WO2019117004A1

WO2019117004A1 - Safety check evaluation device, on-board device, safety check evaluation system comprising these, safety check evaluation method, safety check evaluation program, and storage medium

Info

Publication number: WO2019117004A1
Application number: PCT/JP2018/044842
Authority: WO
Inventors: 尚良佐藤; 哲也塚本; 美加竹中; 治人中山; 晃瀧野; 孝水田
Original assignee: オムロン株式会社
Priority date: 2017-12-13
Filing date: 2018-12-06
Publication date: 2019-06-20

Abstract

In order to provide a safety check evaluation device capable of accurately evaluating the safety check actions of a driver during right/left turning of a vehicle, evaluating same from the behavior of the driver, in particular face direction and line-of-sight direction, this safety check evaluation device comprises: an intersection estimation unit that estimates the time of vehicle entrance into an intersection; an information acquisition unit that obtains information pertaining to at least either the driver face direction or the line-of-sight direction; and an evaluation unit that evaluates the safety check actions of the driver on the basis of the information obtained during a prescribed time before and after the intersection entrance time.

Description

Safety confirmation evaluation apparatus, in-vehicle apparatus, safety confirmation evaluation system provided with these, safety confirmation evaluation method, safety confirmation evaluation program, and storage medium

The present invention relates to a safety confirmation and evaluation device, an in-vehicle device, a safety confirmation and evaluation system including the same, a safety confirmation and evaluation method, a safety confirmation and evaluation program, and a storage medium.

Patent Document 1 proposes a safe driving degree determination device that determines a safe driving degree at an intersection. The safe driving degree determination device includes a speed detection unit, a yaw rate detection unit, an acceleration detection unit, a vehicle position detection unit, a map database, and a controller.

The controller receives information on turning to the intersection to the intersection, calculates intersection passage characteristic values such as vehicle speed, yaw rate, acceleration and the like, and calculates the intersection passage characteristic value from the information of the map database A configuration is employed in which processing is performed to determine the driver's safe driving degree based on the intersection passage characteristic value for each classification of the curvature radius of the intersection in association with the curvature radius and recorded in the recording unit. .

[Problems to be solved by the invention]
In the safe driving degree determination device described in Patent Document 1, the safe driving degree of the driver is determined based on the traveling state of the vehicle such as the speed, the yaw rate, and the acceleration when passing an intersection. Therefore, there was a problem that it was not possible to evaluate the driver's safety confirmation action, such as whether the driver is performing appropriate safety confirmation when turning to the left or right when passing an intersection.

JP, 2015-76000, A

Means for solving the problem and its effect

The present invention has been made in view of the above problems, and a safety confirmation evaluation device capable of accurately evaluating the safety confirmation behavior of a driver at an intersection from the behavior of the driver, in particular, the direction of the face and the direction of the line of sight, An object of the present invention is to provide an in-vehicle device, a safety confirmation evaluation system including the same, a safety confirmation evaluation method, a safety confirmation evaluation program, and a storage medium.

In order to achieve the above object, the safety confirmation and evaluation device (1) according to the present disclosure is a safety confirmation and evaluation device that evaluates the safety confirmation operation of the driver of the vehicle,
An intersection estimation unit configured to estimate a time when the vehicle enters an intersection;
An information acquisition unit that acquires information on at least one of the direction of the driver's face and the direction of the line of sight;
It is characterized by including: an evaluation unit that evaluates the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.

According to the safety confirmation evaluation device (1), the safety confirmation operation of the driver is evaluated based on the information acquired at a predetermined time before and after the entry time. Therefore, the safety confirmation operation of the driver at the intersection can be appropriately evaluated based on the information on at least one of the direction of the driver's face and the direction of the line of sight.

Further, in the safety check and evaluation device (2) according to the present disclosure, in the safety check and evaluation device (1), the evaluation unit determines at least one of the direction of the face or the direction of the driver based on the information. A first detection unit that detects the left and right swing angles and swing times of the
And a first evaluation unit that evaluates the left and right safety check operation based on the left and right swing angles and the swing time at a predetermined time before the entry time.

According to the safety confirmation and evaluation device (2), the left and right safety confirmation operations are evaluated based on the left and right swing angles and the swing time at a predetermined time before the entry time. Therefore, it is possible to accurately evaluate the left and right safety confirmation operations of the driver before entering the intersection.

In the safety confirmation and evaluation device (3) according to the present disclosure, in the safety confirmation and evaluation device (1) or (2), the evaluation unit determines the direction or direction of the driver's face based on the information. A first detection unit for detecting at least one of left and right swing angles and swing times of
And a second evaluation unit that evaluates a safety confirmation operation of a course change direction at the intersection based on the left and right swing angles and the swing time at a predetermined time after the entry time. .

According to the safety confirmation evaluation device (3), the safety confirmation operation of the course change direction at the intersection is evaluated based on the left and right swing angles and the swing time in a predetermined time after the entry time. Therefore, it is possible to accurately evaluate the safety confirmation operation with respect to the course change direction of the driver after entering the intersection.

In the safety confirmation and evaluation apparatus (4) according to the present disclosure, in any one of the safety confirmation and evaluation apparatuses (1) to (3), the evaluation unit
A third evaluation unit may be provided to evaluate the driver's deceleration awareness based on the speed of the vehicle at a predetermined time before and after the entry time.

According to the safety confirmation and evaluation device (4), the driver's deceleration awareness is evaluated based on the speed of the vehicle at a predetermined time before and after the entry time. Therefore, the driver's safety confirmation awareness at the intersection can be accurately evaluated.

In the safety confirmation and evaluation device (5) according to the present disclosure, in the safety confirmation and evaluation device (1),
The evaluation unit
A first detection unit configured to detect a swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
A first evaluation unit that evaluates the left and right safety check operation based on the left and right swing angles and the swing time at a predetermined time before the entry time;
A second evaluation unit that evaluates the safety confirmation operation of the course change direction at the intersection based on the left and right swing angles and swing time at a predetermined time after the entry time;
A third evaluation unit that evaluates the driver's deceleration awareness based on the speed of the vehicle at a predetermined time before and after the entry time;
It is characterized by including an evaluation point calculation unit which calculates an evaluation point for each of the intersections based on the evaluation of the first evaluation unit, the second evaluation unit, and the third evaluation unit.

According to the safety confirmation evaluation device (5), the first evaluation unit can accurately evaluate the left and right safety confirmation operations of the driver before entering the intersection. Moreover, the safety check operation with respect to the course change direction of the driver after entering the intersection can be accurately evaluated by the second evaluation unit. Furthermore, the third evaluation unit can accurately evaluate the driver's safety confirmation awareness at the intersection. Based on the evaluations of the first evaluation unit, the second evaluation unit, and the third evaluation unit, the safety check operation in the entire intersection is highly evaluated by calculating the evaluation points for each of the intersections. be able to.

In the safety confirmation and evaluation apparatus (6) according to the present disclosure, in any one of the safety confirmation and evaluation apparatuses (2) to (5), the evaluation unit
A second detection unit that detects an upper and lower swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
When a vertical swing angle equal to or greater than a predetermined value is detected along with the left or right swing angle of at least one of the driver's face direction and the line of sight direction at predetermined times before and after the entry time. And an evaluation target exclusion unit that excludes the information from the evaluation target of the safety check operation when the information is detected.

According to the safety confirmation and evaluation device (6), up and down swings equal to or greater than a predetermined value along with the right and left swing angles of the driver's face direction or line of sight direction at predetermined times before and after the entry time. When an angle is detected, the information when the upper and lower swing angles are detected is excluded from the evaluation target of the safety check operation. Therefore, it is possible to exclude from the evaluation object the case where the driver looks aside, for example, when the driver operates the smartphone and faces downward, and the accuracy of the evaluation can be enhanced.

In the safety confirmation and evaluation device (7) according to the present disclosure, in the safety confirmation and evaluation device (1),
A vehicle speed acquisition unit that acquires the speed of the vehicle at a predetermined point before the intersection;
A road type determination unit that determines the type of road based on the speed of the vehicle acquired by the vehicle speed acquisition unit;
An evaluation condition table storage unit in which evaluation conditions for the safety confirmation operation to be performed by the driver are set for each type of road, and these evaluation conditions are tabulated and stored.
And an evaluation condition switching unit that switches the evaluation condition according to the type of the road determined by the road type determination unit,
The evaluation unit is characterized in that the safety confirmation operation of the driver is evaluated based on the evaluation condition switched by the evaluation condition switching unit.

According to the safety confirmation evaluation device (7), the type of the road is determined based on the speed of the vehicle at a predetermined point before the intersection, and the evaluation condition is switched according to the type of the determined road. The driver's safety confirmation operation is evaluated based on the switched evaluation condition.
For example, at the intersection of a wide road and the intersection of a narrow road, the safety check operation required when turning the intersection is not necessarily the same. Therefore, by using the evaluation condition according to the type of the road, the evaluation of the safety confirmation operation of the driver at the intersection can be performed more accurately.

In the safety confirmation and evaluation device (8) according to the present disclosure, in the safety confirmation and evaluation device (7),
The vehicle speed acquisition unit
The speed of the vehicle at a point before the intersection passing time estimated from the angular velocity of the vehicle by a predetermined time, or the speed of the vehicle at a point before the intersection passing time by a predetermined distance And

According to the safety confirmation evaluation device (8), the speed of the vehicle at a point before the intersection passing time estimated from the angular velocity of the vehicle by a predetermined time, or at the point at a predetermined distance before the point at the intersection passing time By using the speed of the vehicle to determine the type of the road, the type of the road can be easily determined without using map information or the like.

Further, in the safety confirmation evaluation device (9) according to the present disclosure, in the safety confirmation evaluation device (7) or (8), whether the road type determination unit is a main road or a living road as the type of the road It is characterized in that

According to the safety confirmation evaluation device (9), since the road type determination unit determines whether the type of the road is a trunk road or a living road, according to the trunk road or the living road The driver's safety check operation can be more accurately evaluated under the set evaluation conditions.

In the safety confirmation and evaluation device (10) according to the present disclosure, any one of the safety confirmation and evaluation devices (2) to (6) is:
The evaluation unit
An angle change calculation unit that calculates an angle change amount of the vehicle after the entry time;
Safety of the course change direction at the intersection based on the left and right swing angle and swing time acquired while the angle change amount of the vehicle calculated by the angle change calculation unit reaches a predetermined value And a fourth evaluation unit that evaluates the confirmation operation.

According to the safety confirmation evaluation device (10), the course change at the intersection based on the left and right swing angle and swing time acquired before the angle change amount of the vehicle reaches a predetermined value The safety check action of the direction is evaluated. Therefore, the situation where the vehicle turns right or left at the intersection and the safety confirmation operation of the driver can be corresponded more accurately, and the safety confirmation in the course change direction of the driver after entering the intersection Motion can be evaluated more accurately.

An on-vehicle apparatus according to the present disclosure is an on-vehicle apparatus mounted on a vehicle,
A camera unit for capturing an image of a driver of the vehicle;
An image information detection unit that detects information on at least one of the direction of the face or the direction of the line of sight of the driver from the image captured by the camera unit;
An image information storage unit for storing the information detected by the image information detection unit;
A vehicle behavior detection unit that detects the behavior of the vehicle;
A vehicle behavior storage unit for storing the vehicle behavior detected by the vehicle behavior detection unit;
An output unit that outputs the information stored in the image information storage unit and the vehicle behavior stored in the vehicle behavior storage unit to a safety confirmation evaluation device that evaluates the safety confirmation operation of the driver. It is characterized by

According to the on-vehicle apparatus, the information and the vehicle behavior can be output to the safety confirmation and evaluation apparatus, and the safety confirmation and evaluation apparatus can perform the evaluation of the safety confirmation operation of the driver. The processing load of the in-vehicle apparatus can be reduced.

Further, a safety confirmation and evaluation system according to the present disclosure is characterized by including any one of the safety confirmation and evaluation devices (1) to (10) and the on-vehicle device.

According to the safety confirmation and evaluation system, the safety confirmation and evaluation devices (1) to (10) and the in-vehicle devices are included. In addition, the processing load on the in-vehicle apparatus can be reduced, and a system that can be introduced at low cost can be constructed.

The safety confirmation evaluation method according to the present disclosure is a safety confirmation evaluation method for evaluating the safety confirmation operation of the driver of the vehicle,
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
And performing an evaluation step of evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.

According to the safety confirmation evaluation method, since the safety confirmation operation of the driver is evaluated based on the information acquired at a predetermined time before and after the entry time, the safety confirmation operation of the driver at the intersection is Accurate evaluation can be made based on information on the direction of the driver's face and / or the direction of the line of sight.

Further, a safety confirmation evaluation program according to the present disclosure is a safety confirmation evaluation program for causing at least one computer to execute processing for evaluating a safety confirmation operation of a driver of a vehicle, the at least one computer being
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
The program is characterized in that it is a program for performing an evaluation step of evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.

According to the safety confirmation evaluation program, the safety confirmation operation of the driver is evaluated based on the information acquired at a predetermined time before and after the entry time, so the safety confirmation operation of the driver at the intersection is It is possible to realize the safety confirmation evaluation device capable of accurately evaluating based on the information of the direction of the driver's face and / or the direction of the line of sight. The safety confirmation evaluation program may be a program stored in a storage medium or may be a program that can be transferred via a communication network.

