JP3393324B2 - Vehicle driving condition monitoring device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle driving condition monitoring apparatus for monitoring a driving condition of a driver of a vehicle and issuing a warning if necessary.

[0002]

2. Description of the Related Art A response delay time of a driver and a deviation amount between a vehicle position and a driving lane are estimated based on a steering amount and a vehicle speed of a vehicle, and the estimated response delay time and deviation amount and a normal state A driving situation monitoring device that compares the response delay time and the deviation amount to determine the driving situation of a driver (for example, an abnormal steering state due to a decrease in driving ability due to the driver's drowsiness or fatigue) has been used in the past. It is known (Japanese Unexamined Patent Publication No. 5-85221).

[0003]

However, in the above conventional monitoring device, the deviation amount between the actual vehicle position and the traveling lane (reference vehicle position) is calculated based on the steering amount and the vehicle speed. Since the deviation amount is not calculated based on the physical quantity directly related to the behavior of the vehicle, it is caused by the condition of the road surface (for example, the unevenness or inclination of the road surface) or the individual difference of the driver (for example, whether or not it is a beginner). However, there is a problem that an error occurs in the deviation amount, and the accuracy of determination of the driving situation of the driver decreases.

The present invention has been made in view of this point, and provides a vehicle driving condition monitoring apparatus capable of more accurately grasping the behavior of the vehicle and improving the accuracy of the driver's driving condition determination. The purpose is to do.

[0005]

In order to achieve the above object, the invention according to claim 1 is a vehicle driving condition monitoring apparatus for monitoring a driving condition of a driver of a vehicle, wherein a yaw motion or a lateral direction of the vehicle is provided. A behavior amount detecting means for detecting a behavior amount related to motion, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, a map information output means for outputting map information including a road on which the vehicle travels, and the vehicle in the map information. Vehicle position detection means for detecting the position of the vehicle, information extraction means for extracting information indicating the shape line of the road on which the vehicle travels from the map information, and the information based on the behavior amount and the vehicle speed.
A traveling locus calculation unit for calculating a traveling locus of the vehicle;
The deviation amount of the calculated running trajectory with respect to the road shape line
Deviation amount calculating means for calculating , determination means for determining whether or not the driving situation of the driver is appropriate based on the deviation amount ,
Warning means for issuing a warning based on the judgment result by the judgment means.

The deviation amount calculating means is a shape line of the road.
And calculate the area enclosed by the calculated running trajectory,
The determining means determines the operation based on the calculated area.
Characterized by determining whether or not the driving situation of the transferee is appropriate
It

According to the vehicle driving condition monitoring apparatus of the first aspect, the road on which the vehicle extracted from the map information runs.
The information indicating the shape line of
This is calculated based on the amount of movement related to the heading motion and the vehicle speed.
Calculate the running locus of the vehicle,
The driving situation of the driver is appropriate based on the deviation amount of the traveling locus of
Or not .

According to the vehicle driving condition monitoring apparatus of the second aspect, the deviation amount calculating means is configured to calculate the shape line of the road and the calculation line.
Calculate the area surrounded by the traveled trajectory and determine
Is suitable for the driver's driving situation based on the enclosed area.
Determine if it is correct.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing a configuration of a vehicle driving condition monitoring apparatus according to a first embodiment of the present invention.
This device is driven by a prime mover such as an internal combustion engine or an electric motor, and is installed in a vehicle having steering. In the figure, a yaw rate sensor (behavior amount detecting means) 10 for detecting a yaw rate YR of the vehicle and a vehicle speed sensor (vehicle speed detecting means) 11 for detecting a traveling speed V of the vehicle are connected to an input side of the microcomputer 1. Has been done.
Further, a navigation system 12 is connected to the microcomputer 1. The navigation system 12 includes a storage device that stores map information and a position detection device that detects the position of the vehicle in the map information, and indicates the shape of the road on which the vehicle is traveling according to the detected position. Information is extracted from the map information stored in the storage device, and the extracted map information (hereinafter referred to as "road data") and information indicating the position of the vehicle (hereinafter referred to as "vehicle position information") are stored in the microcomputer. Supply to 1.
The navigation system 12 constitutes the map information output means, the vehicle position detection means, and the information extraction means described in the claims.

