KR20240107562A - Driver Drowsy Driving Prevention System - Google Patents

Abstract

The present invention relates to a driver drowsy driving prevention system, and more specifically, a sensor unit installed on a seat of a vehicle, which acquires bio-signals of a driver seated on the seat, and a plurality of sensors installed on the seat, wherein the driver is drowsy driving. It includes a vibration unit that applies vibration to the driver to prevent the driver, and a processor that controls the vibration unit to control the vibration unit to operate when it is determined whether or not the driver is drowsy based on bio-signals obtained from the sensor unit. It relates to a driver drowsy driving prevention system that can prevent the driver from drowsy driving by determining whether the driver is drowsy based on bio-signals obtained from the driver and then controlling the vibration unit to operate.

Description

Driver Drowsy Driving Prevention System}

The present invention relates to a driver drowsy driving prevention system, and more specifically, to a driver drowsy driving prevention system that determines drowsiness based on bio-signals obtained from a sensor unit and then controls the vibration unit to operate.

As vehicle development continues, various driver drowsiness prevention technologies are being developed to ensure driver safety.

Currently, driver drowsiness prevention technologies that are mainly being developed use cameras to acquire images of the driver's face, and based on the acquired driver's face images, they use the driver's facial temperature and the frequency or number of eye blinks to determine a state similar to drowsiness. In addition, when the driver is judged to be in a state similar to drowsiness, most technologies output a warning sound to the driver through a display or speaker or automatically connect a call to an acquaintance or family member.

However, the above-described driver drowsiness prevention technology provides a visual or auditory warning signal, which only temporarily raises the driver's awareness of drowsy driving, but fundamentally has the problem of making it difficult to prevent driver drowsiness.

Korean Patent No. 10-2258332: Driver drowsiness prevention warning and automatic call connection system

The technical problem to be achieved by the present invention is to provide a driver drowsy driving prevention system that determines drowsiness based on bio-signals obtained from a sensor unit and then controls the vibration unit to operate.

The driver drowsy driving prevention system according to an embodiment of the present invention is installed on the seat of the vehicle, and includes a sensor unit that acquires biological signals of the driver seated on the seat, and a plurality of sensors are installed on the seat to prevent the driver from drowsy driving. It includes a vibration unit that applies vibration to the driver so as to prevent the driver from getting drowsy, and a processor that controls the vibration unit to operate the vibration unit when it is determined whether or not the driver is drowsy based on the bio-signal obtained from the sensor unit.

The processor performs pre-filtering processing on the electrical signal generated from the sensor unit, determines an arousal section using the standard deviation of the pre-processed electrical signal, and performs post-filtering processing on the electrical signal from which the arousal section has been removed. , the respiration rate is calculated by applying Fourier transform to the post-processed electrical signal, and whether the driver is drowsy is determined based on the calculated respiration rate.

The processor controls the vibration unit to vibrate with vibration pattern information when the driver is determined to be drowsy.

The seat includes a seat cushion that supports the driver's lower body, a backrest that supports the driver's upper body, and further includes a cushion unit that stimulates the driver's cervical spine or the driver's head to prevent the driver from drowsy driving, The cushion unit is formed to support the driver's cervical vertebrae, and includes a cushion portion including a protrusion that protrudes a predetermined length in one direction, a support portion whose one end is coupled to the cushion portion and extends a predetermined length in the vertical direction, and a rotation axis. It is coupled to the other end of the support unit and includes a drive motor that rotates the support unit. When the processor determines that the driver is drowsy, the processor controls the drive motor so that the rotation speed of the drive motor is 'high'.

When the processor determines that the driver is in a tense state, the processor controls the driving motor so that the rotational speed of the driving motor is ‘low’.

The driver drowsy driving prevention system according to an embodiment of the present invention has the following effects.

(1) The present invention has the effect of preventing drowsy driving by applying vibration to the driver by determining whether the driver is drowsy based on bio-signals obtained from the sensor unit and then controlling the vibration unit to operate.

(2) The present invention has the advantage of allowing the driver to clearly recognize the drowsy driving state by controlling the vibrating unit to vibrate with vibration pattern information when the driver is determined to be drowsy.