A computer readable storage medium according to the present disclosure is a computer readable storage medium storing a safety verification evaluation program for causing at least one computer to execute a process of evaluating the safety verification operation of the driver of the vehicle. There,
On the at least one computer
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
A program for executing the evaluation step of evaluating the safety confirmation operation of the driver is stored based on the information acquired at a predetermined time before and after the entry time.

According to the computer-readable storage medium, by causing the at least one computer to read the program and executing the steps, the information is acquired based on the information acquired before and after the entry time. Since the driver's safety confirmation operation is evaluated, it is possible to accurately evaluate the driver's safety confirmation operation at the intersection based on at least one of the driver's face direction and / or gaze direction. Can be realized.

It is the schematic which shows the application example of the safety confirmation evaluation system which concerns on embodiment (1). It is a block diagram which shows an example of the hardware constitutions of the vehicle-mounted apparatus used with the safety confirmation evaluation system which concerns on embodiment (1). It is a block diagram which shows an example of the hardware constitutions of the server apparatus used with the safety confirmation evaluation system which concerns on embodiment (1). It is a block diagram which shows an example of a structure of the intersection estimation part with which the server apparatus based on Embodiment (1) is equipped. It is a block diagram which shows an example of a structure of the safety confirmation evaluation part with which the server apparatus which concerns on embodiment (1) is equipped. It is a timing chart for demonstrating the estimation method of the approach time to the intersection performed by the safety confirmation evaluation system which concerns on embodiment (1). (A) to (c) are timing charts for explaining a method of evaluating the safety check operation performed by the server device according to the embodiment (1). It is a flowchart which shows the processing operation which the vehicle-mounted apparatus in the safety confirmation evaluation system which concerns on embodiment (1) performs. It is a flowchart which shows the processing operation which the vehicle-mounted apparatus in the safety confirmation evaluation system which concerns on embodiment (1) performs. It is a flowchart which shows the processing operation which the server apparatus in the safety confirmation evaluation system which concerns on embodiment (1) performs. It is a flowchart which shows the processing operation of the safety confirmation evaluation which the server apparatus in the safety confirmation evaluation system which concerns on embodiment (1) performs. It is a block diagram which shows an example of the hardware constitutions of the server apparatus used with the safety confirmation evaluation system which concerns on embodiment (2). It is a data block diagram which shows an example of the evaluation condition table memorize | stored in an evaluation condition table memory | storage part. It is a flowchart which shows the road classification determination processing operation which the server apparatus which concerns on embodiment (2) performs. It is a flowchart which shows another road classification determination processing operation which the server apparatus which concerns on embodiment (2) performs. It is a flowchart which shows the processing operation of the safety confirmation evaluation which the server apparatus which concerns on embodiment (2) performs. It is a block diagram which shows an example of a structure of the safety confirmation evaluation part with which the server apparatus based on Embodiment (3) is equipped. It is a data block diagram which shows an example of the evaluation condition table memorize | stored in an evaluation condition table memory | storage part. It is a flowchart which shows the processing operation of the safety confirmation evaluation which the server apparatus based on Embodiment (3) performs.

Hereinafter, embodiments of a safety confirmation evaluation apparatus, an in-vehicle apparatus, a safety confirmation evaluation system including these, a safety confirmation evaluation method, a safety confirmation evaluation program, and a storage medium according to the present invention will be described based on the drawings.

[Example of application]
FIG. 1 is a schematic view showing an application example of the safety confirmation evaluation system according to the embodiment (1).
The safety confirmation evaluation system 1 is a system for evaluating the safety confirmation operation of the driver of the vehicle 2 and acquired by the on-vehicle devices 10 mounted on at least one or more vehicles 2 and each on-vehicle devices 10 It is configured to include at least one or more server devices 40 that process data. The server device 40 is an example of the “safety confirmation evaluation device” in the present invention.

The vehicle 2 in which the in-vehicle device 10 is mounted is not particularly limited. In this application example, a vehicle managed by a company operating various businesses may be targeted. For example, a truck managed by a transportation company, a bus managed by a bus company, a taxi managed by a taxi company, a car sharing vehicle managed by a car sharing company, a rental car managed by a car rental company, a company owned Some company vehicles can be targeted.

The in-vehicle device 10 and the server device 40 may be configured to be able to communicate via the communication network 3. The communication network 3 may include a wireless communication network such as a mobile telephone network (3G / 4G) including a base station or a wireless LAN (Local Area Network), a wired communication network such as a public telephone network, the Internet, or a dedicated network. Etc. may be included.

In addition, a terminal device 80 (hereinafter, referred to as a provider terminal) of a provider who manages the vehicle 2 may be configured to be able to communicate with the server device 40 via the communication network 3. The business operator terminal 80 may be a personal computer provided with a communication function, or may be a portable information terminal such as a mobile phone, a smartphone, or a tablet device.

In the safety confirmation evaluation system 1, the server device 40 performs a process of estimating the intersection approach time of the vehicle 2 (hereinafter, also referred to as an approach time). For example, the server device 40 may accumulate angular velocity data of the vehicle 2 acquired by the on-vehicle device 10, and estimate the entry time based on the accumulated angular velocity data of the vehicle 2. The entry time is, in other words, the time when the vehicle 2 starts turning to the right (left turning start time), and is a boundary time for evaluating the driver's safety confirmation operation before and after entering the intersection. It also has a role as

In addition, an intersection is, for example, a branch point where two or more roads intersect with a road, and may include T-shaped roads and Y-shaped roads in addition to crossroads (four-fork roads). May include intersections of Also, there are no traffic lights or pedestrian crossings. In other words, an intersection includes a point at which the vehicle 2 switches the traveling direction by turning right or left, and a path that leads to a road and a roadside facility (store, parking lot, etc.) in addition to the above intersection May also include an intersection point of the roadside facilities. The passage leading to the roadside facility may include a sidewalk portion.

Furthermore, the server device 40 accumulates information of at least one of the direction of the face or the direction of the line of sight of the driver of the vehicle 2 acquired by the on-vehicle device 10 (hereinafter, also referred to as direction information). A process is performed to evaluate the driver's safety check operation based on the direction information acquired at a predetermined time before and after the entry time. For example, the server device 40 performs processing of respectively evaluating the safety confirmation operation of the driver at a predetermined time before the entry time and a predetermined time after the entry time, and stores these evaluation results.

Then, for example, when there is a request from the business operator terminal 80, processing of providing information such as the evaluation result of the safety check operation of the driver of the vehicle 2 to the business operator terminal 80 via the communication network 3 is performed.

According to the safety confirmation evaluation system 1, without using intersection information such as a map database, it is possible to estimate the time when the vehicle 2 enters an intersection with a simple and low-cost configuration using angular velocity data of the vehicle 2. It becomes possible.

Further, according to the server device 40, the driver's safety check operation is evaluated based on the direction information acquired at a predetermined time before and after the estimated entry time. Therefore, it becomes possible to appropriately evaluate the safety confirmation behavior of the driver before and after entering the intersection from at least one of the direction of the driver's face and the direction of the line of sight.

[Example of configuration]
FIG. 2 is a block diagram showing an example of a hardware configuration of the in-vehicle apparatus 10 used in the safety confirmation evaluation system 1 according to the embodiment (1).
The on-vehicle apparatus 10 according to the embodiment (1) includes a camera unit 11, a control unit 20, and a storage unit 30. The image of the driver is captured by the camera unit 11, and the captured image is analyzed by the control unit 20. For example, at least one of the direction of the driver's face or the direction of the line of sight is analyzed.

Further, the in-vehicle device 10 may be equipped with an inertial sensor 12 for detecting an inertial force of the vehicle 2, a GPS (Global Positioning System) receiver 15 as a position detection unit, or a speaker 16 as an audio output unit. , Communication unit 17 and external interface (external I / F) 18 may be equipped. The inertial sensor 12 and the GPS receiver 15 are examples of the "vehicle behavior detection unit" in the present invention.

The camera unit 11 includes, for example, a lens unit (not shown), an imaging element unit, a light irradiation unit, an interface unit, a camera control unit that controls these units, and the like. The imaging element unit includes, for example, an imaging element such as a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS), a filter, a microlens, and the like. The imaging element unit may include an infrared sensor such as a CCD, a CMOS, or a photodiode capable of receiving a light in a visible region to form a captured image and forming ultraviolet light or infrared light to form a captured image. The light irradiator includes a light emitting element such as an LED (Light Emitting Diode), and may use an infrared LED or the like so that the driver's condition can be imaged regardless of day or night. The camera unit 11 may be a monocular camera or a stereo camera.

The camera control unit includes, for example, a central processing unit (CPU), a memory, an image processing circuit, and the like. The camera control unit controls the imaging device unit and the light emitting unit to emit light (for example, near infrared rays) from the light emitting unit, and controls the imaging device unit to capture the reflected light I do. The camera unit 11 captures an image at a predetermined frame rate (for example, 30 to 60 frames per second), and data of the image captured by the camera unit 11 is output to the control unit 20.

The inertial sensor 12 includes an angular velocity sensor 13 that detects the angular velocity of the vehicle 2. The angular velocity sensor 13 can detect at least an angular velocity corresponding to rotation around the vertical axis (yaw direction), that is, a sensor capable of detecting angular velocity data corresponding to rotation (turning) of the vehicle 2 in the left and right direction. (Also referred to as a yaw rate sensor) can be used.

Further, the angular velocity sensor 13 is a two-axis gyro sensor that detects an angular velocity around a horizontal axis (pitch direction) in the horizontal direction as well as a single-axis gyro sensor around a vertical axis. A three-axis gyro sensor that also detects the angular velocity of As these gyro sensors, optical or mechanical gyro sensors may be used in addition to vibration gyro sensors.

In addition, the detection direction of the angular velocity around the vertical axis of the angular velocity sensor 13 may be set, for example, clockwise as positive and counterclockwise as negative. In this case, when the vehicle 2 turns rightward, positive angular velocity data is detected, and when the vehicle 2 turns leftward, negative angular velocity data is detected. The angular velocity sensor 13 detects an angular velocity at a predetermined cycle (for example, a cycle of 33 ms), and the detected angular velocity data is stored in the inertia data storage unit 32 of the storage unit 30 in association with the detection time.

In addition, the inertial sensor 12 may be configured to include the acceleration sensor 14 that detects the acceleration of the vehicle 2, or the angular velocity sensor 13 and the acceleration sensor 14 may be mounted in one package. As the acceleration sensor 14, a three-axis acceleration sensor that detects acceleration in three directions of the XYZ axes may be used, or a two-axis or one-axis acceleration sensor may be used. As the three-axis acceleration sensor, in addition to the electrostatic capacitance type, a semiconductor resistance acceleration sensor such as a piezoresistive type may be used. The acceleration data detected by the acceleration sensor 14 may be stored in the inertia data storage unit 32 in association with the detection time.

The GPS receiver 15 receives GPS signals from artificial satellites at predetermined intervals via the antenna 15a, and detects position data (latitude, longitude) of the current location. The position data detected by the GPS receiver 15 is stored in the position data storage unit 33 of the storage unit 30 in association with the position detection time. The device for detecting the position of the vehicle 2 of the vehicle 2 is not limited to the GPS receiver 15. For example, it may be a positioning device compatible with GPS, other satellite positioning systems such as Japanese Quasi-Zenith Satellite, Glonass of Russia (GLONASS), Galileo of Europe, and Compass of China.

The communication unit 17 is an example of the “output unit” in the present invention, and includes a communication module for outputting data to the server device 40 through the communication network 3.

The external I / F 18 is configured to include, for example, an interface circuit and a connection connector for exchanging data and signals with an on-vehicle device (not shown) such as a camera outside the vehicle for imaging the outside of the vehicle.

The control unit 20 may include the image information detection unit 21 and may further include the time t0 detection unit 22, the vehicle speed calculation unit 23, and the time t0 cancellation unit 24. The control unit 20 includes, for example, one or more hardware processors such as a CPU.

The control unit 20 performs a process of storing various data acquired by the in-vehicle apparatus 10 in the storage unit 30. Further, the control unit 20 reads various data and programs stored in the storage unit 30 and executes the program to obtain the image information detection unit 21, the time t 0 detection unit 22, the vehicle speed calculation unit 23, and the time t 0. The operation of the cancellation unit 24 is realized.

The image information detection unit 21 performs a process of detecting at least one of the direction of the driver's face or the direction of the line of sight (direction information) from the image captured by the camera unit 11 or the like. The image information detection unit 21 may be configured to include, for example, an image processing processor and the like. The orientation information and the like detected by the image information detection unit 21 are stored in the image information storage unit 31. In addition, the image information storage unit 31 may store an image captured by the camera unit 11, an imaging time thereof, and the like in association with the direction information.

The direction of the driver's face is, for example, a pitch angle that is an angle (up and down direction) around the driver's face X axis (right and left axis) and an angle (right and left around the face Y axis (upper and lower axis) (Yaw) angle, which is the orientation of), and a Roll angle, which is the angle (right and left inclination) around the Z axis (front and rear axis) of the face, including at least the pitch angle indicating the left and right orientation. . Further, these angles can be indicated by angles with respect to a predetermined reference direction, and for example, the reference direction may be set in the front direction of the driver.

In addition, the direction of the driver's line of sight is, for example, a line-of-sight vector on a three-dimensional coordinate estimated from the relationship between the direction of the driver's face and the information of the eye area (eg, positions of eyes, corners and pupils) It can be indicated by V (three-dimensional vector) or the like. The line-of-sight vector V is, for example, a pitch angle that is an angle (vertical direction) around the X axis (horizontal axis) of the driver's face, a yaw that is an angle (horizontal direction) around the face Y axis (vertical axis) The information may be estimated from at least one of a corner and a roll angle which is an angle (right and left inclination) about the Z axis (front and rear axis) of the face and the information of the eye area. Also, the line-of-sight vector V indicates a part of the value of the three-dimensional vector in common with the value of the vector of the face direction (for example, common to the origin of the three-dimensional coordinates) It may be indicated by the relative angle (relative value of vector of face orientation).

