WO2013069110A1

WO2013069110A1 - Navigation device and operation restriction method

Info

Publication number: WO2013069110A1
Application number: PCT/JP2011/075830
Authority: WO
Inventors: 紗希見浪; 川名　裕太; 大樹蝦名; 佐藤　史尚
Original assignee: 三菱電機株式会社
Priority date: 2011-11-09
Filing date: 2011-11-09
Publication date: 2013-05-16

Abstract

An objective of the present invention is to provide a technology with which it is possible to appropriately restrict an operation with respect to a navigation device. A navigation device (51) is mounted upon a vehicle and comprises an operation unit (1), an information acquisition unit (4) which acquires driving circumstance information relating to the driving circumstances of the vehicle, an operation restriction level determination unit (5), and a restriction execution unit (6). On the basis of the driving circumstance information which is acquired with the information acquisition unit (4), the operation restriction level determination unit (5) determines an operation restriction level which restricts in stages an operation which is to be received with the operation unit (1). The restriction execution unit (6) executes an operation restriction according to the operation restriction level which is determined with the operation restriction level determination unit (5).

Description

Navigation device and operation restriction method

The present invention relates to a navigation device and an operation restriction method for restricting operations on the navigation device.

In recent years, various technologies have been proposed for in-vehicle devices for encouraging vehicle drivers to drive safely. As one type of such an in-vehicle device, for example, Patent Literature 1 discloses a warning device that warns a driver when a vehicle is traveling at a speed exceeding a speed limit for a certain period of time. As one type of the in-vehicle device, there is known a navigation device that determines whether the vehicle is traveling / stopped and restricts the operation when it is determined that the vehicle is traveling.

JP 2010-128733 A

As described above, there are navigation devices that restrict operations based on the determination result of the running / stopping of the vehicle. However, it is generally desired to more appropriately limit such operations. ing.

Therefore, the present invention has been made in view of the above-described problems, and an object thereof is to provide a technique capable of appropriately restricting operations on the navigation device.

The navigation device according to the present invention is a navigation device mounted on a vehicle, and includes an operation unit, an information acquisition unit that acquires driving status information related to a driving status in the vehicle, and the information acquired by the information acquisition unit. Based on the driving situation information, an operation restriction level determination unit that determines an operation restriction level that restricts the operations that should be accepted by the operation unit in stages, and the operation restriction level determined by the operation restriction level determination unit A restriction execution unit that performs the restriction of the operation.

According to the present invention, the operation at the operation unit is restricted in a stepwise manner based on the operation restriction level based on the driving situation in the vehicle. Therefore, operations on the navigation device can be appropriately restricted.

It is a block diagram which shows the navigation apparatus etc. which concern on Embodiment 1. FIG. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. FIG. 6 is a diagram for explaining the operation of the navigation device according to the first embodiment. 3 is a flowchart showing an operation of the navigation device according to the first embodiment.

<Embodiment 1>
FIG. 1 is a block diagram showing a navigation device 51 and its surrounding components according to Embodiment 1 of the present invention mounted on a vehicle (not shown). In this navigation device 51, the operation is limited in stages based on the driving situation in a vehicle (hereinafter also referred to as “own vehicle”) in which the device is mounted. Thereby, in this Embodiment, it is possible to restrict | limit operation with respect to the navigation apparatus 51 appropriately. Hereinafter, such a navigation device 51 will be described in detail.

First, the connection relationship between the navigation device 51 and its peripheral components will be described. As shown in FIG. 1, the navigation device 51 includes a vehicle speed sensor 41 that detects the speed of the host vehicle (hereinafter also referred to as “vehicle speed”), the host vehicle and its surrounding vehicles (hereinafter referred to as “peripheral vehicles”). The inter-vehicle distance sensor 42 for detecting the inter-vehicle distance and the white line detection sensor 43 for detecting the deviation of the host vehicle from the white line of the road using image processing or the like are connected.

