WO2018088258A1

WO2018088258A1 - Driving burden estimation device, computer program, and driving burden estimation method

Info

Publication number: WO2018088258A1
Application number: PCT/JP2017/039051
Authority: WO
Inventors: 敦司清水; 酒井　大輔
Original assignee: 株式会社オートネットワーク技術研究所; 住友電装株式会社; 住友電気工業株式会社
Priority date: 2016-11-10
Filing date: 2017-10-30
Publication date: 2018-05-17
Also published as: JP2018076006A

Abstract

Provided are a driving burden estimation device, a computer program, and a driving burden estimation method, whereby it is possible to estimate the near-future driving burden of a driver. This driving burden estimation device estimates the driving burden of the driver of a vehicle, and comprises: an event determination unit which determines the presence or absence of an event relating to the driving burden of the driver in the vehicle travel direction and a site where the event occurs; an arrival time calculation unit which calculates an arrival time at the site if it is determined that the site is present; and a driving burden estimation unit which estimates the driving burden of the driver on the basis of the calculated arrival time and the determined event.

Description

Driving load estimation device, computer program, and driving load estimation method

The present invention relates to a driving load estimation device, a computer program, and a driving load estimation method.
This application claims priority based on Japanese Patent Application No. 2016-219927 filed on Nov. 10, 2016, and incorporates all the description content described in the above Japanese application.

Sensing information is acquired to determine the driver's driving load level. If the driver's driving load is high, service information (for example, gas station refueling guidance when the vehicle's fuel is low) A vehicle service presentation device that suspends presentation and presents service information when the driver's driving load is small is disclosed (see Patent Document 1).

JP 2008-241309 A

A driving load estimation device according to the present disclosure is a driving load estimation device that estimates a driving load of a driver of a vehicle, and an event related to the driving load of the driver and a point where the event occurs exist in the traveling direction of the vehicle. An event determination unit that determines whether or not the point is present by the event determination unit, an arrival time calculation unit that calculates an arrival time to reach the point, and an arrival time calculated by the arrival time calculation unit A driving load estimating unit that estimates the driving load of the driver based on time and the event determined by the event determining unit.

A computer program according to the present disclosure is a computer program for causing a computer to estimate a driving load of a driver of a vehicle, and the event related to the driving load of the driver and the event occur in the traveling direction of the vehicle. The process of determining whether or not a point exists, and the process of calculating the arrival time to reach the point when it is determined that the point is present, the driver's based on the calculated arrival time and the determined event And a process for estimating the driving load.

The driving load estimation method of the present disclosure is a driving load estimation method for estimating the driving load of a driver of a vehicle, and an event relating to the driving load of the driver and a point where the event occurs exist in the traveling direction of the vehicle. When it is determined that the point is present, the arrival time to reach the point is calculated, and the driving load of the driver is estimated based on the calculated arrival time and the determined event .

It is a block diagram which shows an example of the principal part structure of the vehicle containing the driving load estimation apparatus of this Embodiment. It is a schematic diagram which shows the 1st example of the event which concerns on driving load. It is a schematic diagram which shows the 2nd example of the event which concerns on driving load. It is a schematic diagram which shows the 3rd example of the event which concerns on driving load. It is explanatory drawing which shows the 1st example of the estimation method of the driving load by the driving load estimation apparatus of this Embodiment. It is explanatory drawing which shows the 2nd example of the estimation method of the driving load by the driving load estimation apparatus of this Embodiment. It is explanatory drawing which shows an example of the function restriction | limiting of the service based on the driving load which the driving load estimation apparatus of this Embodiment estimated. It is a schematic diagram which shows an example of the function restriction | limiting of the service based on the driving load in the near future which the driving load estimation apparatus of this Embodiment estimates. It is explanatory drawing which shows an example of the relationship between the driving assistance level by the driving load estimation apparatus of this Embodiment, and the function restriction | limiting of a service. It is a flowchart which shows an example of the process sequence of the driving load estimation apparatus of this Embodiment. It is a flowchart which shows an example of the process sequence of the driving load estimation system of this Embodiment.

[Problems to be solved by the present disclosure]
Since the situation around the vehicle (in particular, the situation ahead of the traveling direction of the vehicle) changes with time, the driver is subjected to various psychological or physical loads (so-called driving loads). If the service information is presented in a state where the driver's driving load is large, the driver's attention may be hindered by the presentation of the service information.

However, in the vehicle service presentation device of Patent Document 1, the timing for obtaining sensing information and the timing for determining the driving load level of the driver are real-time, and the driving load level at the current time point is determined. For this reason, when it is determined that the driving load is small and the service information is provided and then the driving load becomes large, a situation occurs in which the driving load of the driver increases.