An alarm unit 20 is connected to the output side of the microcomputer 1 for issuing an alarm as needed during the monitoring of the driving condition of the driver. This alarm unit 20
For example, it is composed of a lamp, a buzzer, a sound generator and the like.

The running locus calculation unit 14, the deviation amount calculation unit 15, and the judgment unit 16 of the microcomputer 1 are shown as the functions of the microcomputer 1 as blocks.

The running locus calculation unit 14 calculates the running locus of the vehicle based on the detected yaw rate YR and the vehicle speed V, and the deviation amount calculation unit 1 calculates data representing the calculated running locus.
Enter in 5.

The deviation amount calculation unit 15 includes a traveling locus calculation unit 14
The deviation amount ΔDIF, which is a parameter indicating the meandering of the vehicle, is calculated based on the traveling locus data input from the vehicle, the road data input from the navigation system 12, and the vehicle position information. FIG. 2 is a diagram for explaining a method of calculating the deviation amount ΔDIF, in which the nodes N1 to N4 indicate coordinates input as road data. Further, the lines L12, L23, L34 are straight lines connecting the respective nodes, and the loci T1 and T2 are the running loci within a predetermined time calculated when the vehicle is running from the nodes N2 to N3. Show. For example, the locus T1 is a locus in which the angle (hereinafter referred to as “start angle”) θ of the tangent line LT1 at the node N2 with respect to the reference line LREF is θ1, and the loci T2 and T3 are the start angle θ of the locus T1.
Is a locus obtained by rotating the locus t1 around the node N2 so that In general, the traveling locus calculated by the traveling locus calculation unit 14 does not match the road data as it is. Therefore, in this embodiment, the start angle θ is changed and the portion surrounded by the straight line L23 and the locus T3 (shaded line in the figure). The start angle θMIN (the start angle of the locus T3 corresponds in the illustrated example) that minimizes the area ST of the (part) is determined, and the area ST at that time is defined as the deviation amount ΔDIF.

It should be noted that the deviation amount ΔDIF is determined by the start angle θ =
Not limited to the shaded area ST in θMIN, for example, the maximum value of the distance between the locus T3 and the line L23,
Alternatively, the sum of the maximum value of the distance above the line L23 and the maximum value of the distance below the line L23 (that is, the amplitude around the line L23 of the locus T3) may be used.

Instead of changing the start angle θ, the straight line L23 may be rotated to minimize the area ST.

The determination unit 16 determines whether or not the deviation amount ΔDIF is larger than the predetermined deviation amount Δα, and when ΔDIF> Δα, the position of the vehicle has largely deviated from the proper position indicated by the road data. Therefore, it is determined that the operating state is abnormal, and a signal for instructing the alarm unit 20 to issue an alarm is output.

[0018] In this embodiment, judgment unit 16 and the alarm unit 20 constitutes a respective determination means and warning means.

FIG. 3 is a flow chart showing the procedure of processing in the microcomputer 1, and the functions of the running locus calculation unit 14, the deviation amount calculation unit 15 and the judgment unit 16 described above are specifically in the CPU of the microcomputer 1. This is realized by the processing of FIG.

First, in step S11, the yaw rate YR and the vehicle speed V are fetched every predetermined time (for example, 1 second), then the road data is fetched and the running locus is calculated (step S12). Then, as described above, the deviation amount ΔDIF is calculated based on the traveling locus and the road data (step S13), and it is determined whether or not the deviation amount ΔDIF is larger than the predetermined deviation amount Δα. As a result, when ΔDIF ≦ Δα, this processing is immediately terminated, and when ΔDIF> Δα, it is determined that the operating condition is abnormal, and a signal for instructing to issue an alarm is output to the alarm unit 20. .

As described above, in the present embodiment, the driving condition is judged based on the road data supplied from the navigation system and the detected yaw rate YR and the vehicle speed V. Therefore, the condition of the road surface and the individual difference of the driver. It can be accurately determined regardless of.