The time t0 detection unit 22 performs a process of detecting a time t0 at which the angular velocity data detected by the angular velocity sensor 13 exceeds a predetermined angular velocity threshold value ωth.

The vehicle speed calculation unit 23 performs processing of calculating the speed of the vehicle 2 using position (longitude, latitude) data detected by the GPS receiver 15.

The time t0 cancellation unit 24 cancels the time t0 when the vehicle speed of the vehicle 2 at the time t0 detected by the time t0 detection unit 22 is equal to or higher than a predetermined speed. In addition, if time t0 detected by time t0 detection unit 22 has not passed a predetermined time or more from time t0 'detected last time, in other words, if the detection interval at time t0 is less than a predetermined time, this time A process of canceling time t0 of may be performed.

The storage unit 30 includes an image information storage unit 31, an inertia data storage unit 32, a position data storage unit 33, and a program storage unit 34. The inertia data storage unit 32 and the position data storage unit 33 are examples of the “vehicle behavior storage unit” in the present invention.

The storage unit 30 includes, for example, one or more storage devices such as a random access memory (RAM), a read only memory (ROM), a flash memory, a solid state drive (SSD), and a hard disk drive (HDD). In addition, the storage unit 30 may include a removable storage device such as a memory card. The control unit 20 may be configured to include a RAM and a ROM.

The image information storage unit 31 stores information including at least one of the driver's face direction and the line-of-sight direction detected by image analysis or the like by the image information detection unit 21 of the control unit 20.

The inertial data storage unit 32 stores angular velocity data and the like detected by the angular velocity sensor 13. The position data storage unit 33 stores position (longitude, latitude) data detected by the GPS receiver 15. The program storage unit 34 stores various programs to be executed by the control unit 20.

The in-vehicle apparatus 10 can be configured in a compact configuration in which the above-described units are accommodated in one case. The in-vehicle installation location of the in-vehicle device 10 in that case is not particularly limited as long as the camera unit 11 can capture a field of view including at least the face of the driver. The in-vehicle device 10 may be installed, for example, in the steering wheel column, in the vicinity of a meter panel, in the vicinity of a rearview mirror, or in the A-pillar portion, in addition to the center of the dashboard of the vehicle 2. In addition, the information including the specifications (for example, angle of view, number of pixels (vertical x horizontal), etc.) and position and orientation (for example, mounting angle, distance from a predetermined origin (such as handle center position), etc.) It may be stored in the unit 11 or the storage unit 30. Further, the camera unit 11 may be externally attached to the in-vehicle apparatus 10 in addition to the embodiment integrally formed with the in-vehicle apparatus 10.

FIG. 3 is a block diagram showing an example of the hardware configuration of the server device 40 used in the safety confirmation evaluation system 1 according to the embodiment (1).
The server device 40 according to the embodiment includes, for example, a communication unit 41, a control unit 50, and a storage unit 70.

The communication unit 41 is a device that performs communication control for transmitting and receiving various data and signals to and from external devices such as the in-vehicle device 10 and the business operator terminal 80 via the communication network 3. It is configured.

The control unit 50 includes an intersection estimation unit 51, an information acquisition unit 56, and a safety check evaluation unit 57. The control unit 50 includes, for example, one or more hardware processors such as a CPU. The safety confirmation evaluation unit 57 is an example of the “evaluation unit” in the present invention.

The storage unit 70 includes an image information storage unit 73, an evaluation information storage unit 74, and a program storage unit 75, and may further include an inertial data storage unit 71 and a position data storage unit 72. The storage unit 70 is configured of, for example, one or more mass storage devices such as HDDs and SSDs.

The inertial data storage unit 71 stores angular velocity data (including data at time t0) acquired from the in-vehicle device 10, and the like. The position data storage unit 72 stores position data (longitude, latitude) and the like detected by the GPS receiver 15 acquired from the in-vehicle device 10. The image information storage unit 73 stores image information including the direction information acquired from the in-vehicle apparatus 10. The evaluation information storage unit 74 stores information such as the evaluation result of the driver's safety check operation at each intersection. The program storage unit 75 also stores various programs to be executed by the control unit 50.

The control unit 50 performs processing of storing various data acquired from the in-vehicle apparatus 10 in the storage unit 70. Further, the control unit 50 reads out various data and programs stored in the storage unit 70 and executes the program to realize the operations of the intersection estimation unit 51, the safety check evaluation unit 57, and the like.

FIG. 4 is a block diagram showing an example of the configuration of the intersection estimation unit 51 provided in the server device 40. As shown in FIG.
The intersection estimation unit 51 may include the integral value calculation unit 52 and the time t5 detection unit 53, and may further include the time t5 detection stop unit 54 and the direction estimation unit 55. The intersection estimation unit 51 performs processing of estimating the time of entry of the vehicle 2 into the intersection based on the angular velocity data of the vehicle 2 stored in the inertia data storage unit 71 of the storage unit 70.

The integral value calculator 52 calculates an integral value of angular velocity data for a predetermined time before and after time t0 indicating a crossing intersection time. The time t5 detection unit 53 detects a time t5 at which the integral value calculated by the integral value calculation unit 52 has reached a predetermined integration ratio, and performs a process of estimating the time t5 as an entry time to an intersection.

The time t5 detection stop unit 54 performs processing to stop the detection of the entry time t5 by the time t5 detection unit 53 when the integral value calculated by the integral value calculation unit 52 is not within the range of the predetermined road intersection angle. .

The direction estimating unit 55 estimates the turning direction of the vehicle 2 based on the positive and negative of the integrated value calculated by the integrated value calculating unit 52. In an example of the present embodiment, when the integral value is positive, it is estimated to be right turn, and when the integral value is negative, it is estimated to be left turn.

FIG. 5 is a block diagram showing an example of the configuration of the safety confirmation evaluation unit 57 provided in the server device 40. As shown in FIG.
The safety confirmation evaluation unit 57 performs processing for evaluating the safety confirmation operation of the driver within a predetermined time before and after the entry time t5 estimated by the intersection estimation unit 51. The safety confirmation evaluation unit 57 includes a first detection unit 58, a first evaluation unit 59, a second evaluation unit 60, a third evaluation unit 61, and an evaluation point calculation unit 62, and further, a second detection unit 63. And the evaluation target exclusion unit 64 may be configured.

Based on the direction information stored in the image information storage unit 73, the first detection unit 58 swings at least one of the driver's face direction and / or line of sight direction within a predetermined time before and after the entry time t5. Detect angle and swing time. For example, the first detection unit 58 detects a change with time of the direction information acquired within a predetermined time before and after the entry time t5.

The first evaluation unit 59 performs processing for evaluating the left and right safety check operation based on the left and right swing angles and the swing time at a predetermined time before the entry time t5. For example, the first evaluation unit 59 determines whether the safety confirmation in the right direction and the safety confirmation in the left direction have been performed at a predetermined time before the entry time t5. The order of detection in each of the left and right directions is not limited.

Regarding the safety confirmation in the right direction, it is determined whether the evaluation angle in the [evaluation item 1] right direction is equal to or more than a predetermined angle, and the condition in which the predetermined angle is equal to or more continues for a predetermined time or more. Determine if it is. Similarly, with regard to the safety check in the left direction, it is determined whether the swing angle in the left direction is equal to or greater than a predetermined angle, and that a state in which the tilt angle is equal to or greater than the predetermined angle is a predetermined time It is determined whether the above continues.

The second evaluation unit 60 evaluates the course change direction at the intersection, for example, the safety check operation at the right turn or the left turn based on the left and right swing angles and swing time at a predetermined time after the entry time t5. Do the processing. For example, the second evaluation unit 60 determines whether safety confirmation in the course change direction has been performed at a predetermined time after the entry time t5.

Regarding safety confirmation of the course change direction, it is determined whether the swing angle in the course change direction to turn left or right is a predetermined angle or more [evaluation item 6] the state of the predetermined angle or more is a predetermined time It is determined whether the above continues.

The third evaluation unit 61 performs a process of evaluating the driver's deceleration awareness based on the speed of the vehicle 2 at a predetermined time before and after the entry time t5. For example, the third evaluation unit 61 determines the presence or absence of deceleration awareness by determining whether the maximum value of the speed of the vehicle 2 at a predetermined time before and after [evaluation item 7] entry time t5 is equal to or lower than a predetermined upper limit speed. evaluate.

The evaluation point calculation unit 62 performs processing of calculating an evaluation point for each intersection based on the evaluation of the first evaluation unit 59, the second evaluation unit 60, and the third evaluation unit 61. For example, the evaluation point calculation unit 62 calculates the evaluation point of the intersection by totaling the evaluation points determined in each of the evaluation items 1 to 7 described above, and stores the calculated evaluation points in the evaluation information storage of the storage unit 70. The processing to be stored in the unit 74 is performed.

The second detection unit 63 is configured based on the direction information stored in the image information storage unit 73 to display at least one of the driver's face direction and the line-of-sight direction within a predetermined time before and after the entry time t5. Swing angle and swing time are detected. For example, the second detection unit 63 detects a change with time of the direction information acquired within a predetermined time before and after the entry time t5.

The evaluation target exclusion unit 64 determines, based on the detection results of the first detection unit 58 and the second detection unit 63, at least one of the direction of the driver's face or the direction of the sight line at a predetermined time before and after the entry time t5. When the upper and lower swing angles equal to or larger than a predetermined value are detected together with the left and right swing angles, processing for excluding the direction information when the upper and lower swing angles are detected from the evaluation object of the safety check operation is performed. For the upper and lower swing angles above the predetermined value, it is possible to set an angle that can be determined to be looking aside in the vertical direction.

In addition, in the server device 40 according to another embodiment, a configuration capable of providing a cloud service including a Web server operating as a presentation layer, an application server operating as an application layer, and a database server operating as a database layer is applied. Good. The configuration of the server for providing the cloud service is not limited to the three-layer structure described above.

The Web server operates as the communication unit 41. For example, the Web server processes an HTTP request requested from the browser of the business operator terminal 80, and instructs the application server to perform the corresponding processing, or the application server And the processing result is presented to the business entity terminal 80 through the browser.

The application server operates as a control unit 50. For example, in response to a request from the web server, the application server accesses the database server to search for data necessary for processing and extract data, and estimate an intersection The processing of the part 51, the safety confirmation evaluation part 57, etc. is performed.

The database server operates as the storage unit 70. For example, the database server manages various data including inertia data, image information, and evaluation information acquired from the in-vehicle apparatus 10, and data is responded to the request from the application server. Search, extract, save, etc.

[Operation example]
FIG. 6 is a timing chart for explaining a method of estimating the intersection approach time when the vehicle 2 turns left or right at the intersection in the safety check evaluation system 1 according to the embodiment (1). An example of change over time is shown.

Time t0 indicates the time when the vehicle passes through the intersection estimated from angular velocity (ω) data of the vehicle 2. Time t5 indicates an intersection approach time estimated from angular velocity data.

A time t0 indicates a time when the absolute value of the angular velocity of the vehicle 2 becomes equal to or higher than a predetermined angular velocity threshold ωth from the state where the absolute value is less than the predetermined angular velocity lower limit value ωL. The predetermined angular velocity threshold ωth is set to a value larger than the predetermined angular velocity lower limit value ωL. The angular velocity lower limit value ωL can be set, for example, to any value of 5 dps to 15 dps, and the angular velocity threshold value ωth can be set to, for example, any value from 15 dps to 50 dps. The predetermined angular velocity lower limit value ωL may be set to, for example, an angular velocity value detected when the vehicle 2 is traveling meandering in the traveling lane (the same lane). Further, the predetermined angular velocity threshold value ωth may be set, for example, to an angular velocity value detected when the vehicle 2 is turning at an intersection (during turning to the left or right). The time t0 may be detected by the on-vehicle device 10 or may be detected by the server device 40.

When the vehicle 2 turns to the left or right at an intersection, the vehicle 2 travels at a reduced speed. Therefore, when the vehicle speed at time t0 is equal to or higher than a predetermined intersection upper limit speed, it may be considered that the intersection is not turning to the left or right, and time t0 may be cancelled.

The vehicle speed at time t0 is calculated, for example, from the movement distance (change in latitude and longitude) of the detection cycle of the position data, based on the position data detected by the GPS receiver 15 of the on-vehicle apparatus 10. In this case, the detection cycle of the angular velocity by the angular velocity sensor 13 is shorter than the detection cycle of the position data by the GPS receiver 15. Therefore, in order to reduce the error of the position data at time t0, it is preferable to set the vehicle speed calculated from the position data detected immediately before time t0 as the vehicle speed at time t0.

Also, when the direction of the angular velocity changes (changes from positive to negative or from negative to positive) within a predetermined time after the angular velocity data becomes equal to or higher than the angular velocity threshold ωth, for example, within a short time of about 1 to 3 seconds For example, it may be considered that the lane has been changed due to a sudden steering operation and the time t0 may be canceled.

If the interval (time) between time t0 and the previous intersection passage time t0 'is not longer than a predetermined threshold time Th, the intersection may be considered not to be turning to the left and right, and time t0 may be cancelled. . As the predetermined threshold time Th, for example, it is possible to set a time that can be estimated that the vehicle is traveling on a road on which a curve is continuous, for example, a time of about 10 to 20 seconds.