Accordingly, it is an object of the present invention to provide a driving load estimation device that can estimate a driving load of the driver in the near future, a computer program for realizing the driving load estimation device, and a driving load estimation method.
[Effects of the present disclosure]

According to the present disclosure, it is possible to estimate the driving load of the driver in the near future.
[Description of Embodiment of Present Invention]

Hereinafter, the present invention will be described with reference to the drawings showing embodiments thereof. FIG. 1 is a block diagram illustrating an example of a main configuration of a vehicle 100 including a driving load estimation device 50 according to the present embodiment. The vehicle 100 includes a vehicle information acquisition unit 11, a navigation information acquisition unit 12, a driving support information acquisition unit 13, a traffic information acquisition unit 14, a driving load estimation device 50, and

function restriction units

21, 22, 23, 24, 25, 26, A telephone service unit 31, a mail / SMS (short message service) service unit 32, a social networking service (SNS) service unit 33, a music service unit 34, a voice information service unit 35, and a weather information service unit 36 are provided. The telephone service unit 31, the mail / SMS service unit 32, the SNS service unit 33, the music service unit 34, the voice information service unit 35, and the weather information service unit 36 are information or services provided by a provider who provides a predetermined service. Is output to the passenger of the vehicle 100. The driving load estimation device 50 includes a control unit 51 that controls the entire device, an event determination unit 52, an arrival time calculation unit 53, a transit time calculation unit 54, a driving load estimation unit 55, an estimation result output unit 56, and the like.

The vehicle information acquisition unit 11 includes a steering sensor, a direction indicator, a vehicle speed sensor, a brake pedal, a raindrop sensor, an illuminance sensor, and the like, acquires vehicle information, and outputs the acquired vehicle information to the driving load estimation device 50. The vehicle information includes, for example, information such as the traveling direction of the vehicle (straight, left turn, right turn, etc.), vehicle speed, deceleration, presence / absence of rainfall, illuminance, and the like.

The navigation information acquisition unit 12 includes a navigation system and the like, acquires position information of the vehicle 100, traffic jam information, guidance route information, weather information, and the like, and outputs the acquired information to the driving load estimation device 50. The navigation information acquisition unit 12 can acquire positions such as intersections, junctions, pedestrian crossings, railroad crossings, and traffic jams, for example.

The driving support information acquisition unit 13 includes a radar, a sonar, a camera, a driving support unit that supports driving of the vehicle 100, and the like, and supports driving of the vehicle 100 at a plurality of support levels from manual driving to automatic driving. . In addition, the driving support information acquisition unit 13 outputs information related to the support level to the driving load estimation device 50.

The traffic information acquisition unit 14 includes a road-to-vehicle communication unit, a vehicle-to-vehicle communication unit, and the like. By road-to-vehicle communication or vehicle-to-vehicle communication, signal information of a signal lamp in the traveling direction of the vehicle 100, traffic volume around the vehicle 100, Information such as the position, speed, etc. of other vehicles traveling on the intersecting road or the joining road at the intersection or junction where there is no signal, and whether there are pedestrians on the pedestrian crossing To get. The traffic information acquisition unit 14 outputs the acquired information to the driving load estimation device 50.

The function restriction units 21 to 26 can be configured by a dedicated ECU, for example. The function restriction unit 21 restricts the operation of some or all functions of the telephone service unit 31. The functions of the telephone service unit 31 include, for example, a hands-free call, incoming call notification, incoming call, and the like. Note that the function restriction unit 21 may not restrict the operation of all functions of the telephone service unit 31.

The function restriction unit 22 restricts the operation of some or all functions of the mail / SMS service unit 32. The functions of the mail / SMS service unit 32 include, for example, transmission, incoming call, incoming call notification, and the like. Note that the function restriction unit 22 may not restrict the operations of all functions of the mail / SMS service unit 32.

The function restriction unit 23 restricts the operation of some or all of the functions of the SNS service unit 33. The functions of the SNS service unit 33 include, for example, transmission, incoming call, incoming call notification, search, blog, questionnaire, and long-in. Note that the function restriction unit 23 may not restrict the operation of all the functions of the SNS mail / SMS service unit 32.

The function restriction unit 24 restricts the operation of some or all functions of the music service unit 34. The functions of the music service unit 34 include music playback, volume adjustment, search, and the like. Note that the function restriction unit 24 may not restrict the operation of all the functions of the music service unit 34.