The navigation device 51 includes an external communication unit 44 including a telematics communication device such as a VICS (registered trademark) (Vehicle Information and Communication System) communication device or an RDS-TMC (Radio Data System-Traffic Message Channel) communication device. The head switch of the own vehicle is connected to a light switch 45 that can be turned on / off.

The navigation device 51 is connected to the biological information detection sensor 47 via the in-vehicle communication unit 46. The biological information detection sensor 47 is information that reflects the driver's psychological state during driving, and the driver's biological information (for example, the driver's blood pressure, heart rate, sweating amount, and eyes) acquired during driving. Information on the movement of the). In other words, in the present embodiment, the biological information detection sensor 47 acquires first psychological identification information including biological information that can identify the driver's driving psychological state from the driver. The biological information detection sensor 47 is provided, for example, near the driver's seat of the own vehicle.

Next, the configuration of the navigation device 51 will be described. As illustrated in FIG. 1, the navigation device 51 includes an operation unit 1 that receives an operation from a driver or the like, a position detection unit 2, a storage unit 3, an information acquisition unit 4, an operation restriction level determination unit 5, and a restriction. An execution unit 6, a screen display output unit 7, and a voice / warning sound output unit 8 are provided.

The position detection unit 2 includes, for example, a GPS (Global Positioning System), a yaw rate sensor, and an acceleration sensor, and detects the current position of the navigation device 51 on absolute coordinates (longitude / latitude).

The storage unit 3 stores map information and the like necessary for the navigation device 51 to realize a navigation function for searching for a route to the destination and guiding the driver to the destination along the route. ing. The storage unit 3 stores a set speed set by a driver or the like for each road between intersections or for each type of road such as a general road or a highway, and the arc radius of the road curve. Road information related to the attributes of each road such as the number of curves, road width, and up / down inclination angle is also stored.

The information acquisition unit 4 includes a travel / stop information acquisition unit 21 that acquires travel / stop information related to travel or stop of the host vehicle. The travel / stop information acquisition unit 21 indicates that the host vehicle is traveling when the vehicle speed detected by the vehicle speed sensor 41 is higher than a threshold value set to a value close to 0 in advance. Information is acquired, and when the vehicle speed detected by the vehicle speed sensor 41 is equal to or less than the threshold, travel / stop information indicating that the host vehicle is stopped is acquired.

The information acquisition unit 4 includes a vehicle speed information acquisition unit 22, an inter-vehicle distance information acquisition unit 23, a white line information acquisition unit 24, a road information acquisition unit 25, a traffic information acquisition unit 26, a weather information acquisition unit 27, and a route information acquisition unit 28. And a brightness information acquisition unit 29 (these may be collectively referred to as “vehicle speed information acquisition units 22 to 29” hereinafter) and a biological information acquisition unit 30.

The vehicle speed information acquisition unit 22 acquires speed information related to the speed of the host vehicle detected by the vehicle speed sensor 41. The inter-vehicle distance information acquisition unit 23 acquires inter-vehicle distance information related to the inter-vehicle distance between the host vehicle and the surrounding vehicle detected by the inter-vehicle distance sensor 42. The white line information acquisition unit 24 acquires white line information related to the deviation of the host vehicle from the white line detected by the white line detection sensor 43. The road information acquisition unit 25 acquires the road information of the road on which the host vehicle is traveling from the storage unit 3 based on the current position detected by the position detection unit 2.

Based on the current position detected by the position detection unit 2 and the information acquired by the outside communication unit 44 (such as caution information for falling objects that can be received by the VICS communication device), the traffic information acquisition unit 26 Get traffic information about changes in roads around the vehicle. The weather information acquisition unit 27 relates to the weather around the host vehicle based on the current position detected by the position detection unit 2 and information acquired by the communication unit 44 outside the vehicle (for example, information that can be received by the telematics communication device). Get weather information. The route information acquisition unit 28 acquires route information related to the route on which the host vehicle should travel based on the current position detected by the position detection unit 2 and the route searched by the navigation device 51 (searched route). . Here, the route information is information indicating the deviation of the host vehicle from the search route.