The estimation method of the time t5 which is the intersection approach time first sets angular velocity data before and after the time t0 for a predetermined time (± n seconds) in an analysis data range for estimating the intersection approach time. That is, time t0 is the central point of the analysis data range. The ± n seconds can be set to any of ± 10 to 20 seconds, for example.

Next, the integral value θ of angular velocity data in the analysis data range is calculated. The integral value θ indicates the angle at which the vehicle 2 turns (turns to the left). At this time, only angular velocity data in which the absolute value of the angular velocity is equal to or higher than a predetermined angular velocity lower limit value ωL may be calculated. For example, an angular velocity value detected when the vehicle 2 is traveling meandering in a traveling lane (the same lane) can be set as the lower limit angular velocity value ωL. As a result, it is possible to prevent the calculated integral value θ from including the error component of the angular velocity associated with the serpentine traveling or the like.

The time at which the integral value θ of angular velocity data has reached a predetermined integral ratio θr (ratio to the integral value θ) is detected as time t5, that is, the intersection approach time. The integral ratio θr can be set, for example, to any ratio x% of 10% or less of the integral value θ of angular velocity data. The set value of the integral ratio θr may be changed according to the value of the integral value θ, or the set value of the integral ratio θr may be changed according to the change of the angular velocity at time t0-n seconds. Good. For example, when angular velocity data smaller than the angular velocity lower limit ωL and smaller than the angular velocity threshold ωth is detected during time t0-n seconds, the integration ratio θr may be changed to a value higher than the set value.

The absolute value of the integral value θ of the angular velocity data indicates an angle. If the absolute value of the integral value θ is not within the predetermined road intersection angle range, it may be regarded as not an intersection and the time t5 may be cancelled. For example, a range from the intersection angle lower limit value to the intersection angle upper limit value (for example, 40 degrees to 120 degrees) may be set in the range of the predetermined road intersection angle.

If the integrated value θ of angular velocity data in the analysis data range is a positive value, it can be determined that the vehicle is turned to the right, and if it is a negative value, the vehicle can be determined to be a left. Then, after the entry time t5 to the intersection is detected, the driver's safety confirmation operation in a predetermined time before the time t5 and in a predetermined time after the time t5 is evaluated. .

FIG. 7 is a timing chart for explaining the evaluation method of the safety check operation performed by the server device 40 according to the embodiment (1). FIG. 7A shows an example of the temporal change of the angular velocity ω of the vehicle 2 and an example of the temporal change of the swing angle θyaw in the left or right (yaw) direction of at least one of the driver's face direction and gaze direction. ing. FIG. 7 (b) shows another example of the temporal change of the swing angle θyaw in the left and right (yaw) direction, and FIG. 7 (c) shows the swing angle θyaw in the left and right (yaw) direction and the swing in the vertical (pitch) direction. The further another example of the time-dependent change of angle (theta) pitch is shown.

In the evaluation method of the safety confirmation operation at the intersection, first, direction information of a predetermined time (± m seconds) before and after the entry time t5 to the intersection is set in the evaluation range. The ± m seconds can be set to any of ± 10 to 20 seconds, for example. Next, from the image information storage unit 73 of the storage unit 70, the direction information of the predetermined time before and after the entry time t5 is read out, and the temporal change of the direction information is detected. For example, the temporal change of the left and right swing angle which is continuous in time is detected.

In the example of FIG. 7, the positive angle on the vertical axis indicates the swing angle in the direction (the course change direction) at which the traveling direction is switched at the intersection, and the negative angle indicates the swing angle in the direction opposite to the switching direction. It is assumed that For example, when making a right turn at an intersection, a positive angle indicates a swing angle in the right direction, and a negative angle indicates a swing angle in the left direction. In the determination of the swing angle, for example, it may be determined that at least one of the direction of the driver's face or the direction of the line of sight satisfies the determination condition.

Next, processing is performed to evaluate the safety check operation on the left and right based on the swing angle and swing time on the left and right in a predetermined time (for example, t5-m second) before the entry time t5.

In the example of FIG. 7, a time during which the positive swing angle indicating the course change direction is equal to or greater than the predetermined angle θp is detected in t5-m seconds [evaluation item 1]. For example, any value of 30 degrees to 40 degrees may be set as the predetermined angle θp. As a result, time x1 from time ta to time tb is detected, and time x1 becomes the swing time. Further, it is determined whether the time x1 is equal to or more than a predetermined time (for example, any time of 0.5 to 2 seconds) [evaluation item 2].

Next, during t5-m seconds, a time during which a negative swing angle indicating a direction opposite to the direction of course change is equal to or greater than a predetermined angle θm is detected [Evaluation Item 3]. For example, any value of 30 degrees to 40 degrees may be set as the predetermined angle θm. As a result, time x2 from time tc to time td is detected, and time x2 becomes the swing time. Further, it is determined whether the time x2 is equal to or more than a predetermined time (for example, any time of 0.5 to 2 seconds) [evaluation item 4].

Next, processing is performed to evaluate the safety check operation in the direction to switch the traveling direction at the intersection based on the left and right swing angles and the swing time in a predetermined time (for example, t5 + m seconds) after the entry time t5.

In the example of FIG. 7A, a time during which the positive swing angle indicating the course change direction is equal to or greater than the predetermined angle θp is detected in t5 + m seconds [evaluation item 5]. As a result, time x3 from time te to time tf is detected, and time x3 becomes the swing time. Next, it is determined whether the time x3 is equal to or longer than a predetermined time (for example, any time of 0.5 to 2 seconds) [evaluation item 6].

Next, based on the speed of the vehicle 2 in t5 ± m seconds, processing for evaluating the driver's deceleration awareness is performed. The speed of the vehicle 2 is calculated based on, for example, the position data of the vehicle 2 acquired from the in-vehicle device 10. Then, it is determined whether the speed (for example, the maximum value) of the vehicle 2 at a predetermined time before or after the entry time t5 is equal to or less than a predetermined upper limit speed (for example, any speed of 15 to 30 km / h) [evaluation item 7].

After the evaluation items 1 to 7 are evaluated, the evaluation points for each intersection are calculated. For example, if the condition of each item of the evaluation items 1 to 7 described above is satisfied, an evaluation point (1 point) is given for each item, and the total value of the evaluation points of the 7 items given is the evaluation point of the intersection. Calculation processing is performed to store the calculated evaluation points in the evaluation information storage unit 74.

Incidentally, assuming that the example of FIG. 7A shows an example when the intersection is turned to the right, the right direction (the situation of a car, a pedestrian, etc. in the right turn direction) at time x1 before the entry time t5. Is confirmed, the left direction (the situation of the car in the opposite lane) is confirmed at time x2, and the right turn direction (the situation such as the car or pedestrian in the right turn direction) is confirmed at time x3 after entry time t5. Can be determined.

In addition, the order of the safety check operation on either side in predetermined time before approach time t5 does not matter. For example, as shown in FIG. 7B, the left direction (the situation of the car in the opposite lane) is checked at time x4 from time tg to time th before entry time t5, and time from time ti to time t5 Even when the right turn direction is confirmed at time x6 from time t5 after time t5 to time tj while confirming the right direction (the situation such as a car or a pedestrian turning right) at x5, before the time t5 It is evaluated that right and left safety check operation was performed.

Further, as shown in FIG. 7C, in the predetermined time before and after time t5, the swing angle θ pitch in the vertical (pitch) direction equal to or larger than the predetermined threshold θ th is detected together with the swing angle θ yaw in the horizontal (yaw) direction. In this case, the left and right swing angles at time x7 from time tk to time tm may be excluded from the evaluation target of the safety check operation. When the swing angle in the pitch direction equal to or more than the predetermined threshold value θth is detected, it is not a safety check but the possibility of looking away is high.

FIG. 8 is a flowchart showing the processing operation performed by the control unit 20 of the in-vehicle apparatus 10 according to the embodiment (1). The present processing operation is performed, for example, at a timing at which the angular velocity sensor 13 detects an angular velocity (for example, a predetermined cycle such as 33 ms).

At step S1, the control unit 20 acquires angular velocity data detected by the angular velocity sensor 13. At next step S2, the control unit 20 determines whether or not the absolute value of the angular velocity is equal to or greater than a predetermined angular velocity threshold ωth. That is, it is determined whether or not the angular velocity threshold value ωth is equal to or greater than the predetermined angular velocity threshold value ωth for the first time from the state of being less than the predetermined angular velocity lower limit value ωL.

In step S2, if the control unit 20 determines that the absolute value of the angular velocity is less than the predetermined angular velocity threshold ωth, the process proceeds to step S10, and in step S10, the acquired angular velocity data is associated with its detection time to perform inertia. A process of storing the data in the data storage unit 32 is performed, and thereafter, the process proceeds to step S11.

On the other hand, if the controller 20 determines in step S2 that the absolute value of the angular velocity is equal to or greater than the predetermined angular velocity threshold ωth, the process proceeds to step S3. In step S3, the control unit 20 detects time t0 (intersection passing time) when the absolute value of the angular velocity becomes equal to or greater than a predetermined angular velocity threshold ωth, sets the intersection passing flag F to 1, and proceeds to step S4.

In step S4, control unit 20 detects the speed (vehicle speed) of vehicle 2 at time t0. The vehicle speed is calculated based on, for example, position data detected by the GPS receiver 15 immediately before time t0. In the next step S5, the control unit 20 determines whether the vehicle speed at time t0 is equal to or less than a predetermined intersection upper limit speed. As the predetermined upper limit intersection speed, for example, it is possible to set a low speed value preferable for confirming safety in the intersection.

In step S5, if the control unit 20 determines that the vehicle speed at time t0 is equal to or lower than a predetermined intersection upper limit speed, the process proceeds to step S6. In step S6, the control unit 20 reads the previous intersection passage time (time t0 ') from the inertia data storage unit 32, and in the next step S7, from the previous time t0' to the present time t0. It is determined whether or not the interval (time) of has exceeded a predetermined time. In the predetermined time, it is possible to estimate that the vehicle travels on a road on which the angular velocity of the vehicle 2 changes in a short time, for example, a road on which curves such as winding road are continuous (for example, a value of about 10 to 20 seconds) ) Can be set.

In step S7, if the control unit 20 determines that the interval from the previous time t0 'to the current time t0 is equal to or longer than a predetermined time, the process proceeds to step S8. In step S8, the control unit 20 stores the acquired angular velocity data, the intersection passage time t0, and the intersection passage flag F = 1 in association with each other in the inertia data storage unit 32, and the process proceeds to step S11.

On the other hand, in step S5, if the control unit 20 determines that the vehicle speed at time t0 is higher than the predetermined intersection upper limit speed, that is, it travels a curved road (curved road) instead of the intersection. move on. In step S7, the control unit 20 determines that the interval from the previous time t0 'to the current time t0 is less than a predetermined time, for example, the vehicle travels on a road where the angular velocity changes in a short time. For example, it progresses to step S9.

In step S9, the control unit 20 cancels the intersection passage time (time t0) detected in step S3. In this case, the intersection passage flag F is set to 0, and then the process proceeds to step S10. In step S10, the control unit 20 associates the angular velocity data acquired in step S1 with the detection time and stores the data in the inertia data storage unit 32, and the process proceeds to step S11.

In step S11, it is determined whether or not it is time to transmit the angular velocity data stored in the inertia data storage unit 32 to the server device 40, for example, a predetermined time (for example, 1 minute to If it is determined that the transmission timing has not come, then the process ends, and if it is determined that the transmission timing has come, the process proceeds to step S12.

In step S12, the control unit 20 transmits the data stored in the inertia data storage unit 32 (angular velocity data for a predetermined time, data such as detection time, intersection passage time t0, intersection passage flag F, etc.) to the server device 40. Perform the process and then finish the process. In step S12, the position data stored in the position data storage unit 33 may be transmitted to the server device 40 together with the data stored in the inertia data storage unit 32.

On the other hand, the server device 40 receives the data transmitted from the on-vehicle device 10, performs processing of storing the data in the inertial data storage unit 71, and stores the position data of the storage unit 70 when the position data is received. A process of storing in the unit 72 is performed.

Among the processes of steps S1 to S12, the processes of steps S4 and S5 may be omitted, or the processes of steps S6 and S7 may be omitted, or steps S4 to S7 and The process in step S9 may be omitted.

In addition to the data stored in the inertia data storage unit 32, the data stored in the position data storage unit 33 and the data stored in the image information storage unit 31 in the data transmission process to the server device 40 in step S12. May be sent.

Further, the processing in steps S11 and S12 is omitted, and the data stored in the inertial data storage unit 32 in steps S8 and S10 is stored in a removable storage device such as a memory card, and after traveling, the data is stored in the memory card. The stored data may be read by the provider terminal 80 and transmitted from the provider terminal 80 to the server device 40.

FIG. 9 is a flowchart showing the processing operation performed by the control unit 20 of the in-vehicle apparatus 10 according to the embodiment (1). This processing operation is performed, for example, at the timing when an image is captured by the camera unit 11 (for example, every frame or every frame at a predetermined interval).

First, in step S21, the control unit 20 acquires an image captured by the camera unit 11, and in the next step S22, processing for detecting a driver's face (for example, a face area) from the acquired image is performed. Then, the process proceeds to step S23. Although the method of detecting the face from the image is not particularly limited, it is preferable to adopt the method of detecting the face at high speed and with high accuracy.