The function restriction unit 25 restricts the operation of some or all of the functions of the voice information service unit 35. The function of the voice information service unit 35 includes, for example, danger information notification (for example, accident information) having a high priority, traffic information having a low priority, and the like. Note that the function restriction unit 25 may not restrict the operation of all the functions of the voice information service unit 35.

The function restriction unit 26 restricts the operation of some or all of the functions of the weather information service unit 36. The functions of the weather information service unit 36 include, for example, high priority disaster information notification (for example, earthquake early warning), low priority weather forecast, and the like. Note that the function restriction unit 26 may not restrict the operation of all functions of the weather information service unit 36.

In FIG. 1, the service units of the telephone service unit 31, the mail / SMS service unit 32, the SNS service unit 33, the music service unit 34, the voice information service unit 35, and the weather information service unit 36 are individually shown. The present invention is not limited to this, and a part of each service unit may be integrated into, for example, an in-vehicle infotainment (IVI) system.

Next, the driving load estimation device 50 will be described. The driving load estimation device 50 can be configured by, for example, an existing ECU (Electronic Control Unit) such as a body ECU.

The event determination unit 52 determines the driver's driving load in the traveling direction of the vehicle 100 based on the information acquired from the vehicle information acquisition unit 11, the navigation information acquisition unit 12, the driving support information acquisition unit 13, and the traffic information acquisition unit 14. It is determined whether there is such an event and a point where the event occurs. The driving load of the driver is, for example, a psychological load or a physical load when paying attention to the situation around the vehicle (particularly forward). Events related to driving load are events where the driver's attention is paid. For example, intersections, junctions, signal lights (including light colors), pedestrian crossings (including the presence or absence of pedestrians), railroad crossings, traffic jams (traffic Including some).

If the event determination unit 52 determines that the point exists, the arrival time calculation unit 53 calculates the arrival time to reach the point. The arrival time can be calculated based on the speed of the vehicle 100 and the distance between the vehicle 100 and the point, for example.

FIG. 2 is a schematic diagram showing a first example of an event related to an operation load. In the first example, an intersection S as an event exists in front of the traveling direction of the vehicle 100. In addition, a signal lamp 200 is installed at the intersection S. As shown in FIG. 2, when the intersection S exists ahead of the traveling direction of the vehicle 100, the event determination unit 52 determines that the intersection S exists. In this case, the event determination unit 52 can obtain the display time of each lamp color of the signal lamp device 200 based on the signal information. Then, the arrival time calculation unit 53 calculates the arrival time t1 for reaching the intersection S based on the distance between the vehicle 100 and the intersection S and the vehicle speed.

FIG. 3 is a schematic diagram showing a second example of an event related to an operation load. The second example gives an example in which a confluence point P as an event exists in front of the traveling direction of the vehicle 100. Further, another vehicle 300 is approaching toward the merge point P. As illustrated in FIG. 3, when the junction point P exists in front of the traveling direction of the vehicle 100, the event determination unit 52 determines that the junction point P exists. The event determination unit 52 can also determine the presence of another vehicle 300 that travels toward the junction P. Then, the arrival time calculation unit 53 calculates the arrival time t2 for reaching the joining point P based on the distance between the vehicle 100 and the joining point P and the vehicle speed.

FIG. 4 is a schematic diagram showing a third example of an event related to an operation load. The third example gives an example in which there is a traffic jam as an event ahead of the traveling direction of the vehicle 100. As illustrated in FIG. 4, when there is a traffic jam ahead of the traveling direction of the vehicle 100, the event determination unit 52 determines that a traffic jam exists. In addition, the event determination unit 52 can determine not only the presence / absence of a traffic jam but also the amount of traffic. Then, the arrival time calculation unit 53 adds the end of the traffic jam based on the distance between the vehicle 100 and the traffic jam end, and the relative speed difference between the vehicle speed of the vehicle 100 and the average speed of the vehicle group constituting the traffic jam. The arrival time t3 to reach is calculated.

The driving load estimation unit 55 estimates the driving load of the driver based on the arrival time calculated by the arrival time calculation unit 53 and the event determined by the event determination unit 52. By considering the arrival time to reach the point where the event related to the driving load occurs, it is possible to estimate the driving load not only at the present time but also in the near future.

As a result, even if the driving load is small at the present time, it can be estimated that the driving load will increase in the near future when the arrival time has elapsed, so the telephone service unit 31, the mail / SMS service unit 32, the SNS service unit 33, It is possible to suppress an increase in the driving load on the driver by refraining from providing the services by the music service unit 34, the voice information service unit 35, and the weather information service unit 36.

Next, the estimation of the driving load of the driver will be specifically described.