1 is a block diagram of a driver drowsy driving prevention system according to an embodiment of the present invention.
2 and 3 are diagrams showing an example of implementation of the first and second piezoelectric sensors.
Figures 4 and 5 are diagrams showing examples of first and second piezoelectric sensors and first and second vibrators installed in a vehicle seat.
Figure 6 is a flowchart showing a method of determining whether a driver is drowsy using the breathing rate detected through the first and second piezoelectric sensors according to an embodiment of the present invention.
FIG. 7 is a diagram illustrating an example of a detailed process for determining whether a driver is drowsy using the breathing rate detected through the first and second piezoelectric sensors.
Figures 8A to 8C are diagrams explaining a pre-processing filtering process according to an embodiment of the present invention.
Figure 9 is a diagram illustrating a method for determining an awakening section.
Figure 10 is a diagram showing a graph obtained by Fourier transforming an electrical signal.
11 and 12 are diagrams illustrating a plurality of first and second vibrators vibrating according to vibration pattern information.
Figure 13 is a side view showing a cushion unit according to another embodiment of the present invention.
Figure 14 is a cross-sectional view showing a cushion unit according to another embodiment of the present invention.

Hereinafter, a “driver drowsy driving prevention system” according to an embodiment of the present invention will be described in detail with reference to the attached drawings. Since the present invention can be subject to various changes and can have various forms, specific embodiments will be illustrated in the drawings and described in detail in the text. However, this is not intended to limit the present invention to a specific disclosed form, and should be understood to include all changes, equivalents, and substitutes included in the spirit and technical scope of the present invention.

The terms used in this application are only used to describe specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In this application, terms such as “comprise” or “have” are intended to designate the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, but are not intended to indicate the presence of one or more other features. It should be understood that this does not exclude in advance the possibility of the existence or addition of elements, numbers, steps, operations, components, parts, or combinations thereof.

Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the technical field to which the present invention pertains. Terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted in an ideal or excessively formal sense unless explicitly defined in the present application. No.

Referring to FIG. 1, the driver drowsy driving prevention system 10 using a piezoelectric sensor according to an embodiment of the present invention includes a sensor unit 100, a vibration unit 200, and a processor 300.

The sensor unit 100 is for detecting the user's biometric information and may be a plurality of piezoelectric sensors installed on the seat of the vehicle. However, the sensor unit 100 is not limited to the piezoelectric wire, and may be another type of sensor capable of detecting biometric information.

The seat 102 is formed so that a portion of the seat 102 can come into contact with the driver's body when the driver is seated. The seat includes a seat cushion 103 and a backrest 104.

The seat cushion 103 supports the driver's lower body and can come into contact with the driver's buttocks and legs. The backrest 104 supports the driver's upper body so that the driver can maintain the correct spinal angle, and can come into contact with the driver's waist, back, and shoulders.

The piezoelectric sensor can convert physical force (eg, vibration) into electricity through an element with a piezoelectric effect, and can extract biosignals through electric signals. The piezoelectric sensor can acquire bio-signals by detecting changes in internal charge characteristics depending on the pressure applied from the driver's body. At this time, the bio-signals acquired from the piezoelectric sensor may include the driver's bio-signals, such as heart rate and respiration.

As shown in FIGS. 2 and 3, the piezoelectric sensor may include a piezoelectric element 107 whose internal charge characteristics change depending on externally applied pressure, and the piezoelectric element 107 is made of PVDF (polyvinylidene fluoride). It may be implemented as a strip-type element, but is not limited thereto.

The piezoelectric element 107 may be provided between bipolar electrodes 105 (bipolar electrodes) manufactured using screen printing, specifically between the top electrode and the bottom electrode. When the bipolar electrode 105 has a plurality of protrusion patterns, the protrusion patterns of both electrodes may be designed to stagger each other in consideration of capacitive noise.

Contact portions between elements constituting the piezoelectric sensor may include a ring terminal and an eyelet. Through this, the piezoelectric sensor can be designed to be very thin and flexible, thereby reducing the sense of foreignness felt by the driver even when it comes into contact with the driver's body.

Among the plurality of piezoelectric sensors, one piezoelectric sensor is installed at a location that comes into contact with the driver's body, and the other piezoelectric sensor is installed at a location that does not come into contact with the driver's body. Hereinafter, the two piezoelectric sensors will be described separately as the first and second piezoelectric sensors 110 and 120.

Referring to Figures 4 and 5, the first piezoelectric sensor 110 is installed at a position in the seat cushion 103 that comes into contact with the driver's body. Specifically, the first piezoelectric sensor 110 is installed on the upper surface of the seat cushion 103 so as to contact the driver's body. The first piezoelectric sensor 110 may be installed on the upper surface of the seat cushion 103 in a 'U' shape so that it can contact a wide area encompassing both legs and buttocks of the driver.

