecessary warning is issued during a low-speed driving operation in which the possibility of erroneously determining that the driving condition is abnormal is high and the urgency of the warning is low. Can be prevented.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle driving condition monitoring device according to a first embodiment of the present invention.

FIG. 2 is a diagram showing detection data and transition of parameters calculated based on the detection data.

FIG. 3 is a flowchart showing a procedure of processing executed by the microcomputer of FIG. 1;

FIG. 4 is a block diagram showing a configuration of a vehicle driving condition monitoring device according to a second embodiment of the present invention.

FIG. 5 is a flowchart showing a procedure of processing executed by the microcomputer of FIG. 4;

FIG. 6 is a block diagram showing a configuration of a vehicle driving condition monitoring device according to a third embodiment of the present invention.

FIG. 7 is a flowchart showing a procedure of processing executed by the microcomputer of FIG. 6;

FIG. 8 is a diagram showing a map for determining a driving ability level of a driver.

FIG. 9 is a diagram showing a map for determining a driving ability level of a driver.

FIG. 10 is a flowchart of a process in which a part of the process of FIG. 3 is changed.

FIG. 11 is a diagram illustrating a method of determining lane change.

FIG. 12 is a graph illustrating an example of a change in a threshold value for operating state determination.

FIG. 13 is an explanatory diagram showing a specific example of an operation state when a threshold for determining meandering operation is provided.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Microcomputer (behavior reference setting means, lateral displacement behavior amount calculation means, driving situation determination means, warning means, lane change determination means, vehicle speed control means, in-vehicle device control means) 10 Yaw rate sensor (behavior amount detection means) 11 Turn signal switch (Lane change determination means) 12 vehicle speed sensor (vehicle speed detection means) 24 alarm unit (warning means)

Claims (7)

[Claims] 1. A behavior amount detecting means for detecting a behavior amount related to a yaw motion or a lateral motion of a vehicle, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and a behavior criterion is set based on a change in the behavior amount. Behavior reference setting means, the behavior amount,
Lateral displacement behavior amount computing means for computing a lateral displacement behavior amount of the vehicle based on the behavior reference and the vehicle speed; and determining whether a driving situation of a driver of the vehicle is appropriate based on the lateral displacement behavior amount. A driving condition monitoring device for a vehicle, comprising: a driving condition determining device that determines whether the driving condition is appropriate or not in accordance with the vehicle speed. Driving situation monitoring device for vehicles. 2. The vehicle according to claim 1, further comprising a change intention determining unit configured to determine whether the driver has an intention to change lanes, wherein the driving situation determining unit changes the lane to the driver using the change intention determining unit. The driving situation monitoring device for a vehicle according to claim 1, wherein the driving situation is determined to be abnormal when it is determined that there is no intention and the driving situation of the driver is not appropriate. 3. The vehicle according to claim 1, further comprising a lane change determining unit configured to determine whether the driver has changed lanes based on the detected behavior amount of the vehicle. 3. The vehicle driving condition monitoring system according to claim 1, wherein it is determined that the driver has changed lanes, and when the driving condition of the driver is not appropriate, the driving condition is determined to be abnormal. apparatus. 4. The vehicle operating condition monitoring device according to claim 1, wherein the driving condition determining unit sets the determination criterion higher as the vehicle speed decreases. 5. The apparatus according to claim 1, further comprising a warning unit that warns the driver when the driving condition determination unit determines that the driving condition of the driver is not appropriate.
5. The vehicle operating condition monitoring device according to claim 4. 6. The operating condition determining means determines whether or not the operating condition is appropriate based on a plurality of data at different measuring times, and the warning means determines that the operating condition determining means has different measuring times. 6. The method according to claim 5, further comprising: determining whether to perform the warning based on a frequency of determining that the driving situation is not appropriate based on a plurality of data, and changing the reference in accordance with the vehicle speed. The driving condition monitoring device for a vehicle according to any one of the preceding claims. 7. The vehicle driving condition monitoring apparatus according to claim 6, wherein the warning unit sets a reference for issuing the warning as the vehicle speed decreases.