In step S23, the control unit 20 performs processing for detecting the position and shape of face organs such as eyes, nose, mouth, and eyebrows from the area of the face detected in step S22. Although a method for detecting a face organ from a face area in an image is not particularly limited, it is preferable to adopt a method capable of detecting a face organ at high speed and with high accuracy. For example, a method may be employed in which the control unit 20 creates a three-dimensional face shape model, fits this to the area of the face on the two-dimensional image, and detects the position and the shape of each organ of the face. According to this method, it is possible to accurately detect the position and shape of each organ of the face regardless of the installation position of the camera unit 11 or the orientation of the face in the image. As a technique for fitting a three-dimensional face shape model to the face of a person in an image, for example, the technique described in JP-A-2007-249280 can be applied, but it is not limited thereto.

In the next step S24, the control unit 20 detects the direction of the driver's face based on the data of the position and shape of each organ of the face obtained in step S23. For example, the pitch angle of vertical rotation (around X axis), yaw angle of horizontal rotation (around Y axis), and roll angle of total rotation (around Z axis) included in the parameters of the three-dimensional face shape model It may be detected as information on the direction of the driver's face.

In step S25, the control unit 20 determines the direction of the driver's face determined in step S24, and the position and shape of the driver's face organ determined in step S23, in particular the eye feature points (eye corners, eyes, pupil) The direction of the line of sight is detected based on the position and shape, and then the process proceeds to step S26.

The direction of the line of sight is, for example, the direction of the face and the feature quantities of the eye image in the direction of the line of sight (eye corner, eye corner, relative position of pupil, or relative position between white eye and black eye, etc.) Learning may be performed using a learning device, and detection may be performed by evaluating the degree of similarity with the learned feature data. Alternatively, using the fitting result of the three-dimensional face shape model or the like, the size of the eye and the center position are estimated from the size and direction of the face and the position of the eye, and the position of the pupil (black eye) is detected. A vector connecting the center of the image and the center of the pupil may be detected as the gaze direction.

In step S26, the control unit 20 associates the direction of the driver's face detected in step S24, the direction of the driver's line of sight detected in step S25 (direction information) with the image and the imaging time, The image information is stored in the image information storage unit 31 as image information, and then the process proceeds to step S27.

In step S27, the control unit 20 determines whether it is time to transmit the image information stored in the image information storage unit 31 to the server device 40, for example, a predetermined time (for example, one minute to If it is determined that the transmission timing has not come, then the process ends, and if it is determined that the transmission timing has come, the process proceeds to step S28.

In step S28, the process of transmitting the image information (the direction information of the predetermined time, the image thereof, and information such as the imaging time) stored in the image information storage unit 31 is performed to the server device 40, and the process ends.

On the other hand, the server device 40 acquires the image information transmitted from the in-vehicle device 10 in step S29, and stores the image information in the image information storage unit 73 in step S30.

Among the processes of steps S21 to S28, the process of step S24 may be omitted, or the process of step S25 may be omitted. Further, the processes of steps S27 and S28 are omitted, and the image information stored in the image information storage unit 31 in step S26 is stored in a removable storage device such as a memory card, and after traveling, stored in the memory card The provider information may be read by the provider terminal 80 and transmitted from the provider terminal 80 to the server device 40.

FIG. 10 is a flowchart showing the processing operation performed by the control unit 50 in the server device 40 according to the embodiment (1). This processing operation may be performed, for example, at the timing when data is received from the in-vehicle device 10 (for example, a cycle of about 1 to 5 minutes), or may be performed every predetermined time determined on the server device 40 side. It may be executed when there is a request from the business operator terminal 80.

First, in step S31, the control unit 50 extracts the intersection passage time (time t0) to which the intersection passage flag F = 1 is added from the data accumulated in the inertia data accumulation unit 71 of the storage unit 70, and step S32 Go to In step S32, the control unit 50 stores angular velocity data before and after time t0 for a predetermined time (for example, time t0 ± n seconds) as an analysis data range for estimating the entry time to the intersection (time t5). Then, the process proceeds to step S33.

In step S33, the control unit 50 performs processing of integrating angular velocity data for a predetermined time before and after time t0. In the integration process, only angular velocity data may be integrated in which the absolute value of the angular velocity is equal to or higher than a predetermined angular velocity lower limit value ωL. For example, an angular velocity detected when the vehicle 2 travels meandering in a traveling lane (the same lane) may be set as the predetermined lower limit angular velocity value ωL.

In step S34, the control unit 50 determines whether the absolute value (angle) of the integral value θ of the angular velocity data calculated in step S33 is within the range of a predetermined road intersection angle. For example, a range from the intersection angle lower limit value to the intersection angle upper limit value (for example, 40 degrees to 120 degrees) may be set in the range of the predetermined road intersection angle.

In step S34, when the control unit 50 determines that the absolute value of the integral value θ of the angular velocity data is not within the predetermined road intersection angle range, the detection of the intersection approach time (time t5) is canceled and step S40. Go to The case of not being within the range of the predetermined road intersection angle is, for example, when traveling on a road with a gently curved or a sharp curve, or when the lane is changed to an adjacent lane.

On the other hand, in step S34, if the control unit 50 determines that the absolute value of the integral value θ of the angular velocity data is within the range of the predetermined road intersection angle, the process proceeds to step S35. In step S35, the control unit 50 detects time t5 at which the integrated value of the angular velocity data has reached a predetermined integration ratio θr. In the next step S36, the control unit 50 estimates time t5 detected in step S35 as the intersection approach time, and the process proceeds to step S37.

The predetermined integration ratio θr may be set to any ratio x% of 10% or less of the integration value θ. For example, when the absolute value of the integral value θ calculated in step S33, ie, the angle is 90 degrees, the angle is 90 × (x / 100) degrees with respect to the time t5 when the predetermined integration ratio θr reaches x%. This time is estimated as the time of approach to the intersection.

In step S37, the control unit 50 determines the right / left turn direction (right turn or left turn) of the vehicle 2 based on the positive / negative of the integral value θ calculated in step S33. In the next step S38, the control unit 50 associates the entry time (time t5) of the vehicle 2 with the turning direction and stores it in the evaluation information storage unit 74, and the process proceeds to step S39.

In step S39, the control unit 50 performs a process of evaluating the safety confirmation operation of the driver at a predetermined time before and after the entry time t5, and then proceeds to step S40. The contents of the process of step S39 will be described with reference to FIG.

In step S40, the control unit 50 determines whether or not there is the next intersection passage time t0, and if it is determined that there is the next intersection passage time t0, the process returns to step S31 to extract all the intersection passage times t0. Repeat the process until is complete. On the other hand, if it is determined that there is no next intersection passage time t0, that is, it is determined from the accumulated data that all the intersection passage time t0 has been extracted, the process is ended thereafter.

FIG. 11 is a flowchart showing the evaluation processing operation of the safety confirmation operation performed by the control unit 50 in the server device 40 according to the embodiment (1). The evaluation point (total value) K at the intersection is cleared prior to this evaluation processing operation.

First, in step S41, the control unit 50 reads out the entry time t5 and the turning direction from the evaluation information storage unit 74, and in the next step S42, a predetermined time (± m seconds) before and after the entry time t5 from the image information storage unit 73. And the process proceeds to step S43.

At step S43, the control unit 50 detects a change with time of the direction information read at step S42. For example, based on the direction information, the temporal change of the temporally successive swing angles is detected. At this time, the swing angle in the course change direction may be set to be positive. Thereafter, the process proceeds to step S44.

In step S44, control unit 50 determines whether or not time x1 in which the positive swing angle is equal to or greater than predetermined angle θp is detected in a predetermined time (for example, t5-m seconds) prior to entry time t5. Do. The predetermined angle θp is set to an angle at which it is considered that safety has been confirmed.

In step S44, if it is determined that the time x1 is detected, the process proceeds to step S45, and in step S45, the pitch angle indicating the face direction or the line of sight direction at time x1 is a predetermined value (threshold θth ) Is determined. The predetermined value of the pitch angle is set to an angle that can be regarded as looking in the vertical direction.

If it is determined in step S45 that the pitch angle at time x1 is less than the predetermined value, the process proceeds to step S46. In step S46, the control unit 50 adds 1 to the evaluation point K, and the process proceeds to step S47.

Next, in step S47, the control unit 50 determines whether the time x1 is equal to or longer than a predetermined time (for example, any time of 0.5 to 2 seconds) at which it is considered that safety has been confirmed. If it is determined that it is the predetermined time or more, the process proceeds to step S48, 1 is added to the evaluation point K, and the process proceeds to step S49.

On the other hand, if it is determined in step S44 that the time x1 is not detected, the process proceeds to step S49. If it is determined in step S45 that the pitch angle at time x1 is equal to or greater than a predetermined value, the process proceeds to step S49. If it is determined in step S47 that the time x1 is less than the predetermined time, the process proceeds to step S49.

In step S49, the control unit 50 determines whether or not a time x2 in which the negative swing angle is equal to or greater than a predetermined angle θm is detected in a predetermined time (for example, t5-m seconds) before the entry time t5. Do. The negative swing angle indicates a swing angle in the direction opposite to the course change direction.

In step S49, if the control unit 50 determines that the time x2 is detected, the process proceeds to step S50, and whether the pitch angle indicating the face direction or the line of sight direction at the time x2 is less than a predetermined value judge. In step S50, if the control unit 50 determines that the pitch angle at time x2 is less than the predetermined value, the process proceeds to step S51, where 1 is added to the evaluation point K, and the process proceeds to step S52.

Next, in step S52, the control unit 50 determines whether or not the time x2 is equal to or longer than a predetermined time (for example, any time of 0.5 to 2 seconds) at which it is considered that safety has been confirmed. If it is determined that it is the predetermined time or more, the process proceeds to step S53, 1 is added to the evaluation point K, and the process proceeds to step S54.

On the other hand, if it is determined in step S49 that the time x2 is not detected, the process proceeds to step S54. If it is determined in step S50 that the pitch angle at time x2 is equal to or greater than a predetermined value, the process proceeds to step S54. If it is determined in step S52 that the time x2 is less than the predetermined time, the process proceeds to step S54.

In step S54, the control unit 50 determines whether or not the time x3 in which the positive swing angle is equal to or greater than the predetermined angle θp is detected in a predetermined time (for example, t5 + m seconds) after the entry time t5.

In step S54, if the control unit 50 determines that the time x3 is detected, the process proceeds to step S55. In step S55, the control unit 50 determines the face direction or the pitch angle indicating the direction of the line of sight at time x3. It is determined whether it is less than a predetermined value. In step S55, if the control unit 50 determines that the pitch angle at time x3 is less than a predetermined value, the process proceeds to step S56, where 1 is added to the evaluation point K, and the process proceeds to step S57.

Next, in step S57, the control unit 50 determines whether the time x3 is equal to or longer than a predetermined time (for example, any time of 0.5 to 2 seconds) at which it is considered that safety has been confirmed. If it is determined that it is the predetermined time or more, the process proceeds to step S58, 1 is added to the evaluation point K, and the process proceeds to step S59.

On the other hand, if it is determined in step S54 that the time x3 is not detected, the process proceeds to step S59. If it is determined in step S55 that the pitch angle at time x3 is equal to or greater than a predetermined value, the process proceeds to step S59. If it is determined in step S57 that the time x3 is less than the predetermined time, the process proceeds to step S59.

In step S59, the control unit 50 reads the position data of the vehicle 2 at a predetermined time before and after the entry time t5 from the position data storage unit 72, and uses the position data to determine a predetermined time before and after the entry time t5 (for example, ± m seconds) Calculate the vehicle speed of). In the next step S60, the control unit 50 determines whether the speed (for example, the maximum value) of the vehicle 2 at a predetermined time before or after the entry time t5 is less than or equal to a predetermined upper limit speed at which safe traveling in the intersection is possible. Do.

In step S60, if the control unit 50 determines that the vehicle speed for a predetermined time before or after the entry time t5 is less than or equal to the predetermined upper limit speed, the process proceeds to step S61, 1 is added to the evaluation point K, and the process proceeds to step S62. On the other hand, if it is determined in step S60 that the vehicle speed for a predetermined time before or after the entry time t5 is greater than the predetermined upper limit speed, then the process proceeds to step S62.

In step S62, the control unit 50 stores the added total evaluation points K (minimum 0 points, maximum 7 points) as the evaluation points K of the intersection in the evaluation information storage unit 74, and the process ends. In the evaluation information storage unit 74, the evaluation point K, the entry time t5 to the intersection, and the position coordinate data of the intersection may be stored in association with each other.

The order of the process from step S44 to step S48 and the process from step S49 to step S53 may be reversed. Also, the processes of steps S45, S50, and S55 may be omitted.

According to the safety confirmation evaluation system 1 according to the embodiment (1), the time when the vehicle 2 enters the intersection with a simple and low-cost configuration using angular velocity data without using intersection information such as a map database The driver's safety confirmation operation before and after entering the intersection can be estimated using the estimated time of entry t5 to the intersection, at least one of the driver's face direction and the line-of-sight direction. It can be evaluated appropriately based on the information.

Further, time t0 at which the angular velocity data exceeds the predetermined angular velocity threshold ωth is detected by the on-vehicle device 10, and the integral value θ of angular velocity data for a predetermined time before and after time t0 is calculated by the server device 40. Since the time t5 at which the predetermined integration ratio θr is reached is estimated as the time of entry to the intersection, the time of arrival of the vehicle 2 at the intersection can be accurately estimated.