The first piezoelectric sensor 110 is installed on the front of the backrest 104 so as to contact the driver's body. Specifically, the first piezoelectric sensor 110 is installed on the front of the backrest 104 to come into contact with the driver's upper body, and is placed at a position where it can come into contact with the driver's chest, preferably the diaphragm, in order to calculate the breathing rate described later. It is installed in the width direction of the backrest 104.

The second piezoelectric sensor 120 is installed in the seat cushion 103 at a position that does not come into contact with the driver's body. Specifically, the second piezoelectric sensor 120 is installed on the seat cushion 103 so as not to come into contact with the driver's body. At this time, when the second piezoelectric sensor 120 is installed on the front of the seat cushion 103, there is a risk of it coming into contact with the driver's calf, so the second piezoelectric sensor 120 is installed on the side of the seat cushion 103. It is installed in and may be installed linearly along the longitudinal direction of the side of the seat cushion 103. Additionally, the second piezoelectric sensor 120 may be installed on the lower surface of the seat cushion 103 so as not to contact the driver's body.

The second piezoelectric sensor 120 is installed on the backrest 104 so as not to come into contact with the driver's body. At this time, if the second piezoelectric sensor 120 is installed on the rear of the backrest 104, there is a risk that it may come into contact with the body of the passenger in the back seat, so the second piezoelectric sensor 120 is installed on the side of the backrest 104. , Preferably, it may be installed on the side adjacent to the vehicle door, and may be installed linearly along the longitudinal direction of the side of the backrest 104.

When the first piezoelectric sensor 110 is installed on the seat cushion 103, the second piezoelectric sensor 120 may be similarly installed on the seat cushion 103, and the first piezoelectric sensor 110 may be installed on the backrest. When installed in 104, the second piezoelectric sensor 120 may also be installed in the backrest 104. Additionally, the first and second piezoelectric sensors 120 may be installed on the same member within the vehicle seat so as to obtain the same noise.

Additionally, the above-described first and second piezoelectric sensors 110 and 120 may have the same structure. Specifically, the internal components of the first and second piezoelectric sensors 120 may all be the same, and the first and second piezoelectric sensors 110 and 120 may have the same length, width, and thickness. Accordingly, the noise acquired from the first and second piezoelectric sensors 120 may be the same or very similar.

In addition, the signals acquired from the above-described first and second piezoelectric sensors 120 can be preprocessed to amplify the small amount of charge output and output a voltage signal proportional to the amplified charge amount, and convert it into a digital signal. It includes a preprocessing signal acquisition unit 150 capable of generating signal data. However, since the configuration of the preprocessing signal acquisition unit described above is a general configuration, detailed description thereof will be omitted.

The vibration unit 200 applies vibration to the driver to prevent the driver from drowsy driving, and a plurality of vibration units 200 are installed on the seat 102.

The vibrating unit 200 may be a general vibrator that generates vibration. Additionally, the vibration unit 200 may be an eccentric vibrator that vibrates by mounting an eccentric shaft on a motor, or a vibration speaker that generates vibration by a damper and spring structure. The eccentric vibrator or vibration speaker is installed inside the sheet 102.

Among the plurality of vibrating units 200, one vibrating unit 200 is installed inside and outside the seat cushion 103, and the other vibrating unit 200 is installed inside and outside the backrest 104. The vibrating unit 200 may be divided into first and second vibrators 210 and 220.

A plurality of the first vibrators 210 are installed inside the seat cushion 103 corresponding to a position in contact with the driver's body.

In addition, the first vibrator 210 is installed in plural numbers inside the seat cushion 103 corresponding to the “U” shape so that it can contact a large area encompassing both legs and buttocks of the driver when he or she is seated. It may be possible.

Additionally, a plurality of first vibrators 210 may be installed on the upper surface of the seat cushion 103 corresponding to a position in contact with the driver's body.

In addition, as described above, the first vibrator 210 is placed on the upper surface of the seat cushion 103 in a “U” shape so that it can contact a wide area encompassing both legs and buttocks of the driver when he or she is seated. Multiple units may be installed.

The second vibrator 220 is installed inside the backrest 104 corresponding to a position in contact with the driver's upper body.

Additionally, the second vibrator 220 may be installed on the front of the backrest 104 corresponding to a position of the backrest 104 that comes into contact with the driver's upper body.