FIG. 4 is a diagram showing the configuration of a vehicle driving condition monitoring apparatus according to the second embodiment of the present invention. The monitoring apparatus of this embodiment is the deviation amount calculation unit 15 of the first embodiment.
The driving ability estimating unit 17 for estimating the driving ability of the driver is added between the determining unit 16 and the determining unit 16. The other points are the first
It is the same as the embodiment. In the present embodiment, the driving ability estimation unit 17 and the determination unit 16 form part of the determination unit and the warning unit described in the claims.

FIG. 5 is a flowchart of a process corresponding to the functional block diagram of FIG. 4, and steps S11 to S of FIG.
13 and S15 are the same as the processing of FIG.

In step S21, the driving ability of the driver is estimated based on the deviation amount ΔDIF calculated in step S13. This estimation is specifically performed as follows.

First, the deviation amount ΔDIF is calculated m times (for example, 4 times) and n times (for example, 8 times) by changing the sampling time of the yaw rate YR and the vehicle speed V, and the average value ΔDIFAVE of the m ΔDIF values and the standard value are calculated. A deviation σDIF and an average value ΔDIFAVE3 of n ΔDIF values are calculated. Then, the average value ΔDIFAVE is equal to the predetermined deviation amount ΔDIFTH.
Whether or not the standard deviation σDIF is larger than a predetermined threshold σ
Driving capability levels A to D are determined as shown in FIG. Where ΔDIFAVE ≦
When ΔDIFTH and σDIF ≦ σTH, the deviation amount is small on average and the variation is small, so that it is estimated that the driving ability is the highest (level A). on the other hand,
When ΔDIFAVE> ΔDIFTH and σDIF ≦ σTH, the deviation amount is large on average and the variation is small, so it is estimated that the driving ability is the lowest (level D). When σDIF> σTH, ΔD
It is estimated that the smaller the IFAVE value is, the higher the driving ability is.
When DIFAVE ≤ ΔDIFTH is level B, Δ
The level C is the time when DIFFAVE> ΔDIFTH.

Further, the number NOV (= 0 to m) of m ΔDIF values exceeding a predetermined value is calculated, and this NOV is calculated.
The driving ability levels E to I are determined according to the values. That is, when m = 4, the driving abilities are set to E, F, G, H, and I corresponding to NOV = 0, 1, 2, 3, and 4, respectively.

Then, the above driving ability levels A to C and E
Based on ~ I, the overall driving ability is determined as shown in FIG. 7. That is, the average value ΔD of n ΔDIF values
If the predetermined threshold of IFAVE3 is ΔDIF3TH, the levels A, B and E, or ΔDIFAVE3 <ΔDIF
When it is 3TH, it is determined to be "normal", and when the levels A, B and F, G and ΔDIFAVE3 ≧ ΔDIF3TH, or when the levels C and E, F, G and ΔDIFAVE3 ≧ Δ
When DIF3TH, "warning level 1" is determined, and levels A, B, C and H, I and ΔDIFAVE3 ≧ ΔDI
At F3TH, or level D and ΔDIFAVE3
When ≧ ΔDIF3TH, it is determined as “warning level 2”.

The average value ΔDIF of the n ΔDIF values
Without using AVE3, it is determined to be "normal" when the levels are A, B and E and is "warning level 1" when the levels are A, B and F, G or when the levels are C, E, F and G. Judgment, when level A, B, C and H, I or level D
In this case, "warning level 2" may be determined.

In this way, the driving ability of the driver can be determined (estimated) more accurately by determining the driving ability of the driver based on the average value and the variation of the plurality of deviation amounts ΔDIF.

Returning to FIG. 5, in step S22, it is determined whether or not the driving ability is low, that is, whether the driving ability estimated in step S21 is the warning level 1 or 2.
As a result, when the driving ability is not the warning level 1 or 2, this processing is immediately terminated, while when the driving ability is the warning level 1 or 2, it is determined that the driving situation is abnormal and an alarm is issued. A signal for instructing to do so is output to the alarm unit 20.

In this case, at the warning level 2, it is desirable to make the warning sound louder than at the warning level 1 or to make both the lamp lighting and the buzzer sound.
Further, when the warning level is 2, a fail safe action such as decelerating the vehicle speed may be performed.

