JP2019061480A - Driver support apparatus and driver support method - Google Patents

Abstract

To provide a driver support apparatus and a driver support method capable of accurately predicting a driver's future drowsiness level with a simple configuration.SOLUTION: A driver support device 400 comprises: a drowsiness risk calculation unit 404 that calculates a drowsiness risk of a driver on the basis of information obtained from the driver of the vehicle; a monotonous driving risk calculation unit 408 that calculates a monotonous driving risk on the basis of information on a route on which the vehicle travels; and a prediction unit that predicts a driver's future drowsiness level on the basis of the drowsiness risk and the monotonous driving risk.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driver assistance apparatus and a driver assistance method.

  Conventionally, for example, in Patent Document 1 below, in order to prevent the deterioration of the driver's physical condition while driving the vehicle, the driver monitoring unit detects the driver's physical information, and the physical condition is diagnosed based on the physical information. It is described that when the physical condition diagnosis is performed in the part 2 and it is determined that the result of the physical condition diagnosis is equal to or less than the break recommended guidance threshold value, guidance for prompting the driver to take a break is performed. Further, Patent Document 2 described below describes a technology that assumes that route search (operation planning) is performed to urge the driver to drive safely based on the awakening degree.

JP, 2013-109447, A JP, 2009-227363, A

  However, the technology described in the above-mentioned patent documents urges the driver to take a break based on only the driver's condition or provides a route for safe driving. For this reason, it is difficult to accurately set the timing for prompting a break or a route for safe driving.

  For example, when traveling on a freeway and traveling on a general road, since the expressway is a monotonous driving, the degree of awakening is lower in the case of traveling on a freeway It tends to be easy to do. For this reason, it is difficult to promote a break or safe driving based only on the driver's condition such as the awakening degree.

  In addition, in order to detect the driver's condition, a sensor or the like for detecting physical information is additionally required, which complicates the configuration of the vehicle and causes a problem of an increase in manufacturing cost.

  Therefore, the present invention has been made in view of the above problems, and an object of the present invention is to provide a novel and improved system capable of accurately predicting the driver's future sleepiness with a simple configuration. It is an object of the present invention to provide an improved driver assistance apparatus and a driver assistance method.

  According to an aspect of the present invention, in order to solve the above problems, a drowsiness risk calculation unit that calculates drowsiness risk of the driver based on information obtained from the driver of the vehicle, and information of a route along which the vehicle travels A driver assistance apparatus is provided, comprising: a monotonous driving risk calculation unit that calculates a monotonous driving risk based on the driving state; and a prediction unit that predicts the driver's future sleepiness degree based on the drowsiness risk and the monotonous driving risk Ru.

  The continuous driving time setting unit may be configured to set a continuous driving time for permitting continuous driving based on the drowsiness risk and the monotonous driving risk.

  Further, the continuous operation time setting unit may set the continuous operation time based on a table defining the relationship between the drowsiness risk, the monotonous operation risk, and the continuous operation time.

  Further, the system may further comprise a conversation execution unit performing processing for executing a conversation with the driver, wherein the drowsiness risk calculation unit may calculate the drowsiness risk based on the conversation with the driver. .

  Further, the conversation execution unit includes a conversation sound generation unit for generating a question stored in advance, and a conversation recognition unit for recognizing the driver's answer to the question by a voice recognition technology, and the sleepiness risk calculation unit The drowsiness risk may be calculated based on the answer recognized by the conversation recognition unit.

  Further, the drowsiness risk calculation unit may assign an evaluation point to each of the plurality of answers to the plurality of the questions, and may calculate the drowsiness risk based on a total of the evaluation points.

  Also, the question may include a question regarding the driver's diet or sleep.

  Further, the monotonous driving risk calculation unit calculates the monotonous driving risk based on the type of road, presence or absence of traffic jam, scheduled travel time to a destination, or time for passing traffic as the information of the route. It may be

  Further, the monotonous driving risk calculation unit gives an evaluation point for each of the items of the type of the road, the presence or absence of the traffic jam, the scheduled traveling time to the destination, or the time for passing the traffic jam, and the evaluation The monotonous driving risk may be calculated based on the sum of points.