FIG. 5 is an explanatory diagram showing a first example of a driving load estimation method by the driving load estimation device 50 of the present embodiment. As shown in FIG. 5, the driving load estimation device 50 can estimate the driving load of the driver by classifying the driving load into three levels: large, medium, and small. Note that large, medium, and small are examples, and the present invention is not limited thereto, and can be divided into several levels according to, for example, 0 to N (integer value). As shown in FIG. 5, events related to driving load include, for example, intersections, junctions, pedestrian crossings, railroad crossings, red lights, traffic jams (including high traffic volume), bypasses, points with low traffic volumes, and the like. included. The event is not limited to the example shown in FIG.

Intersections include intersections where signal lights are installed or intersections where signal lights are not installed. The pedestrian crossing includes one installed near the intersection or one installed on the road. Specifically, the red signal means that the color of the signal lamp when the vehicle 100 reaches the point where the signal lamp is installed (excluding the intersection) or the intersection is red. The traffic jam includes a case where there is a large amount of traffic such that a vehicle group constituting the traffic jam exists, and the vehicle group includes not only a relatively slow speed but also zero. At a point where such an event occurs, the driver needs to pay attention to the periphery of the vehicle 100, and the driving load increases.

As shown in FIG. 5, when the event is a bypass or a point where the traffic volume is low, the driving load estimation unit 55 can estimate that the driving load is small.

Also, as shown in FIG. 5, when the event is only an intersection, only a junction, only a pedestrian crossing, only a railroad crossing, only a red light, and only a traffic jam, the driving load estimation unit 55 estimates that the driving load is medium. can do.

Also, as shown in FIG. 5, when the event is an intersection and the color of the signal lamp installed at the intersection is a red signal, that is, when a plurality of events overlap at the same time, the driving load estimation unit 55 It can be estimated that the operation load is large.

Similarly, when the event is a merging point and there is a pedestrian crossing near the merging point, that is, when a plurality of events overlap at the same time, the driving load estimation unit 55 may estimate that the driving load is large. it can.

Similarly, when the event is an intersection, there is a pedestrian crossing at the intersection, and the light color of the signal lamp installed at the intersection is a red signal, that is, when a plurality of events overlap at the same time, the driving load estimation unit 55 It can be estimated that the driving load is large.

Although not shown, when the event is a merging point and another vehicle approaches the merging point, the driving load estimating unit 55 can estimate that the driving load is large.

As in the above example, the driving load estimation unit 55 can estimate the magnitude of the driving load according to the event or combination of events determined by the event determination unit 52. When the events are different, or when different events overlap at the same time, the driving load applied to the driver is also different. Therefore, by considering the type of event or combination of events, the magnitude of the driving load can be estimated according to the actual situation (how the event occurs).

Next, another example of the method for estimating the driving load of the driver will be described.

FIG. 6 is an explanatory diagram showing a second example of the driving load estimation method by the driving load estimation device 50 of the present embodiment. As shown in FIG. 6, it is assumed that the event is an intersection, and the arrival time to the intersection is t. When the arrival time t is equal to or greater than the threshold time Tth, the driving load estimation unit 55 estimates that the driving load is medium. On the other hand, when the arrival time t is less than the threshold time Tth, the driving load estimation unit 55 estimates that the driving load is large.

As described above, the driving load estimation unit 55 estimates the magnitude of the driving load according to the length of the arrival time calculated by the arrival time calculation unit 53. For example, when the events are the same, the shorter the arrival time to the point where the event occurs, the smaller the margin for avoiding the danger that may occur at the point. For example, the operation load increases as the arrival time is shorter. By considering the arrival time, the magnitude of the driving load can be estimated according to the actual situation (difficulty in avoiding danger).

In addition, although the intersection was demonstrated as an event, it is not limited to this, The small and large of a driving load can be estimated according to the length of arrival time to a junction, a pedestrian crossing, a railroad crossing, etc.

Further, as shown in FIG. 6, the magnitude of the driving load can be estimated based on the color of the signal lamp when the vehicle 100 reaches the intersection as the time information related to the time until the event. Since the color of the signal lamp changes with time, it can be regarded as time information. For example, when the signal lamp color when the vehicle 100 reaches the intersection is yellow (yellow signal), the driving load estimation unit 55 estimates that the driving load is medium. On the other hand, when the signal lamp color when the vehicle 100 reaches the intersection is red (red signal), the driving load estimation unit 55 can estimate that the driving load is large.

As described above, the driving load estimation unit 55 can estimate the magnitude of the driving load according to the signal lamp color at the time when the arrival time calculated by the arrival time calculation unit 53 has elapsed.