Further, according to the server device 40, the first evaluation unit 59 can accurately evaluate the left and right safety confirmation operations of the driver before entering the intersection. In addition, the second evaluation unit 60 can accurately evaluate the safety confirmation operation with respect to the driver's course change direction after entering the intersection. Furthermore, since the driver's deceleration awareness is evaluated by the third evaluation unit 61 based on the speed of the vehicle 2 at a predetermined time before and after the entry time t5, the driver's safety confirmation awareness at the intersection is accurately evaluated. Can. Furthermore, by calculating the evaluation point of the safety confirmation operation for each intersection based on these evaluation results, the safety confirmation operation in the entire intersection can be evaluated more highly.

Further, according to the server device 40, up and down swing angles equal to or greater than a predetermined value are detected along with the left and right swing angles of at least one of the driver's face direction and the gaze direction before and after the entry time t5. In this case, the direction information when the upper and lower swing angles are detected is excluded from the evaluation target of the safety check operation. Therefore, the driver can exclude the case of looking aside such as the case of operating the smartphone and looking downward, from the evaluation object, and the accuracy of the evaluation can be enhanced.

Further, according to the server device 40, the calculation of the integral value by the integral value calculation unit 52 does not include angular velocity data less than the predetermined angular velocity lower limit value ωL, for example, small angular velocity data to the extent that it is detected in meandering travel. By doing this, it is possible to more accurately calculate the integral value when the vehicle 2 turns left or right at the intersection.

Further, according to the server device 40, when the angle indicated by the integral value θ is not within the range of the predetermined road intersection angle, for example, turning of a curved road or lane change to an adjacent lane, etc. If not, it is possible to cancel the detection of the entry time t5 to the intersection, and it is possible to improve the detection accuracy of the intersection.

Further, according to the server device 40, when the speed of the vehicle 2 at the time t0 detected by the time t0 detection unit 22 is equal to or higher than the predetermined speed, the time t0 is canceled. It can prevent that it is detected accidentally that it is a left-right turn.

Further, according to the server device 40, when the time t0 has not passed a predetermined time or more from the previously detected time t0 ', the current time t0 is cancelled, so when traveling on a road where curves continue In addition, it is possible to prevent the traveling on a curved road from being erroneously detected as an approach to an intersection.

Further, according to the in-vehicle apparatus 10, the processing load of the in-vehicle apparatus 10 is reduced by outputting the direction information and the vehicle behavior to the server apparatus 40 and causing the server apparatus 40 to evaluate the safety confirmation operation of the driver. Further, the configuration can be simplified, the vehicle 2 can be easily retrofitted, and the safety confirmation and evaluation system 1 can be introduced at low cost.

Next, a safety confirmation evaluation system according to the embodiment (2) will be described. However, the configuration of the safety confirmation evaluation system 1A according to the embodiment (2) is substantially the same as the safety confirmation evaluation system 1 according to the embodiment (1) shown in FIG. 1 except for the server device 40A. Therefore, the same symbol is attached to the configuration having the same function, and the description thereof is omitted.

In the safety confirmation evaluation system 1A, like the safety confirmation evaluation system 1, the server device 40A transmits various data including the driver's state, the position of the vehicle 2, and the behavior of the vehicle 2 transmitted from each on-vehicle device 10 The accumulated and accumulated data are used to evaluate the safety confirmation operation of each driver at the intersection. For example, using the data acquired from each in-vehicle device 10, the server device 40A executes the evaluation processing of the safety confirmation operation at each intersection passed that day after the day-to-day driving of each vehicle 2 is completed. Alternatively, the evaluation process of the safety confirmation operation at each intersection passed within the fixed period may be executed at fixed intervals.

FIG. 12 is a block diagram showing an example of a hardware configuration of the server device 40A used in the safety check evaluation system 1A according to the embodiment (2). However, components having the same functions as those of the server device 40 shown in FIG.

The server device 40A according to the embodiment (2) includes a communication unit 41, a control unit 50A, and a storage unit 70A.
The data acquired by the server device 40A from the in-vehicle device 10 includes data for a predetermined time before and after passing through the intersection. These data include, for example, identification information of each on-vehicle device 10, transmission date and time, face direction of driver (pitch, yaw, and roll), direction of sight line (pitch and yaw), acceleration of vehicle (back and forth, left and right And vertical), angular velocity (pitch and yaw), driver image, vehicle position data (longitude and latitude), and vehicle speed (vehicle speed).

The angular velocity data includes data acquired in a predetermined cycle (for example, every 66 milliseconds). The angular velocity data is stored in the inertial data storage unit 71. The position data includes data acquired in a predetermined cycle (for example, every one second), and the vehicle speed data includes, for example, vehicle speed data every second obtained using the position data. The position data and the vehicle speed data are stored in the position data storage unit 72.

When evaluating the safety confirmation operation of the driver, the server device 40A determines the type of road based on the vehicle speed of the vehicle at a predetermined point before the intersection, and the safety confirmation is performed according to the determined type of road. The evaluation condition of the movement is switched, and the driver's safety confirmation movement is evaluated based on the switched evaluation condition.

The control unit 50A includes a vehicle speed acquisition unit 65, a road type determination unit 66, and an evaluation condition switching unit 67, in addition to the intersection estimation unit 51, the information acquisition unit 56, and the safety check evaluation unit 57A.

The storage unit 70A includes an evaluation condition table storage unit 76 in addition to an inertial data storage unit 71, a position data storage unit 72, an image information storage unit 73, an evaluation information storage unit 74, and a program storage unit 75. .

The vehicle speed acquisition unit 65 of the control unit 50A executes processing for acquiring the speed of the vehicle at a predetermined point before the intersection. The predetermined point before the intersection may be, for example, a point before the intersection passing time (t0) estimated from the angular velocity of the vehicle for a predetermined time (tn seconds), or a predetermined distance from the intersection passing time (t0) (Xn) It may be a point in front.

The road type determination unit 66 executes a process of determining the type of road based on the speed of the vehicle acquired by the vehicle speed acquisition unit 65. The road type determination unit 66 determines, for example, whether the road type is a main road or a living road.

For the main roads, major roads such as general national roads, prefectural roads, and municipal roads are assumed. For example, roads used by people living in each area before leaving on a main road from a home or the like are assumed as living roads.

The type of road is not particularly limited as long as the type of road can be determined from the speed of the vehicle. For example, a wide road, a narrow road, a slow road, or a non-low road may be used, but it is preferable to set the road type in consideration of the difference in safety check operation at intersections. .

The evaluation condition switching unit 67 reads the evaluation condition table stored in the evaluation condition table storage unit 76, and from this evaluation condition table, for example, the evaluation condition corresponding to the type of road determined by the road type determination unit 66 Execute processing to select and switch to the selected evaluation condition. Note that, from the evaluation condition table, the evaluation condition switching unit 67 selects the type of road determined by the road type determination unit 66 and the other items (for example, the direction bent at the intersection estimated by the direction estimation unit 55). A process of selecting the corresponding evaluation condition and switching to the selected evaluation condition may be executed.

The safety confirmation evaluation unit 57A executes a process of evaluating the safety confirmation operation of the driver at each intersection based on the evaluation condition of the evaluation condition table switched by the evaluation condition switching unit 67.

In the evaluation condition table storage unit 76, evaluation conditions may be set for each combination of the type of road and the direction of turning at an intersection, and these evaluation conditions may be tabulated and stored.

FIG. 13 is a data configuration diagram showing an example of the evaluation condition table 76 a stored in the evaluation condition table storage unit 76. In the evaluation condition table storage unit 76, at least one evaluation condition of the safety check operation to be performed by the driver at the intersection is set for each type of road, and these evaluation conditions are stored in a table.

The items of the evaluation condition table 76a illustrated in FIG. 13 include a pattern number, a road type, a turning direction, a first evaluation set, and a second evaluation set. The first evaluation set and the second evaluation set include a confirmation operation to be performed by the driver and an evaluation timing (period for performing the evaluation) before and after entering the intersection.

The evaluation condition table shown in FIG. 13 is an example of a case where a vehicle such as Japan is passing on the left. In countries with cars on the left and vehicles with cars on the right, turning to the right and turning to the left are reversed. Moreover, it is preferable to set the contents of the evaluation condition table to contents adapted to traffic regulations by each country.

The type of road type is stored in advance in the item of type of road. In the example shown in FIG. 13, a living road and a main road are stored as the type of road, but the type of road is not limited to this. In addition, you may typify further by items, such as the presence or absence of the signal in an intersection, or the presence or absence of a pedestrian crossing. Further, in the item of the direction of turning, the direction of turning at an intersection of each road type, for example, a left turn or a right turn is stored.

In the item of confirmation operation, when passing an intersection of each road type (for example, before entering or after entering), the direction (right or left) where the driver should safely confirm, the angle to be confirmed, and the time One or more items such as are stored. The angle to be confirmed indicates, for example, the direction of the driver's face or the direction of the line of sight with respect to the front direction of the vehicle. In addition, a start time (t5-mα seconds) and an end time (t5-mβ seconds) (note that mα> mβ) defined based on the entry time t5 are set as the evaluation timing of the first evaluation set. ing. As the evaluation timing of the second evaluation set, a start time (t5−mγ seconds) and an end time (t5 + mδ seconds) defined based on the entry time t5 are set. As shown as m1 to m16 in FIG. 13, pattern numbers, that is, different times may be set for the type of road and the direction of turning, as mα seconds, mβ seconds, mγ seconds, and mδ seconds. For example, mα seconds, mβ seconds, mγ seconds, and mδ seconds may be set to any time of 0 to 20 seconds, respectively, but are not limited to these times.

In the evaluation condition table 76a illustrated in FIG. In the case of 1 (pattern of turning left at the intersection of the living road), the left evaluation is performed between the start time (t5-m1 seconds) of the evaluation timing and the end time (t5-m2 seconds) as the confirmation operation 1 of the first evaluation set. An item is set to evaluate whether the confirmation is performed for at least a degree (e.g., 35 degrees) or more for t ₁ seconds (e.g., one second) or more. This evaluation is an evaluation of whether or not a pedestrian, a two-wheeler, or the like has been checked before entering an intersection.

In the confirmation operation 2, an item is set which evaluates whether the right confirmation has been performed for at least b degrees for at least ₂ seconds between the start time (t5 to m1 seconds) and the end time (t5 to m2 seconds) of the evaluation timing. It is done. This evaluation is an evaluation as to whether or not it is confirmed whether there is an oncoming vehicle turning right at the intersection or a pedestrian who is about to cross the intersection from the front of the vehicle.

In confirmation operation 3 of the second evaluation set, the left confirmation between the start time (t5 to m3 seconds) of the evaluation timing and the end time (t5 + m4 seconds) is c degrees (for example, 30 degrees) or more and t ₃ seconds (for example, for example) The item which evaluates whether it was carried out for 1 second or more is set. This evaluation is an evaluation as to whether or not there is a pedestrian or the like who is about to cross an intersection, confirmation of roll-in, and safety in the forward direction (route switching direction) after a left turn.

In addition, No. 1 of the evaluation condition table 76a. In the case of 3 (pattern of turning left at the intersection of the main road), left as the confirmation operation 1 of the first evaluation set is from the start time (t5-m9 seconds) of the evaluation timing to the end time (t5-m10 seconds) An item is set to evaluate whether the confirmation is performed for at least g degrees (e.g., 30 degrees) or more for t ₇ seconds (e.g., 1 second) or more. Also, in the confirmation operation 2, an item for evaluating whether the right confirmation has been performed for at least h degrees for at least t ₈ seconds between the start time (t ₅ to m 9 seconds) of the evaluation timing and the end time (t ₅ to m 10 seconds) Is set.

In confirmation operation 3 of the second evaluation set, the left confirmation is i degrees (for example, 50 degrees) or more for ₉ seconds (for example, t9 seconds) from the start time (t5 to m11 seconds) of the evaluation timing to the finish time (t5 + m12 seconds) The item which evaluates whether it was carried out for 1 second or more is set.

Since the main road generally has a wide road width and good visibility, the left and right check angle of the first evaluation set on the main road may be set smaller than the left and right check angle of the first evaluation set on the life road. In addition, on trunk roads, it is necessary to more carefully check entrainment after entering an intersection, so the left / right check angle of the second evaluation set on the trunk road is larger than the left / right check angle of the second evaluation set on the life road It is preferable to set.

FIG. 14 is a flowchart showing the road type determination processing operation performed by the server device 40A according to the embodiment (2). This processing operation is executed, for example, before or after the estimation process of the entry time (t5) to the intersection (for example, after step S38) or in parallel with the estimation process of the entry time (t5) shown in FIG. Ru.

First, in step S71, the control unit 50A extracts the intersection passage time (time t0) to which the intersection passage flag F = 1 is added from the data accumulated in the inertia data accumulation unit 71 of the storage unit 70A, and step S72 Go to

In step S72, the control unit 50A operates as the vehicle speed acquisition unit 65, and from the position data storage unit 72, the vehicle speed at a time (time t0-tn) before a predetermined time (tn seconds) from the intersection passage time (time t0). (Vtn) Data is acquired, and the process proceeds to step S73. The position data storage unit 72 stores (in time series) position data and vehicle speed data acquired from the in-vehicle apparatus 10 while passing through the intersection in association with time.

When position data storage unit 72 stores position data while passing an intersection, and when vehicle speed data is not stored, predetermined time from time t0 is obtained using time-series position data in step S72. The vehicle speed Vtn at a time (time t0-tn) before tn seconds may be calculated.