Referring to FIGS. 6 and 7 , the processor 300 controls the vibration unit 200 to operate when it is determined whether or not the person is drowsy based on the biosignal obtained from the sensor unit 100.

The processor 300 uses application specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), and field programmable gate arrays (FPGAs) to perform operations described later. , may include at least one physical element selected from a controller, micro-controllers, and microprocessors.

The processor 300 performs a biosignal extraction operation under the assumption that the noise acquired from the first and second piezoelectric sensors 110 and 120 is the same (S100).

The processor 300 may perform filtering pre-processing on the electrical signal generated from the sensor unit 100. Here, the electrical signal is an output signal of the piezoelectric sensor and may include the biosignal described above.

The piezoelectric sensor may output an electrical signal (SignalStrip) generated due to the user's movement, and the electrical signal may have a waveform as shown in FIG. 8A.

Meanwhile, the electrical signal shown in FIG. 8A may include power line interference (eg, frequency noise of 60 [Hz]). To remove this, the processor 300 may apply an electrical signal to a notch filter (S11). Specifically, the processor 300 may apply the electrical signal to an infinite impulse response (IIR) notch filter, and accordingly, the electrical signal may be filtered as shown in the waveform shown in FIG. 8B.

Subsequently, the processor 300 may apply the notch filtered electrical signal to a band pass filter (BPF) in order to selectively acquire the motion component (S12). Specifically, the processor 300 may apply the electrical signal to an IIR band-pass filter having a pass band of 0.4 to 1 [Hz]. Accordingly, the electrical signal may be filtered as shown in the waveform shown in FIG. 8C.

In summary, noise is removed from the electrical signal generated by the user's movement through the preprocessing process of steps S11 and S12, and only the movement component can be extracted.

Next, the processor 300 may determine an awaken section using the standard deviation of the preprocessed electrical signal (S200).

Referring again to FIG. 7, the processor 300 may calculate the standard deviation of the preprocessed electrical signal (S13). Specifically, the processor 300 may repeatedly calculate the standard deviation (SDsignal) of the electrical signal for overlapping time windows (eg, 7 seconds).

Subsequently, the processor 300 can generate a histogram of the calculated standard deviation (S14) and calculate the Gaussian function value by applying the Gaussian function to a bin smaller than the maximum value of the histogram ( S15).

Next, the processor 300 can calculate the standard deviation of the Gaussian function value and set a threshold for determining the awakening section based on this. For example, the processor determines the standard deviation of the Gaussian function value. When , its multiple, for example can be set as a threshold.

Subsequently, the processor 300 may determine the awakening period of the electrical signal according to the comparison result between the standard deviation of the electrical signal and the threshold (S16).

Specifically, referring to FIG. 9, the processor 300 may determine the right area greater than the threshold in the histogram for the standard deviation of the electrical signal as the awakening section, and the left area smaller than the threshold as the sleep section. can be decided.

Once the determination of the awakening period is completed, the processor 300 may remove the awakening period from the electrical signal and perform post-filtering processing on the electrical signal from which the awakening period has been removed (S300).

Referring again to FIG. 7, the processor 300 may remove the arousal section including motion artifact from the electrical signal (S17), and interpolate the section removed from the electrical signal using neighboring data. )can do.

Subsequently, the processor 300 may apply a band-pass filter to the interpolated electrical signal (S18). Specifically, the processor 300 may apply the interpolated electrical signal to an IIR band-pass filter with a pass band of 0.1 to 0.5 [Hz] to extract respiratory components.

Subsequently, the processor 300 may apply a moving average filter (MAF) to the electrical signal for smoothing the electrical signal filtered by the band-pass filter (S19). For example, the processor 300 may apply a moving average filter to the electrical signal for a time window of 2 seconds.

In summary, the electrical signal generated by the user's movement has motion noise removed through the post-processing process of steps S17 to S19, and only pure breathing components can be extracted.

Subsequently, the processor 300 may calculate the respiration rate by applying Fourier transform to the post-processed electrical signal (S400). The processor 300 can convert the post-processed electrical signal into a digital signal and calculate the frequency component of the electrical signal by performing Fourier transform on the digital signal (S20).

Specifically, referring again to FIG. 7 , the processor 300 may perform Fourier transform on a digital electrical signal expressed in magnitude over time to generate a signal expressed as magnitude according to frequency components. That is, as shown in FIG. 10, an electrical signal expressed as amplitude according to time (slow-time index) can be Fourier transformed and expressed as amplitude according to frequency components.