Next, restrictions on functions (service functions) related to the providing unit according to the estimated driving load will be described.

FIG. 7 is an explanatory diagram showing an example of service function restriction based on the driving load estimated by the driving load estimation device 50 of the present embodiment. As shown in FIG. 7, the services include a telephone service unit 31, a mail / SMS service unit 32, an SNS service unit 33, a music service unit 34, a voice information service unit 35, and a telephone provided by the weather information service unit 36, Indicates mail / SMS, SNS, music, voice information, weather information.

The estimation result output unit 56 outputs the estimation result (estimation result of the driving load) estimated by the driving load estimation unit 55 to the function restriction units 21 to 26.

The function restriction unit 21 does not restrict the function of the telephone service unit 31 when the driving load estimated by the driving load estimation unit 55 is small. When the driving load estimated by the driving load estimation unit 55 is medium, the function restriction unit 21 only allows notification of incoming calls, and rejects incoming calls when the driving load is large.

The function restriction unit 22 does not restrict the function of the mail / SMS service unit 32 when the driving load estimated by the driving load estimation unit 55 is small. The function restriction unit 22 only allows notification of incoming calls when the driving load estimated by the driving load estimation unit 55 is medium, and rejects incoming calls when the driving load is large.

The function restriction unit 23 does not restrict the function of the SNS service unit 33 when the operation load estimated by the operation load estimation unit 55 is small. When the driving load estimated by the driving load estimating unit 55 is medium, the function limiting unit 23 allows only incoming notification, and prohibits login when the driving load is large.

The function restriction unit 24 does not restrict the function of the music service unit 34 when the driving load estimated by the driving load estimation unit 55 is small. The function restriction unit 24 reduces the volume when the driving load estimated by the driving load estimation unit 55 is medium, and interrupts the reproduction when the driving load is large. By reducing the volume, the driver's attention can be easily directed toward the periphery of the vehicle 100.

The function restriction unit 25 does not restrict the function of the voice information service unit 35 when the driving load estimated by the driving load estimation unit 55 is small. When the driving load estimated by the driving load estimation unit 55 is medium, the function restriction unit 25 notifies only high priority information, and when the driving load is large, the function restriction unit 25 stops providing information.

The function restriction unit 26 does not restrict the function of the weather information service unit 36 when the driving load estimated by the driving load estimation unit 55 is small. When the driving load estimated by the driving load estimating unit 55 is medium, the function limiting unit 26 notifies only high priority information, and when the driving load is large, the function limiting unit 26 interrupts the provision of information.

As described above, the function restriction units 21 to 26 restrict some or all of the operations of the plurality of functions based on the driving load estimated by the driving load estimation unit 55. When the service is provided, the driver's attention is paid to the operation related to the service. In such a case, if the driving load due to the event increases, the driving load of the driver also increases as a result. Therefore, by limiting the function of the service according to the driving load due to the event, the attention paid to the operation related to the service can be reduced, and the driving load as a whole of the driver can be suppressed.

The passage time calculation unit 54 calculates the passage time until the passage through the point where the event occurs. The passing time can be calculated based on, for example, the speed of the vehicle 100 and the distance between the vehicle 100 and the passing point that has passed the point. If the event is an intersection, the passing point can be the exit point of the intersection.

The function restriction units 21 to 26 can restrict some or all of the operations of the plurality of functions until the passage time calculated by the passage time calculation unit 54 elapses. Until the vehicle passes the point, the driver is subjected to driving load due to the event. By limiting the service functions until the passing time elapses, less attention is paid to operations related to the service. As a whole, the operation load can be suppressed.

FIG. 8 is a schematic diagram showing an example of a service function restriction based on the driving load in the near future estimated by the driving load estimation device 50 of the present embodiment. FIG. 8 schematically shows a change in driving load and a change in function restriction with the passage of time from the present to the near future. At present, the driving load estimation device 50 of the vehicle 100 acquires information outside the vehicle and estimates the driving load (large, medium and small of driving load + time information). Here, the time information can be the aforementioned arrival time.

[At the time when a little time elapses from now, because the driving load is small, for example, hands-free calling is permitted. Further, when the time passes for a while, the driving load is medium, so for example, only incoming notification is permitted. Furthermore, when the time elapses, the vehicle is approaching intersections, signal lamps, pedestrians, etc., and the driving load becomes large, so the incoming call is rejected so that the driver does not have to pay attention to the service. Be able to focus your attention around 100 and driving. Thus, the driver can pay attention to the signal color at the intersection, pedestrians, and the like, and can safely stop the vehicle 100 before the stop line in order to avoid danger.