The brightness information acquisition unit 29 acquires brightness information related to the brightness around the host vehicle based on turning on / off of the headlight by the light switch 45. In the present embodiment, the brightness information acquisition unit 29 acquires brightness information indicating daytime (brightness) when the headlights are switched off by the light switch 45, and the headlights by the light switch 45. When is switched on, brightness information indicating nighttime (darkness) is acquired. The biological information acquisition unit 30 acquires the biological information detected by the biological information detection sensor 47 (that is, the first psychological identification information described above) via the in-vehicle communication unit 46.

As described above, since the information acquisition unit 4 according to the present embodiment includes the travel / stop information acquisition unit 21, the information acquisition unit 4 acquires travel / stop information related to the travel or stop of the host vehicle. . In addition, the information acquisition unit 4 according to the present embodiment includes vehicle speed information acquisition units 22 to 29 and a biological information acquisition unit 30, and thus driving status information related to the driving status of the host vehicle (here, Vehicle speed information, inter-vehicle distance information, white line information, road information, traffic information, weather information, route information, brightness information, and biological information) are acquired.

Here, when the information acquired by the vehicle speed information acquisition units 22 to 29 is viewed from another aspect, for example, when the speed indicated by the vehicle speed information is high, the psychological state during driving of the driver is the result. There is a high possibility that there is no room. Also, when the inter-vehicle distance indicated by the inter-vehicle distance information is short, when the deviation indicated by the white line information is large, when the arc radius of the road curve indicated by the road information is large, when there is a lot of danger information indicated by the traffic information, the weather information indicates Even if the weather is rain or snow, the deviation indicated by the route information is large, or the brightness information indicated by the brightness information is dark, the psychological state during the driving of the driver results in a margin. Most likely not.

Therefore, the vehicle speed information acquisition units 22 to 29 (information acquisition unit 4) according to the present embodiment are information that reflects or influences the psychological state of the driver during driving, Vehicle speed information, inter-vehicle distance information, white line information, road information, traffic information, weather information, route information, and brightness information (hereinafter sometimes referred to as “vehicle speed information”) acquired during driving are acquired. ing. That is, the vehicle speed information etc. acquiring units 22 to 29 (information acquiring unit 4) according to the present embodiment automatically acquire the second psychological identification information including vehicle speed information and the like that can identify the driver's psychological state during driving. It is to be obtained from the vehicle.

The operation restriction level determination unit 5 is based on the driving situation information acquired by the information acquisition unit 4 when the travel / stop information acquired by the information acquisition unit 4 indicates that the host vehicle is traveling. Thus, an operation restriction level that restricts the operation of the operation unit 1 in a stepwise manner is determined.

In the present embodiment, the operation restriction level determination unit 5 includes a first table in which the types and points of the driving situations indicated by the driving situation information shown in FIGS. A second table in which the indicated total score and the operation restriction level are associated with each other is provided, and the operation restriction level is determined using these first and second tables. Note that the types of driving status information referred to here include, for example, “running below setting”, “running from set speed to (set speed + n1)”, and “running at set speed exceeding n1” shown in FIG. , And one item such as “the vehicle distance is larger than n2”, “the inter-vehicle distance is n3 to n2”, and “the inter-vehicle distance is n3 or less” shown in FIG. That is, in the first table here, a plurality of types of driving situations and a plurality of points are associated.

Next, the determination by the operation restriction level determination unit 5 will be specifically described. First, the operation restriction level determination unit 5 acquires the corresponding score from the first table shown in FIGS. 2 to 10 for each type of driving status indicated by the driving status information acquired by the information acquisition unit 4. Then, the operation restriction level determination unit 5 obtains a total score by summing the points, and obtains an operation restriction level corresponding to the total score from the second table shown in FIG.

That is, the operation restriction level determination unit 5 according to the present embodiment acquires a total score that reflects the weighting for each type of driving situation, and determines the operation restriction level based on the total score. . Here, the higher the degree of risk when the driver operates the operation unit 1 (hereinafter, “operation risk level”), the higher the above-mentioned score.