  In addition, a warning unit may be further provided which performs processing for giving a warning to the driver based on the continuous driving time.

  In addition, the warning unit may perform processing for displaying an indication on a display device, sounding from a speaker, vibrating the seat vibration unit, increasing the volume of a car stereo, or raising the air conditioner air volume. good.

  Furthermore, a rest place setting unit that sets a rest place in the navigation system based on the continuous driving time may be further provided.

  Further, the rest place setting unit may set the nearest rest place if the time until the continuous operation time elapses from the current time is equal to or less than a predetermined value.

  In order to solve the above problems, according to another aspect of the present invention, there is provided a step of calculating the drowsiness risk of the driver based on the information obtained from the driver of the vehicle, and information of a route along which the vehicle travels. A driver assistance method is provided, comprising the steps of: calculating a monotonous driving risk based on: and predicting a future drowsiness level of the driver based on the drowsiness risk and the monotonous driving risk.

  As described above, according to the present invention, it is possible to provide a driver assistance apparatus and a driver assistance method capable of accurately predicting the driver's future drowsiness level with a simple configuration.

1 is a schematic view showing a configuration of a driving support system according to an embodiment of the present invention. It is a flow chart which shows processing performed with a driving support system concerning this embodiment. It is a schematic diagram which shows the example of the method of calculating drowsiness risk. It is a schematic diagram which shows the table used when a continuous driving | running time setting part sets a continuous driving | running time. It is a schematic diagram which shows a mode that continuous driving | operation time is changed. It is a flowchart which shows in detail the process in the case of performing guidance to a rest area by FIG.2 S22. It is a schematic diagram which shows the process performed by FIG.6 S32.

  The present invention will now be described more fully with reference to the accompanying drawings, in which exemplary embodiments of the invention are shown. In the present specification and the drawings, components having substantially the same functional configuration will be assigned the same reference numerals and redundant description will be omitted.

  FIG. 1 is a schematic view showing a configuration of a driving support system 1000 according to an embodiment of the present invention. The driving support system 1000 is basically a system configured in a vehicle such as a car. As shown in FIG. 1, the driving support system 1000 includes a position detection sensor 100, a vehicle speed sensor 200, a driver support device 400, a display device 300, a speaker 500, a microphone 600, a seat vibration unit 700, a navigation system 800, and a car stereo 900. , And an air conditioner 950.

  The position detection sensor 100 detects the position of the vehicle using a global positioning system (GPS) or the like. The position detection sensor 100 may be provided in the navigation system 800. Vehicle speed sensor 200 detects a vehicle speed V.

  The display device 300 is a device which is provided, for example, on a dash panel of a vehicle, is configured of a liquid crystal display device (LCD), and the like, and provides various information to an occupant. The display device 300 may be configured of a HUD (Head-up Display) device that performs display on a windshield or the like of a vehicle.

  The speaker 500 generates a warning sound as necessary when displaying on the display device 300 for the driver. Further, as described later, the speaker 500 generates a sound for the driving support system 1000 to talk with the driver. The microphone 600 acquires the voice of the driver's conversation when the driving support system 1000 has a conversation with the driver. The seat vibration unit 700 is provided on a seat of a vehicle, and when warning a driver or a passenger, the seat vibration unit 700 vibrates the seat to give a warning.

  The navigation system 800 includes map information, position information of rest places, and the like, and performs processing for navigation according to the current position of the vehicle and the operation of the driver input to the navigation system 800, and the like. In addition, the navigation system 800 has a communication function, and acquires traffic congestion information provided by VICS (registered trademark) (Vehicle Information and Communication System) or the like. The navigation system 800 provides the obtained information to the driver assistance device 400. The car stereo 900 is a device that is provided in a car and provides an occupant with sounds such as music. The air conditioner 950 is a device that adjusts the room temperature in the vehicle and also blows air into the vehicle.