FIG. 9 is an explanatory diagram showing an example of the relationship between the driving support level and the service function restriction by the driving load estimation device 50 of the present embodiment. As shown in FIG. 9, the driving support level is divided into five levels from 0 to 4. Driving support level 0 indicates complete manual driving, and there is no driving support. Driving support level 4 indicates fully automatic driving, and the driver does not need to perform any operation related to driving.

SMS notification can be made at any driving support level 0-4. In addition, SNS content display (read) is possible if the driving support level is 2 to 4, but not if the driving support level is 0 to 1.

Thus, the function restriction units 21 to 26 restrict the operation of some or all of the plurality of functions according to the driving support level of the vehicle 100. As described above, when the driving support level is fully automatic driving, the driver is not subjected to driving load related to driving, so the service function is not limited. On the other hand, when the support level is completely manual driving, the driver is subjected to driving load related to driving, and thus the service function is limited. Thereby, the driving load of the driver as a whole can be suppressed according to the driving support level.

In the above-described embodiment, the driving load estimation device 50 and the function restriction units 21 to 26 are configured by separate ECUs. A driving load estimation system including the driving load estimation device 50 and the function restriction units 21 to 26 can be provided. It should be noted that the driving load estimating device 50 and the function limiting units 21 to 26 are not configured by separate ECUs, but the function limiting units 21 to 26 may be incorporated in the driving load estimating device 50.

Next, the operation of the driving load estimation device 50 of the present embodiment will be described.

FIG. 10 is a flowchart showing an example of a processing procedure of the driving load estimation device 50 of the present embodiment. Hereinafter, for the sake of convenience, the processing subject will be described as the control unit 51. The control unit 51 determines whether there is an event related to the driving load and a point where the event occurs in front of the traveling direction of the vehicle 100 (S11). If there is a point where the event occurs (YES in S11), the control unit 51 calculates the arrival time to reach the point where the event occurs (S12).

The control unit 51 estimates the driving load based on the event and the calculated arrival time (S13), outputs the driving load estimation result to the function limiting unit (S14), and ends the process. When the point where the event occurs does not exist (NO in S11), the control unit 51 ends the process.

FIG. 11 is a flowchart showing an example of a processing procedure of the driving load estimation system of the present embodiment. In the following, for the sake of convenience, the subject of processing will be described as a function restriction unit (generic name for the function restriction units 21 to 26).

The function restriction unit acquires the driving load estimation result (S21), and determines whether or not the driving load is small (S22). When the driving load is small (YES in S22), the function limiting unit ends the process without limiting the function of the providing unit (S23).

If the driving load is not small (NO in S22), the function limiting unit determines whether or not the driving load is medium (S24). When the driving load is medium (YES in S24), the function restriction unit restricts some functions of the providing unit (S25) and ends the process.

If the operation load is not medium (NO in S24), the function restriction unit restricts all the functions of the providing unit (S26), and terminates the process, assuming that the operation load is large.

In the process shown in FIG. 11, the function limiting method is an example, and the present invention is not limited to this. For example, the function restriction method can be changed according to the difference in the service to be provided (for example, the difference that the driver pays attention).

The driving load estimation device 50 or the driving load estimation system according to the present embodiment can be realized using a general-purpose computer including a CPU, a RAM, and the like. That is, a computer program that defines each processing procedure as shown in FIGS. 10 and 11 is recorded on a recording medium such as a DVD. Then, the computer program recorded on the recording medium is read by an optical disk device or the like, and then loaded into a RAM provided in the computer, and the computer program is executed by the CPU, whereby the operating load estimation device 50 or the operation is performed on the computer. A load estimation system can be realized.

According to the present embodiment, by including the time information in the driving load, it is possible to count down the time until an event in which the driving load increases, and adjust the service provision timing according to the remaining time. be able to. As a result, it is possible to provide a service at a safe timing, thereby suppressing an increase in the driving load on the driver or reducing the driving load, which can contribute to safe driving.

The driving load estimation device according to the present embodiment is a driving load estimation device that estimates the driving load of the driver of the vehicle, and an event related to the driving load of the driver in the traveling direction of the vehicle and a point where the event occurs An event determination unit that determines whether or not the location exists, an arrival time calculation unit that calculates an arrival time to reach the point when the event determination unit determines that the point exists, and an arrival time calculation unit A driving load estimating unit that estimates the driving load of the driver based on the calculated arrival time and the event determined by the event determining unit.