Meanwhile, when performing the Fourier transform, the processor 300 may apply the Fast Fourier transform to the digital electrical signal to perform the Discrete Fourier transform on the digital signal. In other words, the processor 300 can convert the electrical signal for discretized time into an electrical signal for discretized frequency and use fast Fourier transform to increase the conversion speed.

When the above-described Fourier transform is completed, the processor 300 may calculate the breathing rate based on the frequency with the maximum magnitude among the frequency components of the Fourier transformed electrical signal (S21).

For example, when the Fourier transformed electrical signal is as shown in FIG. 10, the processor 300 may identify the frequency with the maximum magnitude as 0.45 [Hz] among the frequency components included in the electrical signal. The processor 300 can calculate the breathing rate as 27 times per minute based on the corresponding frequency. As described above, through the above-described signal processing process, the processor 300 can calculate the respiration rate by efficiently removing noise even if the signal of the respiration component generated due to respiration is insignificant.

The processor 300 determines whether the driver is drowsy based on the calculated breathing rate. Specifically, the processor 300 determines drowsiness when the calculated breathing rate is below a preset threshold (S500). At this time, the processor 300 may control the vibration units 200 so that the plurality of vibration units 200 vibrate in order to apply vibration to the driver. Specifically, the processor 300 may control the first vibrator 210 to vibrate in order to apply vibration to the driver's lower body, and to apply vibration to the driver's upper body. The second vibrator 220 may be controlled to vibrate, and the first and second vibrators 220 may be vibrated simultaneously in order to simultaneously apply vibration to the driver's upper and lower bodies. The first and second vibrators 220 may also be controlled.

Additionally, the processor 300 controls the vibration unit 200 to vibrate with vibration pattern information when it is determined that the user is drowsy when the calculated breathing rate is less than a preset threshold. Specifically, the processor 300 may control the vibration unit 200 to vibrate with vibration pattern information of an ‘X’ symbol, which is a symbol indicating to stop driving. For example, as shown in FIG. 11, the processor 300 vibrates the first vibrator 210 (M1, M5, M7, M9, M13, M17, M19, M21, M25) can be controlled. Therefore, the driver can recognize the vibration pattern of the ‘X’ symbol and recognize the danger caused by drowsy driving.

Additionally, the processor 300 determines a state of tension when the calculated breathing rate is equal to a specific preset threshold. At this time, the processor 300 includes a plurality of vibrating units 200 installed in the area in contact with the right buttocks to relieve the tension on the driver's right leg and right buttocks used while driving in order to prevent accidents due to excessive tension of the driver. The vibrating unit 200 can be controlled to vibrate. Specifically, as shown in FIG. 12, the processor 300 can control the first vibrator 210 (M4, M5, M9, M10, M14, M15, M19) in the area in contact with the right hip. Therefore, the tension in the driver's right leg and right buttocks is relieved while driving, and the driver's risk of an accident can be reduced.

Therefore, the driver drowsy driving prevention system according to an embodiment of the present invention determines whether the driver is drowsy based on the biosignal obtained from the sensor unit and then controls the vibration unit to operate, thereby preventing the driver from drowsy driving by applying vibration to the driver. There is an effect.

In addition, the driver drowsy driving prevention system according to an embodiment of the present invention has the advantage of allowing the driver to clearly recognize the drowsy driving state by controlling the vibrating unit to vibrate with vibration pattern information when the driver is determined to be drowsy.

Referring to Figures 13 and 14, the driver's drowsy driving prevention system using a piezoelectric sensor according to another embodiment of the present invention is rotatably installed on the upper part of the backrest 104 and stimulates the driver's cervical spine or the driver's head. It further includes a cushion unit 400 that prevents drowsiness.

The cushion unit 400 includes a cushion part 410, a support part 420, and a drive motor 430. The cushion portion 410 is formed to support the driver's cervical spine in order to maintain the driver's correct cervical spine angle, and has a protrusion 415 that protrudes a predetermined length in one direction.

The protrusion 415 may be installed separately on the cushion part 410. At this time, the material of the protrusion 415 may be soft so that it can be filled with air and inflated. Additionally, air may be injected into the protrusion 415 by an air supply (not shown). The air supply is a general technical configuration, and detailed description thereof will be omitted.

One end of the support portion 420 is coupled to the cushion portion 410 and is formed to extend in the vertical direction. The support portion 420 includes a locking portion 425 on one side that interferes with the backrest 104 so as to be inserted into the interior of the backrest 104 at a predetermined depth.