Next, the acquisition of points and the determination of the operation restriction level in the operation restriction level determination unit 5 will be described in detail.

First, it can be considered that as the vehicle speed increases, there is no room for the driver who is driving, resulting in an increase in the operation risk. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a higher score as the vehicle speed indicated by the vehicle speed information acquired by the information acquisition unit 4 (vehicle speed information acquisition unit 22) is higher. Here, as shown in FIG. 2, the operation restriction level determination unit 5 acquires a score “0” when the vehicle speed is lower than the above-described set speed. Further, when the vehicle speed is equal to or higher than the set speed and less than (set speed + n1 [km / h]), the operation restriction level determination unit 5 acquires a score “1” and the vehicle speed is set to (set speed + n1 [ km / h]) or higher, the score “3” is acquired. For example, n1 is set to 20 [km / h].

In addition, as the inter-vehicle distance becomes shorter, it is considered that as a result, there is no room for the driver who is driving, and the operation risk is increased. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a higher score as the inter-vehicle distance indicated by the inter-vehicle distance information acquired by the information acquisition unit 4 (inter-vehicle distance information acquisition unit 23) is shorter. ing. Here, as shown in FIG. 3, the operation restriction level determination unit 5 acquires the score “0” when the inter-vehicle distance is larger than n2 [m]. The operation restriction level determination unit 5 obtains a score “1” when the inter-vehicle distance is greater than n3 [m] (n3 <n2) and less than or equal to n2 [m], and the inter-vehicle distance is n3 [m. In the case of the following, the score “3” is acquired.

In addition, as the deviation of the own vehicle with respect to the white line increases, it is considered that as a result, there is no room for the driver who is driving and the risk of operation becomes higher. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a higher score as the deviation from the white line indicated by the white line information acquired by the information acquisition unit 4 (white line information acquisition unit 24) increases. ing. Here, as shown in FIG. 4, when the deviation from the white line is less than n4 [m], the operation restriction level determination unit 5 acquires the score “0” and the deviation from the white line is n4 [m]. In the case above, the score “1” is acquired.

In addition, it is considered that the greater the curve of the road on which the vehicle is traveling, the less the driver is driving and the higher the operation risk. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a higher score as the arc radius of the curve indicated by the road information acquired by the information acquisition unit 4 (road information acquisition unit 25) increases. ing. Here, as shown in FIG. 5, when the arc radius is less than n5 [R], the operation restriction level determination unit 5 obtains a score “0”, and when the arc radius is n5 [R] or more. The score “1” is acquired.

In addition, when there is a caution about the road around the host vehicle, it is considered that as a result, there is no room for the driver who is driving, and the operation risk is increased. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a high score when there is a caution indicated by the traffic information acquired by the information acquisition unit 4 (traffic information acquisition unit 26). Here, as shown in FIG. 6, the operation restriction level determination unit 5 acquires a score “0” when there is no caution (the number of cautions is 0), and there is caution (the number of cautions). If there are one or more), the score “1” is acquired.

Also, for example, when the weather around the host vehicle is rain or snow, it is considered that as a result, there is no room for the driver who is driving, and the operation risk is increased. Therefore, the operation restriction level determination unit 5 according to the present embodiment, as shown in FIG. 7, when the weather information acquired by the information acquisition unit 4 (weather information acquisition unit 27) indicates “sunny” or “cloudy”. The score of “0” is acquired. Further, the operation restriction level determination unit 5 acquires a score “1” when the weather information indicates “rain”, and acquires a score “2” when the weather information indicates “snow”. ing.

In addition, it is considered that the greater the deviation of the own vehicle with respect to the search route, for example, when the road is mistaken, the driver is not able to afford and the risk of operation increases. Therefore, the operation restriction level determination unit 5 according to the present embodiment acquires a higher score as the deviation from the search route indicated by the route information acquired by the information acquisition unit 4 (route information acquisition unit 28) increases. It has become. Here, as shown in FIG. 8, when the deviation from the route search is less than n6 [m], the operation restriction level determination unit 5 acquires the score “0” and the deviation from the search route is n6 [m]. m], the score “1” is acquired.