In step S73, the control unit 50A operates as the road type determination unit 66, and determines whether the vehicle speed Vtn at time t0-tn is equal to or higher than a predetermined speed Vn (for example, 40 km / h). The predetermined speed Vn is a criterion for determining whether the vehicle is traveling on a main road or a living road.

If control unit 50A determines in step S73 that vehicle speed Vtn is equal to or higher than predetermined speed Vn (that is, the type of road is a main road), control unit 50A proceeds to the process of step S74 and road flag Fr To 1, and then the process proceeds to step S76.

On the other hand, if control unit 50A determines in step S73 that vehicle speed Vtn is less than predetermined speed Vn (that is, the type of road is a living road), control unit 50A proceeds to the process of step S75, and the road The flag Fr is set to 0, and the process proceeds to step S76.

In step S76, the control unit 50A associates the intersection approach time (t5) of the vehicle with the road flag Fr (1 or 0), stores it in the evaluation information storage unit 74, and ends the road type determination process. Then, it progresses to evaluation processing of safety check operation of Step S39 shown in FIG. The road type determination processing operation performed by the server device 40A is not limited to the operation example illustrated in FIG.

FIG. 15 is a flowchart showing another road type determination processing operation performed by the server device 40A according to the embodiment (2).
First, in step S81, the control unit 50A extracts the intersection passage time (time t0) to which the intersection passage flag F = 1 is added from the data accumulated in the inertia data accumulation unit 71 of the storage unit 70A. Go to

In step S82, the control unit 50A operates as the vehicle speed acquisition unit 65, acquires time-series vehicle speed data before the intersection passage time (time t0) from the position data storage unit 72, and proceeds to step S83. The position data storage unit 72 stores (in time series) position data and vehicle speed data acquired from the in-vehicle apparatus 10 while passing through the intersection in association with time.

When position data storage unit 72 stores position data while passing an intersection, and vehicle speed data is not stored, the time-series positions before time t0 from position data storage unit 72 in step S82. Data may be read out, and time-series vehicle speeds before time t0 may be calculated using time-series position data.

In step S83, the control unit 50A operates as the vehicle speed acquisition unit 65, integrates the acquired time-series vehicle speed data, calculates the distance Xt before the point of time t0, and proceeds to the next step S84.

In step S84, the control unit 50A operates as the vehicle speed acquisition unit 65, acquires the vehicle speed Vxn when the calculated distance Xt becomes a predetermined distance Xn (for example, Xn = 50 m), and then proceeds to step S85 .

In step S85, the control unit 50A operates as the road type determination unit 66, and the vehicle speed Vxn at the time of the distance Xt (= distance Xn) from the point of time t0 is a predetermined speed Vn (for example, 40 km / h) or more It is determined whether or not

If control unit 50A determines in step S85 that vehicle speed Vxn is equal to or higher than predetermined speed Vn (that is, the type of road is a main road), control unit 50A proceeds to the process of step S86, and the road flag Set Fr to 1, and proceed to step S88.

On the other hand, if the control unit 50A determines in step S85 that the vehicle speed Vxn is less than the predetermined speed Vn (that is, the type of road is a living road), the control unit 50A proceeds to the process of step S87. The road flag Fr is set to 0, and the process proceeds to step S88.

In step S88, the control unit 50A associates the intersection approach time (time t5) of the vehicle with the road flag Fr (1 or 0), stores it in the evaluation information storage unit 74, and ends the road type determination processing. After that, the process proceeds to the evaluation processing of the safety confirmation operation in step S39 shown in FIG.

FIG. 16 is a flowchart showing the processing operation of safety confirmation evaluation performed by the control unit 50A in the server device 40A according to the embodiment (2). However, the processing of steps S41 and S42 is different from the flowchart showing the processing operation of the safety confirmation evaluation shown in FIG. 11, and the processing of step S43 and subsequent steps is substantially the same. Omit.

First, in step S91, the control unit 50A operates as the evaluation condition switching unit 67, and from the evaluation information storage unit 74 the road flag Fr (= 1 or 0) associated with the entry time t5 Read left), and proceed to step S92.

In step S92, the control unit 50A operates as the evaluation condition switching unit 67, reads the evaluation condition table 76a stored in the evaluation condition table storage unit 76, and reads the road flag Fr read out from the evaluation condition table 76a in step S91. The evaluation condition corresponding to the turning direction is selected, switched to the selected evaluation condition, and the process proceeds to step S93.

In step S93, control unit 50A operates as safety check evaluation unit 57A, and the evaluation timing set in the evaluation condition selected in step S92, that is, from the start time defined based on entry time t5 to the end time Direction information up to that point is read out from the image information storage section 73.

After that, the control unit 50A proceeds to the processing operation after step S43, and performs the safety confirmation evaluation processing at the intersection based on the condition (confirmation direction, angle, and time) of the confirmation operation set in the evaluation condition.

In this process, in the process after step S43 shown in FIG. 11, the evaluation timing of steps S44 and S49 corresponding to the first evaluation set is from the start time (t5-mα seconds) to the end time (t5-mβ seconds) Is set up between In addition, the evaluation timing of step S54 corresponding to the second evaluation set is set between the start time (t5-mγ seconds) and the end time (t5 + mδ seconds). Further, the time around time t5 in step S59 is set from time (t5-mα seconds) to time (t5 + mδ seconds).

According to server device 40A of safety confirmation evaluation system 1A according to the embodiment (2), the type of road is determined based on the speed of the vehicle at a predetermined point in front of the intersection, and according to the determined type of road Then, the evaluation conditions of the evaluation condition table 76a are switched, and the driver's safety check operation at each intersection is evaluated based on the switched evaluation conditions. Therefore, by using the evaluation condition corresponding to the type of road, the evaluation of the safety confirmation operation of the driver at the intersection can be performed more accurately.

Further, according to the server device 40A, the speed Vtn of the vehicle at a point before the intersection passage time t0 estimated from the angular velocity of the vehicle for a predetermined time (tn seconds) or a predetermined distance (Xn) before the point at the intersection passage time t0 By using the velocity Vxn of the vehicle at the point for determining the type of road, the type of road can be easily determined without using map information or the like.

Further, according to the server device 40A, since the road type determination unit 66 determines whether the road type is a main road or a living road, the evaluation condition set according to the main road or the living road is used. The driver's safety confirmation operation can be evaluated more accurately.

Next, a safety confirmation evaluation system according to the embodiment (3) will be described. However, the configuration of the safety confirmation evaluation system 1B according to the embodiment (3) is substantially the same as the safety confirmation evaluation system 1 according to the embodiment (1) shown in FIG. 1 except for the server device 40B. Therefore, the same symbol is attached to the configuration having the same function, and the description thereof is omitted.

Further, the hardware configuration of the server device 40B according to the embodiment (3) is shown in FIG. 12 except the safety check evaluation unit 57B of the control unit 50B and the evaluation condition table storage unit 76A of the storage unit 70B. The configuration is substantially the same as that of the server device 40A according to the embodiment (2), and therefore, the configurations having the same functions are denoted by the same reference numerals, and the description thereof will be omitted.

FIG. 17 is a block diagram showing an example of the configuration of the safety confirmation evaluation unit 57B provided in the server device 40B according to the embodiment (3). However, components having the same functions as those of the safety confirmation evaluation unit 57 shown in FIG.

The safety confirmation evaluation unit 57 shown in FIG. 5 is configured to perform processing for evaluating the safety confirmation operation of the driver within a predetermined time before and after the entry time t5 estimated by the intersection estimation unit 51. On the other hand, in the safety confirmation evaluation unit 57B, the angle change amount Δd of the vehicle after the entry time t5 from the time (t5-mα seconds) before the entry time t5 estimated by the intersection estimation unit 51 is a predetermined value (a predetermined angle A process of evaluating the driver's safety confirmation operation until the time (t5 + mε seconds) to reach D) is configured to be performed. The predetermined value D may be appropriately set for each type of road and the turning direction.

In addition to the first detection unit 58, the first evaluation unit 59, the third evaluation unit 61, the evaluation point calculation unit 62, the second detection unit 63, and the evaluation object exclusion unit 64, the safety check evaluation unit 57B calculates angle change. A section 68 and a fourth evaluation section 69 are configured.

The angle change calculation unit 68 reads the data of the angular velocity of the vehicle after the entry time t5 to the intersection from the inertia data storage unit 71, and based on the read data of the angular velocity, the angle change amount of the vehicle after the time t5 Calculate Δd.

The fourth evaluation unit 69 is acquired from the start time (t5-mγ seconds) as the evaluation timing to the time (t5 + mε seconds) when the angle change amount Δd of the vehicle after the entry time t5 reaches the predetermined value D. A process of evaluating the safety change operation at the intersection, for example, right turn ahead or left turn, based on the swing angle and swing time of the driver's face direction and / or line of sight at least one of left and right I do. For example, in the fourth evaluation unit 69, the evaluation timing is from the start time (t5-mγ seconds) to the time (t5 + mε seconds) at which the vehicle angle change Δd reaches the predetermined value D after the entry time t5. It is determined whether a predetermined safety check operation has been performed for the direction of course change.

In the evaluation item of safety confirmation with respect to the course change direction, it is an item to determine whether the swing angle in the course change direction of turning to the left or right is a predetermined angle or more, or the state of the predetermined angle or more continues for a predetermined time It is included.

FIG. 18 is a data configuration diagram showing an example of the evaluation condition table 76b stored in the evaluation condition table storage unit 76A. The items of the evaluation condition table 76b, like the evaluation condition table 76a shown in FIG. 13, include pattern numbers, types of roads, turning directions, confirmation operations that the driver should perform before and after entering an intersection, and evaluation timing (evaluation Period) is included.

The evaluation condition table 76b shown in FIG. 18 differs from the evaluation condition table 76a shown in FIG. 13 in the item of the evaluation timing of the second evaluation set.
In the evaluation condition table 76b, the evaluation timing of the second evaluation set is from the start time (t5-mγ seconds) to the time (t5 + mε seconds) at which the angle change amount Δd of the vehicle reaches a predetermined value D after the entry time t5. Period is set.

In the evaluation condition table 76b illustrated in FIG. In the case of 1 (pattern of turning left at the intersection of the living road), the left evaluation is performed between the start time (t5-m1 seconds) of the evaluation timing and the end time (t5-m2 seconds) as the confirmation operation 1 of the first evaluation set. An item is set to evaluate whether the confirmation is performed for at least a degree (e.g., 35 degrees) or more for t ₁ seconds (e.g., one second) or more. In the confirmation operation 2, an item is set which evaluates whether the right confirmation has been performed for at least b degrees for at least ₂ seconds between the start time (t5 to m1 seconds) and the end time (t5 to m2 seconds) of the evaluation timing. It is done.

In the check operation 3 of the second evaluation set, the angle change amount Δd of the vehicle after the entry time t5 reaches a predetermined value D (for example, D = 60 degrees) from the start time (t5 to m3 seconds) of the evaluation timing. until the end time (t5 + m21 seconds) to, t ₃ seconds left confirmed m degree (e.g. 30 degrees) or more (e.g., 1 second) item to evaluate whether performed during or higher is set.

In addition, No. 1 of the evaluation condition table 76 b. In the case of 3 (pattern of turning left at the intersection of the main road), left as the confirmation operation 1 of the first evaluation set is from the start time (t5-m9 seconds) of the evaluation timing to the end time (t5-m10 seconds) An item is set to evaluate whether the confirmation is performed for at least g degrees (e.g., 30 degrees) or more for t ₇ seconds (e.g., 1 second) or more. In the confirmation operation 2, an item is set which evaluates whether the right confirmation has been performed for at least h degrees for at least ₈ seconds between the start time (t5 to m9 seconds) and the end time (t5 to m10 seconds) of the evaluation timing. It is done.

In the check operation 3 of the second evaluation set, the angle change amount Δd of the vehicle after the entry time t5 reaches a predetermined value D (for example, D = 10 degrees) from the start time (t5 to m11 seconds) of the evaluation timing. until the end time (t5 + m23 seconds) that, left confirmed o degree (for example, 50 degrees) t ₉ seconds or more (for example, 1 second) item to evaluate if they were carried out for a period more than has been set.

In addition, No. 1 of the evaluation condition table 76 b. In the case of 4 (pattern to turn the intersection of the main road to the right), the change amount of the angle of the vehicle after the entry time t5 from the start time (t5 to m15 seconds) of the evaluation timing as the check operation 3 of the second evaluation set. Δd is a predetermined value D (e.g., D = 40 degrees) until the end time (t5 + m24 seconds) to reach the right confirmation p degrees (e.g. 50 degrees) _{t 12} seconds or more (e.g., 1 second) between higher The item to evaluate whether it has been done is set.

On a main road, it is necessary to check the entrapment after entering the intersection more quickly and carefully. Therefore, the predetermined value D of the angle change amount Δd for defining the end time of the evaluation timing of the second evaluation set on the main road Preferably, the left and right confirmation angle of the second evaluation set on the main road is set smaller than the predetermined value D on the living road, and is set larger than the left and right confirmation angle of the second evaluation set on the living road.

In the evaluation condition table 76b shown in FIG. 18, the time when the evaluation timing of the second evaluation set reaches the predetermined value D when the angle change amount Δd of the vehicle after the entry time t5 from the start time (t5-mγ seconds) The time to (t5 + mε seconds) is set. In another embodiment, the time (t5 + mε seconds) when the angle change amount Δd of the vehicle after the entry time t5 reaches the predetermined value D at the end time of the evaluation timing of the second evaluation set, depending on the type of road. The predetermined time (t5 + mδ seconds) after the entry time t5 may be used separately and set.