The computer program according to the present embodiment is a computer program for causing a computer to estimate the driving load of the driver of the vehicle, and the computer causes the event related to the driving load of the driver in the traveling direction of the vehicle and the Based on the process for determining whether or not there is a point where the event occurs, the process for calculating the arrival time to reach the point when it is determined that the point exists, the calculated arrival time and the determined event And a process for estimating the driving load of the driver.

The driving load estimation method according to the present embodiment is a driving load estimation method for estimating the driving load of the driver of the vehicle, and an event related to the driving load of the driver in the traveling direction of the vehicle and a point where the event occurs If it is determined that the point exists, the arrival time to reach the point is calculated, and the driving load of the driver is calculated based on the calculated arrival time and the determined event. Is estimated.

The event determination unit determines whether there is an event related to the driving load of the driver and a point where the event occurs in the traveling direction of the vehicle. The driving load of the driver is, for example, a psychological load or a physical load when paying attention to the situation around the vehicle (particularly forward). The event related to the driving load is an event in which the driver's attention is paid, and includes, for example, an intersection, a signal lamp, a pedestrian at a pedestrian crossing, and a traffic volume.

The arrival time calculation unit calculates the arrival time to reach the point when the event determination unit determines that the point exists. The arrival time can be calculated based on, for example, the speed of the vehicle and the distance between the vehicle and the point.

The driving load estimation unit estimates the driving load of the driver based on the arrival time calculated by the arrival time calculation unit and the event determined by the event determination unit. By considering the arrival time to reach the point where the event related to the driving load occurs, it is possible to estimate the driving load not only at the present time but also in the near future. As a result, even if the driving load is small at the present time, it can be estimated that the driving load will increase in the near future when the arrival time has elapsed, so it is possible to suppress an increase in the driving load of the driver by refraining from providing services can do.

In the driving load estimation device according to the present embodiment, the driving load estimation unit estimates the magnitude of the driving load according to the event or combination of events determined by the event determination unit.

The driving load estimation unit estimates the magnitude of the driving load according to the event or combination of events determined by the event determination unit. When the events are different, or when different events overlap at the same time, the driving load applied to the driver is also different. Therefore, by considering the type of event or combination of events, the magnitude of the driving load can be estimated according to the actual situation (how the event occurs).

In the driving load estimation device according to the present embodiment, the driving load estimation unit estimates the magnitude of the driving load according to the length of the arrival time calculated by the arrival time calculation unit.

The driving load estimation unit estimates the magnitude of the driving load according to the length of the arrival time calculated by the arrival time calculation unit. For example, when the events are the same, the shorter the arrival time to the point where the event occurs, the smaller the margin for avoiding the danger that may occur at the point. For example, the operation load increases as the arrival time is shorter. By considering the arrival time, the magnitude of the driving load can be estimated according to the actual situation (difficulty in avoiding danger).

In the driving load estimation device according to the present embodiment, the event includes at least one of an intersection, a junction, a pedestrian crossing, a railroad crossing, a red light, or a traffic jam.

Events include at least one of intersections, junctions, pedestrian crossings, railroad crossings, red traffic lights, or traffic jams. The intersection includes an intersection where a signal lamp is installed or an intersection where no signal lamp is installed. The pedestrian crossing includes one installed near the intersection or one installed on the road. Specifically, the red signal means that the light color of the signal lamp when the vehicle reaches the intersection where the signal lamp is installed is red. The traffic jam includes a case where there is a large amount of traffic such that a vehicle group constituting the traffic jam exists, and the vehicle group includes not only a relatively slow speed but also zero. At a point where such an event occurs, the driver needs to pay attention to the periphery of the vehicle, and the driving load increases.

The driving load estimation device according to the present embodiment includes a function restriction unit that restricts part or all of one or more functions related to a predetermined service based on the driving load estimated by the driving load estimation unit. Prepare.

The function restriction unit restricts some or all operations of one or a plurality of functions related to a predetermined service based on the driving load estimated by the driving load estimation unit. The predetermined service includes, for example, telephone, mail / SMS (short message service), SNS (Social Networking service), music reproduction, voice information, weather information, and the like. When the service is a telephone, the functions include, for example, a hands-free call, incoming call notification, incoming call, and the like.

When the service is provided, the driver's attention is paid to the operation related to the service. In such a case, if the driving load due to the event increases, the driving load of the driver also increases as a result. Therefore, by limiting the function of the service according to the driving load due to the event, the attention paid to the operation related to the service can be reduced, and the driving load as a whole of the driver can be suppressed.

The driving load estimation device according to the present embodiment includes a passage time calculation unit that calculates a passage time until the event occurs at a point where the event occurs, and the function restriction unit passes the passage calculated by the passage time calculation unit. The operation of some or all of the plurality of functions is restricted until time elapses.