  By the way, in order to drive the vehicle safely, it is desirable for the driver to take a break at an appropriate timing. For example, when driving a long distance on an expressway, by entering the service area at an appropriate timing and taking a sufficient rest, it is possible to significantly reduce the occurrence of an accident caused by a nap or carelessness ahead.

  In order to urge the driver to take a proper rest, it is desirable to urge the rest at a timing when a predetermined time (for example, about 1 to 2 hours) has elapsed since the driver started driving the vehicle. On the other hand, if the driver's future drowsiness is expected to increase even if the predetermined time has not elapsed, it is desirable that the timing for prompting a break be made earlier to recover the driver's fatigue.

  In addition, when the vehicle is driving monotonously, for example, when the vehicle is traveling on a straight expressway, it is assumed that the awakening degree of the driver is likely to decrease. Therefore, even when it is expected to perform monotonous driving, it is desirable to recover the driver's fatigue by setting the timing for prompting a break earlier.

  For this reason, in the present embodiment, the driving support system 1000 has a conversation with the driver of the vehicle, and predicts the future drowsiness level of the driver from the conversation contents with the driver and the route information on which the vehicle travels. Support for safe driving based on drowsiness level.

  For example, if 120 minutes have passed since the driver turned on the ignition switch (the switch for starting the vehicle), and the driver is initially set to urge the driver to take a break, the driver may feel drowsiness in the future. If it is expected to be high, change the timing for prompting for a break to warn you earlier. More specifically, the higher the driver's risk of drowsiness in the future and the higher the risk of monotonous driving on the route ahead, the timing for prompting a break should be changed to an earlier timing, and a warning should be issued earlier. Make it

  In order to perform such control, the driver assistance device 400 performs a conversation with the driver using the speaker 500 and the microphone 600, and predicts the driver's drowsiness risk based on the content of the conversation. Further, the driver assistance device 400 determines the level of monotonous driving of the route on which the vehicle travels in the future based on the route from the current location to the destination.

  As shown in FIG. 1, the driver assistance device 400 calculates a driver's sleepiness risk from the information obtained by the conversation execution unit 402 that executes a conversation with the driver using interactive AI or the like. Risk calculation unit 404, route search unit 406 for searching a route from the current location to the destination, monotonous driving risk calculation unit 408 for calculating a monotonous driving risk based on the route from the current location to the destination, sleepiness risk and monotony It has the continuous operation time setting part 410 which sets continuous operation time based on a driving | operation risk. The continuous operation time setting unit 410 functions as a prediction unit that predicts the driver's future sleepiness level based on the drowsiness risk and the monotonous operation risk, and sets the continuous operation time based on the future sleepiness level. The continuous driving time is set to a shorter time as the driver's future sleepiness is higher.

  In addition, the driver assistance device 400 controls the display device 300, the speaker 500, the seat vibration unit 700, the car stereo 900, and the air conditioner 950 to warn the driver of a warning unit 412, and a break for searching a rest area. It has a place search unit 414 and a break place setting unit 416 that sets a break place based on continuous driving time. Similar functions may be installed in the navigation system 800 for the route search unit 406, the resting place searching unit 414, and the resting place setting unit 416.

  Each component of the driver assistance device 400 can be configured by a circuit (hardware) or a central processing unit such as a CPU and a program (software) for causing the central processing unit to function.

  FIG. 2 is a flowchart showing processing performed by the driving support system 1000 according to the present embodiment. The process shown in FIG. 2 is mainly performed by the driver assistance device 400. Hereinafter, the processing performed by the driving support system 1000 will be described with reference to the flowchart of FIG. 2 and the related drawings.