FIG. 19 is a flowchart showing a processing operation of safety confirmation evaluation performed by the control unit 50B in the server device 40B according to the embodiment (3). However, since the processes of steps S41 and S42 are different from the flowchart showing the process operation of safety confirmation evaluation shown in FIG. 11 and the processes after step S43 are substantially the same, here, for the processes after step S43 I omit explanation.

First, in step S101, the control unit 50B operates as the evaluation condition switching unit 67, and from the evaluation information storage unit 74, the road flag Fr (= 1 or 0) associated with the entry time t5 Left) and the process proceeds to step S102.

In step S102, the control unit 50B operates as the evaluation condition switching unit 67, reads the evaluation condition table 76b stored in the evaluation condition table storage unit 76A, and reads the road flag Fr (in step S101 from the evaluation condition table 76b). The evaluation condition corresponding to 1 or 0) and the turning direction (right turn or left turn) is selected, switched to the selected evaluation condition, and the process proceeds to step S103.

In step S103, control unit 50B operates as safety check evaluation unit 57B, and ends from the evaluation timing of the first evaluation set (ie, start time (t5-mα seconds) set in the evaluation condition switched in step S102. Direction information at time (t5 to mβ) is read out from the image information storage unit 73, and then the process proceeds to step S104.

In step S104, the control unit 50B reads out time-series angular velocity data after the entry time t5 from the inertial data storage unit 71, and then proceeds to step S105.

In step S105, the control unit 50B integrates the time-series angular velocity data read from the inertial data storage unit 71 to calculate the angle change amount Δd of the vehicle, and then proceeds to step S106.

In step S106, the control unit 50B performs processing for obtaining the time (t5 + mε) at which the angle change amount Δd of the vehicle reaches the predetermined value D set as the evaluation condition, and then proceeds to step S107.

In step S107, the control unit 50B determines the end time when the angle change amount Δd of the vehicle after the entry time t5 reaches the predetermined value D from the evaluation timing of the second evaluation set, that is, the start time (t5-mγ seconds). The direction information in the period up to (t5 + mε seconds) is read from the image information storage unit 73, and then the process proceeds to step S43 and subsequent steps, based on the conditions (confirmation direction and angle, and confirmation time) of the confirmation operation set in the evaluation conditions. Perform the safety confirmation evaluation process at the intersection.

In this process, in the process after step S43 shown in FIG. 11, the evaluation timing of steps S44 and S49 corresponding to the first evaluation set is from the start time (t5-mα seconds) to the end time (t5-mβ seconds) Is set up between Further, the evaluation timing of step S54 corresponding to the second evaluation set is set between the start time (t5−mγ seconds) and the end time (t5 + mε seconds). Further, the time around time t5 in step S59 is set from time (t5-mα) to time (t5 + mε).

According to server device 40B of safety confirmation evaluation system 1B according to the embodiment (3), similarly to server device 40A, by using the evaluation condition according to the type of road, the driver's safety confirmation operation at the intersection is performed. The evaluation can be performed more accurately.

Further, according to the server device 40B, the end at which the angle change amount Δd of the vehicle after the entry time t5 reaches the predetermined value D from the start time (t5-mγ seconds) set at the evaluation timing of the second evaluation set Based on the swing angle and swing time of the driver's face direction and / or line of sight direction acquired during the time (t5 + mε seconds), the safety confirmation operation of the course change direction at the intersection is It is evaluated. Therefore, the situation where the vehicle turns in the intersection and the driver's safety confirmation operation can be corresponded more accurately, and the driver's safety confirmation operation in the course change direction after entering the intersection is more accurately evaluated. Can.

Although the embodiments (1) to (3) of the present invention have been described in detail above, the above description is merely illustrative of the present invention in all points. It goes without saying that various modifications and changes can be made without departing from the scope of the present invention. Further, the configuration of the embodiment (2) or the embodiment (3) may be appropriately combined with the configuration of the embodiment (1).

Further, in the above embodiments (1) to (3), based on the angular velocity data of the vehicle 2, in other words, based on the angular velocity data detected when the vehicle 2 turns left or right, etc. The approach time (time t5) is estimated, and the driver's safety confirmation operation within a predetermined time before and after the estimated time t5 is evaluated.

For example, in another embodiment, based on the angular velocity data of the vehicle 2, the approach time to the entrance point of the roadside facility of the vehicle 2 is estimated, and the driver's safety confirmation operation within a predetermined time before and after the estimated time May be evaluated. According to the above configuration, the driver's safety confirmation operation can be evaluated when entering the roadside facility from the road or when leaving the roadside facility on the road.

[Supplementary note]
The embodiments of the present invention can also be described as in the following appendices, but are not limited thereto.
(Supplementary Note 1)
A safety confirmation evaluation device (40, 40A, or 40B) for evaluating the safety confirmation operation of the driver of the vehicle (2),
An intersection estimation unit (51) for estimating the time of entry of the vehicle (2) to the intersection;
An information acquisition unit (56) for acquiring information on at least one of the direction of the driver's face and the direction of the line of sight;
And an evaluation unit (57, 57A, or 57B) for evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time. Device (40, 40A or 40B).

(Supplementary Note 2)
An in-vehicle device (10) mounted on a vehicle (2),
A camera unit (11) for capturing an image of a driver of the vehicle (2);
An image information detection unit (21) for detecting information on at least one of the direction of the driver's face or the direction of the line of sight from the image captured by the camera unit (11);
An image information storage unit (31) for storing the information detected by the image information detection unit (21);
A vehicle behavior detection unit (12) for detecting the behavior of the vehicle (2);
A vehicle behavior storage unit (32) storing the vehicle behavior detected by the vehicle behavior detection unit (12);
A safety confirmation evaluation device (40) for evaluating the safety confirmation operation of the driver, the information stored in the image information storage unit (31) and the vehicle behavior stored in the vehicle behavior storage unit (32). An in-vehicle apparatus (10) comprising: an output unit (17) for outputting.

(Supplementary Note 3)
A safety confirmation evaluation system (1, 1A, or 1B) characterized in that the safety confirmation evaluation device (40, 40A, or 40B) and the in-vehicle device (10) are included.

(Supplementary Note 4)
A safety confirmation evaluation method for evaluating the safety confirmation operation of the driver of the vehicle (2),
An approach time estimation step (S36) for estimating the approach time of the vehicle (2) to the intersection;
An information acquisition step (S29) of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
And a step of evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time, and performing a step including an evaluation step (S39).

The present invention provides a service that provides safety education support for improving the driver's safety awareness, for example, in a field where the evaluation result of the safety confirmation operation of the driver getting on the vehicle managed by the company operating various businesses can be utilized. It can be widely used in the field etc.

1, 1A, 1B Safety Confirmation Evaluation System 2 Vehicle 3 Communication Network 10 Vehicle-mounted Device 11 Camera Unit 12 Inertial Sensor 13 Angular Velocity Sensor 14 Acceleration Sensor 15 GPS Receiver 16 Speaker 17 Communication Unit 18 External Interface (External I / F)
20 control unit 21 image information detection unit 22 time t0 detection unit 23 vehicle speed calculation unit 24 time t0 cancellation unit 30 storage unit 31 image information storage unit 32 inertia data storage unit 33 position data storage unit 34

program storage unit

40, 40A, 40B server Device 41

Communication unit

50, 50A, 50B Control unit 51 Intersection estimation unit 52 Integral value calculation unit 53 Time t5 detection unit 54 Time t5 detection stop unit 55 Direction estimation unit 56

Information acquisition unit

57, 57A, 57B Safety confirmation evaluation unit 58 1 detection unit 59 first evaluation unit 60 second evaluation unit 61 third evaluation unit 62 evaluation point calculation unit 63 second detection unit 64 evaluation object exclusion unit 65 vehicle speed acquisition unit 66 road type determination unit 67 evaluation condition switching unit 68 angle change Calculation unit 69

Fourth evaluation unit

70, 70A, 70B Storage unit 71 Inertial data storage unit 72 Position data storage unit 7 Image information storage unit 74 evaluation information storage unit 75 program storage unit 76,76A evaluation condition

table storage unit

76a, 76b evaluation condition table 80 operators terminal

Claims

A safety confirmation and evaluation device for evaluating the safety confirmation operation of the driver of the vehicle,
An intersection estimation unit configured to estimate a time when the vehicle enters an intersection;
An information acquisition unit that acquires information on at least one of the direction of the driver's face and the direction of the line of sight;
A safety confirmation and evaluation apparatus, comprising: an evaluation unit that evaluates the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.
The evaluation unit
A first detection unit configured to detect a swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
2. The safety according to claim 1, further comprising: a first evaluation unit that evaluates the left and right safety check operation based on the left and right swing angles and the swing time at a predetermined time before the entry time. Confirmation evaluation device.
The evaluation unit
A first detection unit configured to detect a swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
A second evaluation unit is provided for evaluating a safety confirmation operation of a course change direction at the intersection based on the left and right swing angles and swing time at a predetermined time after the entry time. The safety check evaluation device according to claim 1 or 2.
The evaluation unit
The safety confirmation evaluation according to claim 1 or 2, further comprising a third evaluation unit that evaluates the driver's deceleration awareness based on the speed of the vehicle at a predetermined time before and after the entry time. apparatus.
The evaluation unit
A first detection unit configured to detect a swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
A first evaluation unit that evaluates the left and right safety check operation based on the left and right swing angles and the swing time at a predetermined time before the entry time;
A second evaluation unit that evaluates the safety confirmation operation of the course change direction at the intersection based on the left and right swing angles and swing time at a predetermined time after the entry time;
A third evaluation unit that evaluates the driver's deceleration awareness based on the speed of the vehicle at a predetermined time before and after the entry time;
An evaluation point calculator configured to calculate an evaluation point for each of the intersections based on the evaluation of the first evaluation unit, the second evaluation unit, and the third evaluation unit. Safety confirmation and evaluation device described.
The evaluation unit
A second detection unit that detects an upper and lower swing angle and swing time of at least one of the direction of the driver's face and the direction of the line of sight based on the information;
When a vertical swing angle equal to or greater than a predetermined value is detected along with the left or right swing angle of at least one of the driver's face direction and the line of sight direction at predetermined times before and after the entry time. The safety confirmation and evaluation apparatus according to claim 2 or 5, further comprising: an evaluation target exclusion unit that excludes the information from when the safety detection operation is detected.
A vehicle speed acquisition unit that acquires the speed of the vehicle at a predetermined point before the intersection;
A road type determination unit that determines the type of road based on the speed of the vehicle acquired by the vehicle speed acquisition unit;
An evaluation condition table storage unit in which evaluation conditions for the safety confirmation operation to be performed by the driver are set for each type of road, and these evaluation conditions are tabulated and stored.
And an evaluation condition switching unit that switches the evaluation condition according to the type of the road determined by the road type determination unit,
The safety confirmation evaluation device according to claim 1, wherein the evaluation unit evaluates the safety confirmation operation of the driver based on the evaluation condition switched by the evaluation condition switching unit.
The vehicle speed acquisition unit
The speed of the vehicle at a point before the intersection passing time estimated from the angular velocity of the vehicle by a predetermined time, or the speed of the vehicle at a point before the intersection passing time by a predetermined distance The safety check and evaluation apparatus according to claim 7, wherein
The road type determination unit
9. The safety confirmation evaluation device according to claim 7, wherein the type of the road is a main road or a living road.
The evaluation unit
An angle change calculation unit that calculates an angle change amount of the vehicle after the entry time;
Safety of the course change direction at the intersection based on the left and right swing angle and swing time acquired while the angle change amount of the vehicle calculated by the angle change calculation unit reaches a predetermined value The safety confirmation evaluation device according to claim 2 or 5, further comprising: a fourth evaluation unit that evaluates the confirmation operation.
An on-vehicle device mounted on a vehicle,
A camera unit for capturing an image of a driver of the vehicle;
An image information detection unit that detects information on at least one of the direction of the face or the direction of the line of sight of the driver from the image captured by the camera unit;
An image information storage unit for storing the information detected by the image information detection unit;
A vehicle behavior detection unit that detects the behavior of the vehicle;
A vehicle behavior storage unit for storing the vehicle behavior detected by the vehicle behavior detection unit;
An output unit that outputs the information stored in the image information storage unit and the vehicle behavior stored in the vehicle behavior storage unit to a safety confirmation evaluation device that evaluates the safety confirmation operation of the driver. An on-vehicle apparatus characterized by
A safety confirmation evaluation device according to any one of claims 1, 2, 5, 7, and 8.
A safety check and evaluation system comprising: the on-vehicle apparatus according to claim 11;
A safety confirmation evaluation method for evaluating the safety confirmation operation of the driver of the vehicle,
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
And a step of evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.
A safety confirmation evaluation program for causing at least one computer to execute a process of evaluating a safety confirmation operation of a driver of a vehicle.
On the at least one computer
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
A safety confirmation evaluation program, comprising: performing an evaluation step of evaluating a safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time.
A computer readable storage medium storing a safety check evaluation program for causing at least one computer to execute a process of evaluating a safety check operation of a driver of a vehicle.
On the at least one computer
An approach time estimation step of estimating the approach time of the vehicle to the intersection;
An information acquisition step of acquiring information on at least one of the direction of the face of the driver and the direction of the line of sight;
A computer readable storage medium storing a program for executing an evaluation step for evaluating the safety confirmation operation of the driver based on the information acquired at a predetermined time before and after the entry time. .