As described above, according to the second embodiment, the driving ability of the driver is determined more accurately by estimating (estimating) the driving ability of the driver based on the average value and the variation of the plurality of deviation amounts ΔDIF. In addition, fine-grained warnings and fail-safe actions are possible.

In the above-described embodiment, the warning to the driver is one that appeals to the driver's sight or hearing, but the present invention is not limited to this, and a method of directly acting on the driver, such as a seat, is used. The vehicle may be vibrated, tension may be applied to the seat belt, a specific scent may be released into the vehicle compartment, or the operating state of the air conditioner may be changed. As a result, the driver can be more surely notified of the deterioration of the driving situation.

Although the yaw rate is detected by the yaw rate sensor 10 in the above-mentioned embodiment, instead of this, the steering angle sensor for detecting the output of the wheel speed sensor and the vehicle speed sensor or the steering angle of the steering wheel and the lateral direction. The yaw rate may be calculated using the output of the acceleration sensor or the like.

In the above embodiment, the yaw angle Y
Although the reference line is estimated based on A, the reference line may be estimated based on the yaw rate YR or the lateral displacement amount YK.

[0036]

According to the present invention, it is extracted from map information.
Information indicating the shape line of the road on which the
For the amount of movement and vehicle speed related to both yaw movements or lateral movements
Calculate the travel path of the vehicle calculated based on
Based on the deviation of the vehicle's running trajectory from the shape line of
Since the driver's driving situation is judged to be appropriate,
Whether or not the driving situation is appropriate is extracted from the map information.
Based on the road shape and running trajectory of the vehicle
Stable and accurate operation to better understand vehicle behavior
It is possible to improve the accuracy of grasping the driver's driving situation.
it can.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle driving condition monitoring apparatus according to a first embodiment of the present invention.

FIG. 2 is a diagram for explaining a method of calculating a deviation amount indicating a deviation of a vehicle travel locus from road data.

FIG. 3 is a flowchart showing a procedure of processing executed by the microcomputer shown in FIG.

FIG. 4 is a block diagram showing a configuration of a vehicle driving condition monitoring apparatus according to a second embodiment of the present invention.

5 is a flowchart showing a procedure of processing executed by the microcomputer of FIG.

FIG. 6 is a diagram showing a map for determining a driving ability level of a driver.

FIG. 7 is a diagram showing a map for determining a driving ability level of a driver.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Microcomputer 10 Yaw rate sensor (behavior amount detection means) 11 Vehicle speed sensor (vehicle speed detection means) 12 Navigation system (map information output means, own vehicle position detection means, information extraction means) 14 Travel locus calculation unit (lateral displacement behavior amount calculation) Means) 15 Deviation amount calculation unit (lateral displacement behavior amount calculation unit) 16 Judgment unit (judgment unit, warning unit) 20 Warning unit (warning unit)

─────────────────────────────────────────────────── ─── Continuation of front page (56) References JP-A-5-126591 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) G08G 1/16 B60K 25/00-28 / 16 G08B 19/00-21/24

Claims (2)

(57) [Claims] 1. A vehicle driving condition monitoring device for monitoring a driving condition of a driver of a vehicle, a behavior amount detecting means for detecting a behavior amount relating to a yaw motion or a lateral motion of the vehicle, and a vehicle speed of the vehicle. Vehicle speed detection means, map information output means for outputting map information including roads on which the vehicle travels, own vehicle position detection means for detecting the position of the vehicle in the map information, and the vehicle from the map information. Information extracting means for extracting information indicating a shape line of a traveling road, and a traveling locus of the vehicle based on the behavior amount and the vehicle speed
And a deviation of the calculated running trajectory with respect to the shape line of the road.
Deviation amount calculation means for calculating a difference amount , judgment means for judging whether or not the driving situation of the driver is appropriate based on the deviation amount , and warning means for giving a warning based on the judgment result by the judgment means. A driving condition monitoring device for a vehicle, comprising: 2. The deviation amount calculating means is a shape of the road.
Calculate the area enclosed by the line and the calculated travel path
However, the determining means is based on the calculated area.
The vehicle driving condition monitoring device according to claim 1, wherein it is determined whether or not the driving condition of the driver is appropriate .