  First, in step S10, the conversation execution unit 402 executes a conversation with the driver and performs information acquisition by the conversation. The conversation execution unit 402 collects information from the driver by the dialog AI, grasps the fullness level, the meal contents (such as sugar mass and eating habits) that easily induce sleepiness, the sleep rhythm, etc., and the sleepiness risk based on each index Calculate

  Specifically, as shown in FIG. 1, the conversation execution unit 402 has a conversation sound generation unit 402a and a conversation recognition unit 402b. The conversation sound generation unit 402 a controls the speaker 500 to sound a question stored in advance. Information on the content of the question is stored in advance in a memory (not shown) included in the driver assistance device 400. The conversation recognition unit 402b acquires the driver's answer to the question via the microphone 600, and recognizes the contents of the answer by voice recognition technology. The speech recognition technology for recognizing the contents of the answer is not particularly limited. However, the speech information of a plurality of models (templates) stored in advance and the driver acquired via the microphone 600 There is a method of comparing the voice of the answer and extracting the voice information of a model corresponding to the answer. Thus, in step S10, the conversation sound generation unit 402a causes the speaker 500 to pronounce a question to the driver, and the conversation recognition unit 402b recognizes the driver's answer to the question.

  Examples of questions that the conversation sound generation unit 402 a causes to sound from the speaker 500 include the contents of meals, the amount of meals, the time after eating a meal, the sleeping time, the time after getting up, the presence or absence of naps, and the like.

  In the next step S12, the drowsiness risk calculation unit 404 calculates the drowsiness risk of the driver based on the contents of the driver's answer recognized by the conversation recognition unit 402b. FIG. 3 is a schematic view showing an example of a method for calculating the sleepiness risk. The sleepiness risk calculation unit 404 is based on the content of food recognized from the conversation with the driver by the conversation execution unit 402, the amount of food, the time from eating a meal, the sleeping time, the time after getting up, the presence or absence of nap, etc. Determine your sleepiness risk.

  Specifically, the drowsiness risk calculation unit 404 includes “meal content”, “amount of meal”, “time after taking a meal”, “sleeping time”, “time after waking up”, and “presence or absence of nap”. As for the item of (1), as shown in FIG. For example, with regard to “meal content”, the more lipid / protein, the lower the score, and the more carbohydrate / sugar, the higher the score. This is due to the fact that the more carbohydrates / carbohydrates are, the more secretion of insulin, and the temporary lowering of blood glucose level causes sleepiness. Moreover, regarding "amount of meal", if the driver is hungry, the score is low, and if the driver is full, the score is high. The items listed in FIG. 3 are an example, and other items may be added. For example, when the item of the meal content is divided into "Western food" and "Japanese food", the evaluation may be higher because western food has higher sugar content.

  Evaluation points are similarly given to the other items based on the driver's response, and the sum of the evaluation points of each item is applied to the risk scale to calculate the drowsiness risk. For example, according to the risk scale, if the total score is 1 to 10, the drowsiness risk is "1"; if the total score is 11 to 17, the drowsiness risk is "2", the total score is 18 to 23 In this case, the drowsiness risk is "3", the sum of the evaluation points is 24 to 27, the drowsiness risk is "4", and the sum of the evaluation points is 28 to 30, the drowsiness risk is "5".

  In the next step S14, information of a route on which the vehicle travels is acquired. Information on the route traveled by the vehicle is obtained by the route search unit 406 searching for a route from the current location to the destination. The route search unit 406 refers to the map information of the navigation system 800, and the route from the current location to the destination based on the current location of the vehicle detected by the position detection sensor 100 and the destination input to the navigation system 800 by the driver. Search for As described above, the route search unit 406 may be included in the navigation system 800. In that case, the driver assistance device 400 includes a route acquisition unit instead of the route search unit 406, and the route acquisition unit acquires a route from the current location searched by the navigation system 800 to the destination.

  In the next step S16, the monotonous driving risk calculation unit 408 calculates a monotonous driving risk based on the information of the route on which the vehicle is traveling. The monotonous driving risk calculation unit 408 calculates a monotonous driving risk based on the road type of the route from the current location to the destination, the presence or absence of congestion, the scheduled travel time to the destination (or congestion time), and the like.