The transit time calculation unit calculates the transit time until it passes through the point where the event occurs. The passing time can be calculated based on, for example, the speed of the vehicle and the distance between the vehicle and the passing point that has passed the point. If the event is an intersection, the passing point can be the exit point of the intersection.

The function restriction unit restricts some or all of the operations of the plurality of functions until the passage time calculated by the passage time calculation unit elapses. Until the vehicle passes the point, the driver is subjected to driving load due to the event. By limiting the service functions until the passing time elapses, less attention is paid to operations related to the service. As a whole, the operation load can be suppressed.

The driving load estimation device according to the present embodiment includes a driving support unit that supports driving of the vehicle at a plurality of support levels from manual driving to automatic driving, and the function restriction unit includes the driving support unit. The operation of some or all of the plurality of functions is limited according to the support level.

The driving support unit supports driving at a plurality of support levels from manual driving to automatic driving. The function restriction unit restricts the operation of some or all of the plurality of functions according to the support level of the driving support unit. For example, when the support level is fully automatic driving, the driver is not burdened with driving, so the service functions are not limited. On the other hand, when the support level is completely manual driving, the driver is subjected to driving load related to driving, and thus the service function is limited. Thereby, the driving load of the driver as a whole can be suppressed according to the driving support level.

It should be considered that the embodiments and examples disclosed above are illustrative and non-restrictive in every respect. The scope of the present invention is shown not by the above embodiments and examples but by the scope of claims, and is intended to include all modifications and variations within the meaning and scope equivalent to the scope of claims.

DESCRIPTION OF SYMBOLS 11 Vehicle information acquisition part 12 Navigation information acquisition part 13 Driving support information acquisition part 14 Traffic

information acquisition part

21, 22, 23, 24, 25, 26 Function restriction part 31 Telephone service part 32 Mail / SMS service part 33 SNS service part 34 Music service unit 35 Voice information service unit 36 Weather information service unit 50 Driving load estimation device 51 Control unit 52 Event determination unit 53 Arrival time calculation unit 54 Passing time calculation unit 55 Driving load estimation unit 56 Estimation result output unit 100 Vehicle

Claims

A driving load estimation device for estimating a driving load of a vehicle driver,
An event determination unit that determines whether there is an event relating to the driving load of the driver and a point where the event occurs in the traveling direction of the vehicle;
When the event determination unit determines that the point exists, an arrival time calculation unit that calculates an arrival time to reach the point;
A driving load estimation device comprising: an arrival time calculated by the arrival time calculation unit; and a driving load estimation unit that estimates the driving load of the driver based on the event determined by the event determination unit.
The driving load estimation unit is
The driving load estimation device according to claim 1, wherein the driving load is estimated according to an event or a combination of events determined by the event determination unit.
The driving load estimation unit is
The driving load estimation device according to claim 1 or 2, wherein the driving load is estimated according to the length of the arrival time calculated by the arrival time calculation unit.
The driving event estimation device according to any one of claims 1 to 3, wherein the event includes at least one of an intersection, a junction, a pedestrian crossing, a railroad crossing, a red light, or a traffic jam.
5. The function limiting unit according to claim 1, further comprising: a function limiting unit configured to limit a part or all of one or more functions related to a predetermined service based on the driving load estimated by the driving load estimation unit. The driving load estimation device according to the item.
A transit time calculation unit that calculates a transit time until the event occurs at a point where the event occurs;
The function restriction unit is
The driving load estimation device according to claim 5, wherein the operation of some or all of the plurality of functions is limited until the passage time calculated by the passage time calculation unit has elapsed.
A driving support unit that supports driving of the vehicle at a plurality of support levels from manual driving to automatic driving;
The function restriction unit is
The driving load estimation device according to claim 5 or 6, wherein operation of part or all of the plurality of functions is limited according to a support level of the driving support unit.
A computer program for causing a computer to estimate a driving load of a vehicle driver,
On the computer,
A process of determining whether there is an event related to the driving load of the driver and a point where the event occurs in the traveling direction of the vehicle;
When it is determined that the point exists, a process of calculating an arrival time to reach the point;
A computer program that executes processing for estimating the driving load of the driver based on the calculated arrival time and the determined event.
A driving load estimation method for estimating a driving load of a driver of a vehicle,
Determining whether there is an event related to the driving load of the driver and a point where the event occurs in the traveling direction of the vehicle;
If it is determined that the point exists, calculate the arrival time to reach the point,
A driving load estimation method for estimating the driving load of the driver based on the calculated arrival time and the determined event.