However, there is also a request to search for a new route as soon as possible when the vehicle deviates from the search route. Therefore, for example, even if the deviation from the search route is n6 [m] or more, if some time has passed since the host vehicle deviated from the search route, the score “1” to be acquired is assigned the score “0”. If it is changed automatically, the usability can be improved.

Also, for example, since the field of view becomes narrower as the periphery of the vehicle becomes darker, it is considered that as a result, there is no room for the driver who is driving, and the operation risk is increased. Therefore, the operation restriction level determination unit 5 according to the present embodiment indicates that the brightness information acquired by the information acquisition unit 4 (brightness information acquisition unit 29) indicates daytime (brightness), as shown in FIG. In this case, the score “0” is acquired, and when the brightness information indicates nighttime (darkness), the score “1” is acquired.

In addition, the operation restriction level determination unit 5 according to the present embodiment, based on the biological information acquired by the information acquisition unit 4 (biological information acquisition unit 30), gives the driver who is driving as shown in FIG. It is determined whether there is a margin. For example, when the biometric information indicates a driver's blood pressure, if the blood pressure is less than or equal to a predetermined threshold, it is determined that the driver has a margin and a score of “0” is acquired. If it is high, it is determined that the driver has no room, and the score “5” is acquired. Even when the biological information acquired by the information acquisition unit 4 is information indicating the driver's heart rate, sweating amount, and eye movement, the determination is made in the same manner as described above.

The operation restriction level determination unit 5 obtains a score for each type of driving situation indicated by the driving situation information as described above, and then adds up the points to obtain a total score. Then, as shown in FIG. 11, the operation restriction level determination unit 5 has a total score of “0 points”, “1 point or 2 points”, “3 points or 4 points”, and “5 points or more”. The operation restriction levels are determined as “level 1”, “level 2”, “level 3”, and “level 4”, respectively.

Returning to FIG. 1, the restriction execution unit 6 executes operation restriction according to the operation restriction level determined by the operation restriction level determination unit 5. Here, when the operation restriction level determination unit 5 determines that the operation restriction level is “level 1”, the restriction execution unit 6 performs restriction of an operation that prohibits a very complicated operation. When the operation restriction level determination unit 5 determines that the operation restriction level is “level 2”, the restriction execution unit 6 executes operation restriction that prohibits complicated operations such as setting. When the operation restriction level determination unit 5 determines that the operation restriction level is “level 3”, the restriction execution unit 6 executes an operation restriction that prohibits the operation except for some simple operations. When the operation restriction level determination unit 5 determines “level 4”, the restriction execution unit 6 completely prohibits the operation on the operation unit 1.

The screen display output unit 7 displays a button for accepting an operation by the operation unit 1 and displays the button so that the operation restricted by the operation restriction level determination unit 5 and the operation not restricted can be identified. To do. For example, the screen display output unit 7 mask-displays only the operation buttons restricted by the operation restriction level determination unit 5.

The voice / warning sound output unit 8 outputs an announcement voice or a warning sound so that the operation restricted by the operation restriction level determination unit 5 can be identified.

Next, the operation of the navigation device 51 configured as described above will be described using the flowchart shown in FIG.

First, in step S1, the information acquisition unit 4 acquires travel / stop information and driving status information. If the travel / stop information indicates that the host vehicle is stopped in step S2, the process returns to step S1 without restricting the operation of the operation unit 1. If the travel / stop information indicates that the host vehicle is traveling in step S2, the process proceeds to step S3.

In step S3, the operation restriction level determination unit 5 determines the operation restriction level based on the driving situation information acquired in step S1. In step S4, the restriction execution unit 6 executes an operation restriction according to the operation restriction level determined in step S3. Then, it returns to step S1.