  Specifically, the monotonous driving risk calculation unit 408 assigns evaluation points 1 to 5 to each item of “road type”, “presence or absence of congestion”, and “scheduled travel time (or congestion time)”. For example, with regard to “type of road”, expressways are rated “5”, national roads or major local roads are rated “4”, general prefectural roads are rated “3”, and general roads are rated “2”, Be done. Further, regarding "presence or absence of traffic jam", the evaluation point is "5" when traffic is congested, the evaluation point "3" when congested, and the evaluation point "1" when the flow of the vehicle is smooth. In addition, with regard to scheduled travel time to the destination (or congestion time (time to pass the congestion)), evaluation score "5" when exceeding 2 hours, evaluation point when exceeding 1.5 hours and less than 2 hours In the case of “4”, more than 1 hour and less than 1.5 hours, the evaluation point “3” is regarded as the evaluation point “2” in the case of more than 0.5 hours and less than 1 hour.

  Here, the information of “road type” is obtained by applying the route searched by the route search unit 406 to the map information of the navigation system 800. In the map information of the navigation system 800, information of the road type is stored in advance. Further, information on “presence of traffic congestion” and “traffic congestion time (time to pass traffic congestion)” can be obtained from the traffic congestion information acquired by the navigation system 800. The "scheduled travel time" can be obtained from the distance to the destination and the speed limit of the route obtained from the map information.

  Then, the total of the evaluation points of each item is applied to the risk scale to calculate the monotonous driving risk. According to the risk scale, if the total score is 1 to 10, the monotonous driving risk is "1". If the total score is 11 to 17, the monotonous driving risk is "2", and the total score is 18 to 23. If so, the monotonous driving risk is "3", the monotonous operating risk is "4" if the total score is 24-27, and the monotonous operating risk is "5" if the total score is 28-30. Become.

  In the next step S18, setting of the continuous operation time is performed. Here, based on the drowsiness risk and the monotonous driving risk, the time when the driver's future drowsiness level exceeds a predetermined threshold is estimated, and the estimated time is set as the continuous operation time. Specifically, in step S18, based on the drowsiness risk and the monotonous driving risk, the continuous driving time setting unit 410 sets a continuous driving time which is a time to allow continuous driving. The continuous operation time is counted from the time when the ignition switch is turned on. FIG. 4 is a schematic view showing a table used when the continuous operation time setting unit 410 sets the continuous operation time. In the table shown in FIG. 4, continuous operation times (0, 30 minutes, 60 minutes, 90 minutes, 120 minutes) corresponding to the drowsiness risk and the monotonous driving risk are set in advance.

  As shown in FIG. 4, the continuous driving time is set shorter as the drowsiness risk is higher, that is, the future awakening degree is lower. In addition, the continuous operation time is set shorter as the monotonous driving risk is higher.

  In the next step S20, it is determined whether or not the on time after turning on the ignition switch exceeds the continuous operation time, and if the on time after turning on the ignition switch exceeds the continuous operation time, step Go to S22. In step S22, a process for supporting the driver's awakening is performed. On the other hand, if the on time after turning on the ignition switch in step S20 does not exceed the continuous operation time, the process waits in step S20.

  In step S22, in order to support the driver's awakening, warning to the driver, guidance to a resting place, volume increase of the audio device, spraying of cold air to the driver, and the like are performed. The warning unit 412 controls the display device 300, the speaker 500, the seat vibration unit 700, the car stereo 900, and the air conditioner 950 to warn the driver. For example, the warning unit 412 displays a warning on the display device 300, generates a warning sound from the speaker 500, vibrates the sheet by the sheet vibrating unit 700, increases the volume of the car stereo 900, The driver is warned by performing processing such as increasing the air flow rate of the cold air.