The driving motor 430 has a rotation axis coupled to the other end of the support part 420 and rotates the support part 420.

The processor 300 drives the drive motor 430 so that the support part 420 rotates, and can drive the drive motor 430 so that the rotation speed of the rotation shaft is adjusted. The rotation speed of the rotation axis can be divided into strong, medium, and weak. For example, the processor 300 may drive the drive motor 430 so that the rotation speed of the rotation shaft is 'strong'. Additionally, the processor 300 may control the air supply so that air is injected into the protrusion according to the rotation speed of the rotation shaft and the protrusion inflates to a predetermined size.

When the processor 300 determines that the driver is drowsy, the processor 300 controls the drive motor 430 so that the rotation shaft rotates at a predetermined rotation speed. At this time, the processor 300 may drive the drive motor 430 so that the rotation speed of the rotation shaft is 'strong'. The rotation speed 'strong' of the rotation shaft may be 40 to 30 rpm. Therefore, the cushion part 410 rotates at a high speed, and as the protrusion rotates, it physically stimulates the cervical spine or the driver's head, thereby preventing the driver from drowsiness.

In addition, when the processor 300 determines that the driver is in a tense state, the processor 300 controls the drive motor 430 so that the rotation speed of the rotation shaft is 'weak'. The rotation speed of the rotation shaft may be 'about' 15 to 20 rpm. Accordingly, the cushion unit 410 rotates slowly at a low speed, and provides a cervical or head massage function for the driver to slowly relax the tense body, thereby relieving excessive tension caused by driving.

In addition, the processor 300 controls the driving unit so that the protrusion is located in the direction opposite to the driver's head when the breathing rate is above a preset threshold, so that it does not stimulate the driver's cervical spine or the driver's cervical spine when the driver is not drowsy driving. Avoid doing so.

The description of the presented embodiments is provided to enable any person skilled in the art to use or practice the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments without departing from the scope of the invention. Thus, the present invention is not limited to the embodiments presented herein, but is to be construed in the broadest scope consistent with the principles and novel features presented herein.

10: Driver drowsy driving prevention system
100: sensor unit
102: sheet
103: Seat cushion
104: backrest
106: Bipolar electrode
107: Piezoelectric element
110: First piezoelectric sensor
120: Second piezoelectric sensor
200: Vibration unit
210: first oscillator
220: second vibrator
300: processor
400: Cushion unit
410: Cushion part
415: protrusion
420: support part
425: Hook
430: Drive motor

Claims (5)

A sensor unit installed on the seat of the vehicle and acquiring biometric signals of the driver seated on the seat;
A plurality of vibration units are installed on the seat and apply vibration to the driver to prevent the driver from drowsy driving;
Characterized in that it includes a processor that controls the vibrating unit to control the vibrating unit to operate when it is determined whether or not the vibrating unit is drowsy based on the bio-signal obtained from the sensor unit.
Driver drowsy driving prevention system.
According to claim 1,
The processor is
Perform filtering preprocessing on the electrical signal generated from the sensor unit,
The awakening section is determined using the standard deviation of the preprocessed electrical signal,
Performing post-filtering processing on the electrical signal from which the awakening period has been removed,
Calculating the respiration rate by applying Fourier transform to the post-processed electrical signal, and determining whether the driver is drowsy based on the calculated respiration rate.
Driver drowsy driving prevention system.
According to clause 2,
The processor controls the vibration unit to vibrate with vibration pattern information when it is determined that the driver is drowsy.
Driver drowsy driving prevention system.
According to claim 1,
The seat includes a seat cushion that supports the driver's lower body and a backrest that supports the driver's upper body,
It further includes a cushion unit that prevents the driver from drowsy driving by stimulating the driver's cervical spine or the driver's head,
The cushion unit is
a cushion portion formed to support the driver's cervical spine and including a protrusion protruding a predetermined length in one direction;
a support portion whose one end is coupled to the cushion portion and extends a predetermined length in the vertical direction;
A rotation axis is coupled to the other end of the support and includes a drive motor that rotates the support,
The processor is characterized in that when it is determined that the driver is drowsy, it controls the driving motor so that the rotation speed of the driving motor is 'strong'.
Driver drowsy driving prevention system.
According to clause 4,
The processor is characterized in that when it is determined that the driver is in a tense state, the processor controls the drive motor so that the rotation speed of the drive motor is 'low'.
Driver drowsy driving prevention system.

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