According to the navigation device 51 and the operation restriction method according to the present embodiment as described above, the operation in the operation unit 1 is restricted step by step based on the operation restriction level based on the driving situation in the host vehicle. Therefore, it is not necessary to restrict the operation more than necessary, so that the usability can be improved and the driver's attention is not more than necessary for the operation of the navigation device 51, so that the driver is encouraged to drive safely. Can do. Therefore, operations on the navigation device 51 can be appropriately restricted.

Further, in the present embodiment, the driving situation information includes first psychological identification information (here, biological information) acquired from the driver of the own vehicle. Therefore, it is possible to limit the appropriate operation according to the psychological state during driving by the driver.

In the present embodiment, the driving status information is second psychological identification information acquired from the own vehicle (here, vehicle speed information, inter-vehicle distance information, white line information, road information, traffic information, weather information, route information, and brightness). Information). Therefore, it is possible to limit the appropriate operation according to the psychological state during driving by the driver.

In the present embodiment, the operation restriction level determination unit 5 determines the operation restriction level when the traveling / stop information indicates that the host vehicle is traveling. Therefore, if the host vehicle is traveling, some kind of operation restriction can be executed.

Further, in the present embodiment, the operation restriction level is determined based on the total score of the plurality of driving status types indicated by the driving status information. Therefore, since the weighting of the type of driving situation can be realized, more appropriate operation can be restricted.

However, the operation restriction level determination by the operation restriction level determination unit 5 is not limited to the one using the total score. In the above description, the operation restriction level determination unit 5 determines the plurality of driving situations indicated by the driving situation information and acquires the scores of each driving situation. Instead, the operation restriction level determination unit 5 determines the plurality of driving situations indicated by the driving situation information. However, a series of flowcharts may be advanced according to the determination. Then, the operation restriction level determination unit 5 may determine the operation restriction level based on the final result of the flowchart (for example, the number of “Yes”) instead of determining the operation restriction level based on the total score described above. .

That is, the operation restriction level determination unit 5 may determine the operation restriction level according to a combination of a plurality of types of driving situations indicated by the driving situation information (for example, the total score and the determination result of the flowchart). Even in this case, more appropriate operation can be restricted as described above. Further, when there is only one kind of driving situation indicated by the driving situation information, the operation restriction level may be determined according to one kind of the driving situation. Restrictions can be made.

In the above description, the second psychological identification information includes vehicle speed information, inter-vehicle distance information, white line information, road information, traffic information, weather information, route information, and brightness information. What is necessary is just to include at least any one of these information, not a thing.

In the above description, the point acquisition based on the road information is described as an example of acquiring the point based on the arc radius of the road curve. However, the present invention is not limited to this. For example, the road information is based on at least one of the arc radius of the curve of each road, the number of curves of each road, the road width of each road, the inclination angle of each road, or the total result thereof. You may acquire the score based on.

In the above description, the route information has been described as the deviation of the vehicle from the search route. However, the present invention is not limited to this, and the route information may be information equivalent to the above road information or the above traffic information related to the search route.

In the above description, the brightness information acquisition unit 29 acquires the brightness information based on the headlight switching by the light switch 45. However, the present invention is not limited to this, and instead of the light switch 45, a brightness sensor that detects brightness (illuminance) is provided, and the brightness information acquisition unit 29 performs brightness based on the detection result of the brightness sensor. Information may be acquired.

In the above description, the vehicle speed sensor 41, the inter-vehicle distance sensor 42, the white line detection sensor 43, the outside communication unit 44, the light switch 45, the in-vehicle communication unit 46, and the biological information detection sensor 47 are provided on the vehicle outside the navigation device 51. It was provided. However, the present invention is not limited to this, and at least one of these may be provided in the navigation device 51. In this case, the above-described second psychological identification information is acquired from the navigation device 51.

In the above description, the position detection unit 2 and the storage unit 3 are provided in the navigation device 51. However, the position detection unit 2 and the storage unit 3 are not limited to this, and at least one of these is provided in a vehicle outside the navigation device 51. It may be provided.

In the present invention, the embodiments can be appropriately modified or omitted within the scope of the invention.