  The warning may be performed not only when the on time after the ignition switch is turned on exceeds the continuous operation time, but also when the on time approaches the continuous operation warning time. For example, a warning may be given when the time after turning on the ignition switch is 15 minutes before the continuous operation time passes. In addition, although setting of continuous driving time is basically performed based on future drowsiness risk and monotonous driving risk, it is performed in consideration of drowsiness risk up to the present and monotonous driving risk of the route which has been driven to the present Also good.

  FIG. 5 is a schematic view showing how the continuous operation time is changed. When the ignition switch is turned on at time t0, the continuous operation time is set to 120 minutes. In this state, the driver is warned to take a break when 120 minutes have elapsed from time t0. On the other hand, when the continuous operation time (90 minutes) is newly set based on the drowsiness risk and the monotonous operation risk at time t1, the continuous operation time is changed from 120 minutes to 90 minutes, and 90 minutes from time t0 The driver is warned at. Note that when the continuous operation time is calculated, it does not have to be when the ignition switch is turned on. For example, the time when the continuous operation time is set in step S18 of FIG.

  FIG. 6 is a flowchart showing in detail the process in the case where the user is guided to the resting place in step S22 of FIG. First, in step S30, from the current traveling condition of the vehicle, the travelable distance is calculated until the continuous driving time elapses. In the next step S32, the resting place searching unit 414 refers to the information of the navigation system 800 and draws a circle centered on the current location of the vehicle, using the travelable distance calculated in step S30 as a radius, and within that circle Search for rest facilities. In the navigation system 800, the position of a resting place (parking area, service area, roadside station, convenience store, etc.) is registered along with map information.

  FIG. 7 is a schematic view showing the process performed in step S32. The setting time shown in FIG. 7 is a time obtained by subtracting the running time from the continuous running time when the time from when the ignition switch is turned on to the present is a running time, and the average speed of the vehicle is 40 km / h It shows the time until the continuous operation time elapses from the present time when traveling at. As shown in FIG. 7, if the set time is 90 minutes, the travelable distance over which the vehicle can travel before the continuous operation time elapses is 60 km. In addition, if the set time is 60 minutes, the travelable distance over which the vehicle can travel before the continuous operation time elapses is 40 km. In addition, if the set time is 30 minutes, the travelable distance over which the vehicle can travel before the continuous operation time elapses is 20 km.

  In FIG. 7, a circle A with a radius of 60 km, a circle B with a radius of 40 km, and a circle C with a radius of 20 km with the current vehicle (vehicle) position O at the time of setting the continuous operation time in step S18 of FIG. Is drawn. Also, a route K from the current position O of the vehicle to the destination is shown. The route K is set by referring to map information of the navigation system 800 based on the current position O of the vehicle and the destination of the vehicle. Taking the case where the setting time is 90 minutes as an example, the resting place searching unit 414 refers to the map information of the navigation system 800 in step S32 of FIG. A circle A having a radius of 60 km as the travelable distance is set, and a rest facility near the outline of the circle A within the range of the circle A is searched.

  Further, when the route K by the navigation system 800 is not set, the resting place searching unit 414 sets a predetermined angle range including an extension of the direction D in which the vehicle has traveled to the current position O (the angle θ shown in FIG. Within the range, a rest facility closest to the outline of the circle A may be searched.

  Next, in step S34 in FIG. 6, based on the search result in step S32, among the searched rest facilities, the rest facilities located on the route K (or the rest facilities near the route K) are narrowed down. In the next step S36, the rest place setting unit 416 sets the rest farthest from the current position O among the rest facilities narrowed down in step S34 as the destination (relay place) after the change.

  In addition, in step S18 of FIG. 2, when continuous operation time is set to 0 based on the table of FIG. 4, the nearest rest facility closest to the current position O is also set as the destination (relay place) after change Set

  As described above, the destination is changed and guidance to the resting place is performed. The route search unit 406 searches for the route from the current position O of the vehicle to the changed destination using the map information of the navigation system 800 based on the changed destination. The newly searched route is displayed on the display device 300, and the route to the destination changed by the navigation system 800 is guided.