1 operation part, 4 information acquisition part, 5 operation restriction level judgment part, 6 restriction execution part, 51 navigation device.

Claims

A navigation device mounted on a vehicle,
An operation unit;
An information acquisition unit for acquiring driving situation information related to the driving situation in the vehicle;
Based on the driving situation information acquired by the information acquisition unit, an operation restriction level determination unit that determines an operation restriction level that restricts the operation that should be accepted by the operation unit in stages,
A navigation device comprising: a restriction execution unit that executes restriction of the operation according to the operation restriction level determined by the operation restriction level determination unit.
The navigation device according to claim 1,
The navigation apparatus includes first psychological identification information that is acquired from a driver of the vehicle and that can identify a psychological state during driving of the driver.
The navigation device according to claim 2,
The first psychological identification information is
A navigation device, which is information reflecting a psychological state of the driver during driving, and includes the driver's biological information acquired during driving.
The navigation device according to claim 1 or 2, wherein
The driving state information includes a second psychological identification information obtained from the vehicle or the navigation device and capable of identifying a psychological state during driving of the driver.
The navigation device according to claim 4,
The second psychological identification information is
Information that reflects or affects the psychological state of the driver while driving, vehicle speed information regarding the speed of the vehicle acquired during driving, and the inter-vehicle distance between the vehicle and the surrounding vehicles Inter-vehicle distance information, white line information about the deviation of the vehicle from the white line, road information about the attribute of the road on which the vehicle is traveling, traffic information about changes in the road around the vehicle, weather information about the weather around the vehicle, A navigation device comprising at least one of route information relating to a route on which the vehicle should travel and brightness information relating to brightness around the vehicle.
The navigation device according to claim 1,
The information acquisition unit
Obtaining travel / stop information about the travel or stop of the vehicle,
The operation restriction level determination unit
A navigation device that determines the operation restriction level when the travel / stop information indicates that the vehicle is traveling.
The navigation device according to claim 1,
The operation restriction level determination unit
A navigation device that determines the operation restriction level according to one or a plurality of types or combinations of the driving situations indicated by the driving situation information.
An operation restriction method for restricting operations to be accepted by a navigation device mounted on a vehicle,
(A) obtaining driving status information relating to the driving status of the vehicle;
(B) a step of determining an operation restriction level for restricting the operation in a stepwise manner based on the driving situation information acquired in the step (b);
(C) An operation restriction method comprising a step of restricting the operation according to the operation restriction level determined in the step (c).
The operation limiting method according to claim 8,
The driving condition information includes an operation restriction method including first psychological identification information acquired from a driver of the vehicle and capable of identifying a psychological state during driving of the driver.
The operation limiting method according to claim 9,
The first psychological identification information is
An operation restriction method, which is information that reflects a driver's psychological state during driving, and includes the driver's biological information acquired during driving.
The operation limiting method according to claim 8 or 9, wherein
The driving condition information includes second psychological identification information acquired from the vehicle and capable of identifying a psychological state during driving of the driver of the vehicle.
The operation restriction method according to claim 11,
The second psychological identification information is
Information that reflects or affects the psychological state of the driver while driving, vehicle speed information regarding the speed of the vehicle acquired during driving, and the inter-vehicle distance between the vehicle and the surrounding vehicles Inter-vehicle distance information, white line information about the deviation of the vehicle from the white line, road information about the attribute of the road on which the vehicle is traveling, traffic information about changes in the road around the vehicle, weather information about the weather around the vehicle, An operation restriction method including at least one of route information related to a route on which the vehicle should travel and brightness information related to brightness around the vehicle.
The operation limiting method according to claim 8,
(D) before the step (b), further comprising a step of obtaining travel / stop information relating to travel or stop of the vehicle;
The operation limiting method, wherein the step (b) is performed when the travel / stop information indicates that the vehicle is traveling.
The operation limiting method according to claim 8,
In the step (b),
An operation restriction method for determining the operation restriction level according to one or a plurality of types of the driving situation indicated by the driving situation information or a combination thereof.