  As described above, according to the present embodiment, it is possible to predict the drowsiness level of the driver in the future based on the drowsiness risk obtained from the conversation with the driver and the monotonous driving risk obtained from the information of the route traveling from now. it can. Then, by setting the continuous operation time based on the drowsiness level of the driver in the future and performing the driving support based on the continuous operation time, it is possible to drive the vehicle while keeping the drowsiness level of the driver low. Become.

  Although the preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, the present invention is not limited to such examples. It is obvious that those skilled in the art to which the present invention belongs can conceive of various changes or modifications within the scope of the technical idea described in the claims. Of course, it is understood that these also fall within the technical scope of the present invention.

400 driver assistance device 402 conversation execution unit 402a conversation pronunciation unit 402b conversation recognition unit 404 sleepiness risk calculation unit 408 monotonous driving risk calculation unit 410 continuous operation time setting unit 412 warning unit 416 break place setting unit 800 navigation system

Claims (14)

A drowsiness risk calculation unit that calculates the drowsiness risk of the driver based on information obtained from the driver of the vehicle;
A monotonous driving risk calculation unit that calculates a monotonous driving risk based on information of a route on which the vehicle travels;
A prediction unit that predicts the driver's future drowsiness level based on the drowsiness risk and the monotonous driving risk;
A driver assistance apparatus comprising: A continuous operation time setting unit configured to set a continuous operation time for permitting continuous operation based on the drowsiness risk and the monotonous operation risk;
The driver assistance device according to claim 1, comprising:   The continuous driving time setting unit sets the continuous driving time on the basis of a table that defines the relationship between the sleepiness risk, the monotonous driving risk, and the continuous driving time. Driver support device. A conversation execution unit that performs processing for executing a conversation with the driver;
The driver assistance device according to any one of claims 1 to 3, wherein the sleepiness risk calculation unit calculates the sleepiness risk based on the conversation with the driver. The conversation execution unit includes a conversation sound generation unit for generating a question stored in advance, and a conversation recognition unit for recognizing the driver's answer to the question using a voice recognition technology.
The driver assistance device according to claim 4, wherein the sleepiness risk calculation unit calculates the sleepiness risk based on the answer recognized by the conversation recognition unit.   The drowsiness risk calculation unit assigns an evaluation score to each of a plurality of the answers to the plurality of the questions, and calculates the drowsiness risk based on a total of the evaluation points. Driver assistance device.   The driver assistance device according to claim 5, wherein the question includes a question regarding a driver's meal or sleep.   The monotonous driving risk calculation unit is characterized in that the monotonous driving risk is calculated based on the type of road, presence or absence of traffic jam, scheduled travel time to a destination, or time for passing traffic as information on the route. The driver assistance device according to any one of claims 1 to 7, wherein   The monotonous driving risk calculation unit gives an evaluation point for each item of the type of the road, the presence or absence of the traffic jam, the planned traveling time to the destination, or the time for passing the traffic jam, and The driver assistance device according to claim 8, wherein the monotonous driving risk is calculated based on a sum.   The driver assistance device according to claim 2, further comprising: a warning unit that performs a process for giving a warning to the driver based on the continuous driving time.   The warning unit is characterized by performing processing for giving a warning by displaying on a display device, sounding from a speaker, vibration of a seat vibration unit, increase in volume of a car stereo, or increase in air volume of an air conditioner. The driver assistance device according to Item 10.   The driver assistance device according to claim 2, further comprising a rest place setting unit that sets a rest place in the navigation system based on the continuous driving time.   The driver assistance according to claim 12, wherein the rest place setting unit sets the nearest rest place when the time until the continuous driving time elapses from the current time is equal to or less than a predetermined value. apparatus. Calculating the drowsiness risk of the driver based on information obtained from the driver of the vehicle;
Calculating a monotonous driving risk based on information of a route traveled by the vehicle;
Predicting a driver's future sleepiness level based on the drowsiness risk and the monotonous driving risk;
A driver assistance method, comprising:

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