JP2019175062A - Control device for vehicle - Google Patents

Abstract

To determine emergency of driving assistance in accordance with the degree of an abnormal condition of a driver and to speedily avoid danger in accordance with the degree of the abnormal condition of the driver.SOLUTION: A control device 10 for a vehicle has a driving assistance mode in which driving of the vehicle is assisted when a driver 13 is in an abnormal condition, and comprises: a posture measuring unit 43 for measuring a driving posture of the driver; an abnormality determination unit 44 and an abnormality level determination unit 47 for determining abnormality and an abnormality level of the driving posture measured by the posture measuring unit 43, on the basis of the driving posture; and a warning generation unit 31 which outputs a warning to the driver 13 during a standby time (t) from the determination of presence of abnormality by the abnormality determination unit 44 to a shift to the driving assistance mode. As the abnormality level determined by the abnormality level determination unit 47 is higher, the standby time (t) is made shorter.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a vehicle control device that assists driving when an abnormal state of a driver driving the vehicle is detected, and belongs to the field of safety technology for vehicles such as automobiles.

  As a part of vehicle safety technology, there is known a technology that supports driving that performs automatic driving control or the like when an abnormal state of a driver is detected.

  According to such a driving assistance device, once it is determined that the driver has entered an abnormal state, driving assistance according to the abnormal state is continued, so if the driver recovers from the abnormal state There was a problem that driving support could not be canceled and the driving operation by the driver might be hindered.

  On the other hand, in Patent Document 1, even when it is determined that the driver is in an abnormal state, if a state that can cancel the determination is detected, the driving operation by the driver is performed. A vehicle control device that can tolerate this is disclosed.

  On the other hand, in the vehicle control device of Patent Document 2, in order to prevent an erroneous determination of an abnormal state of the driver, before executing the driving support mode, an alarm by lighting an alarm sound or an in-vehicle hazard lamp is executed. It is reconfirmed whether the driver is in an abnormal state. Thereby, it is prevented that the driver is erroneously determined to be in an abnormal state despite the normal state and the automatic driving control is executed.

  Specifically, when the driver stops the alarm during the execution of the alarm, the control device determines that it is in a normal state and prohibits the execution of the automatic operation control. On the other hand, if the driver does not stop the alarm until a predetermined time has elapsed after the alarm is executed, the control device determines that the alarm is in an abnormal state and blinks the external hazard lamp.

  At that time, the control device, as the driver's abnormal state, for example, the state of feeling drowsiness from the number of blinks, or the driving impossible state such as doze state or loss of consciousness due to posture collapse or white eyes etc. Judgment by distinguishing

  Then, based on the determination, the control device performs automatic driving control when the driver does not stop the alarm until the predetermined time has elapsed after blinking the external hazard lamp after a predetermined time from the in-vehicle alarm.

  Thus, by providing a confirmation time from the abnormality determination to the automatic driving control, erroneous determination of the abnormality determination is prevented, and if it is determined that the abnormality is not possible and the driving is impossible, an external hazard It is possible to lengthen the time for shifting from blinking lamp to automatic operation.

  As a result, the abnormal state of the driver of the vehicle can be secured for a long period of time from the early warning to just before the shift to automatic driving, so that the abnormality of the vehicle can be effectively notified to other nearby vehicles, etc. it can.

JP 2017-144808 A JP-A-2006-85563

  By the way, depending on the degree of the abnormal state of the driver, for example, when the vehicle suddenly falls into a loss of consciousness, it may be necessary to ensure the safety of the behavior of the host vehicle rather than the warning to the outside of the vehicle. In this case, in order to ensure the safety of the behavior of the host vehicle, there is a case where driving assistance such as automatic driving control should be executed immediately to ensure safety.

  Accordingly, an object of the present invention is to determine the urgency level of driving support according to the degree of the abnormal state of the driver, and to quickly avoid danger depending on the degree of the abnormal state of the driver.

  By the way, as a result of repeatedly examining the relationship between the driver's posture and the degree of the abnormal state, the inventor of the present application has found that the change rate of the driver's posture and the amount of change of the driver's posture indicate that the driver cannot drive. We found new findings that change depending on the degree of abnormalities in the condition.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention is configured as follows based on the above-described knowledge.

First, the invention described in claim 1
A vehicle control device having a driving support mode for supporting driving of the vehicle when the driver is in an abnormal state,
An attitude measurement unit that measures the driving attitude of the driver;
Based on the driving posture measured by the posture measuring unit, an abnormality determining unit and an abnormal level determining unit that determine an abnormality and an abnormal level of the driving posture;
In a standby time from when the abnormality determination unit determines that there is an abnormality to when shifting to the driving support mode, an alarm generation unit that outputs an alarm to the driver,
The waiting time is set to be shorter when the abnormal level determined by the abnormal level determination unit is higher than when the abnormal level is not.

The invention according to claim 2 is the invention according to claim 1,
The abnormal level determination unit determines the abnormal level based on a change speed of the driving posture.

The invention according to claim 3 is the invention according to claim 1,
The abnormal level determination unit determines the abnormal level based on a change amount of the driving posture.

The invention according to claim 4 is the invention according to claim 3,
The posture measuring unit measures, as the driving posture, a torso change angle that is a change angle from the initial posture of the torso angle, and a head pitch change angle that is a change angle from the initial posture of the head pitch angle,
The abnormality level determination unit determines that the abnormality level is lower when the abnormality is determined only by the torso change angle than when the head pitch change angle is determined to be abnormal in addition to the torso change angle. It is characterized by.

  Here, the torso angle in claim 4 is the inclination angle from the vertical direction of the straight line connecting the waist and the base of the neck, and the head pitch angle is from the vertical direction of the straight line connecting the base of the neck and the top of the head. The inclination angle.

  First, according to the first aspect of the invention, the vehicle control device determines the abnormal state and abnormal level of the driver based on the driving posture detected by the driving posture detection means, and from the time of the abnormality determination. When the abnormality level is high, the standby time for outputting a warning to the driver before shifting to the driving support mode is shortened compared to the case where the abnormality level is not high.

  As a result, when the driver's abnormality level is high, the standby time for outputting an alarm from when it is determined that there is an abnormality until the shift to the driving support mode can be shortened. Compared with the case where an alarm is output for a predetermined time, for example, when the state falls into a state of loss of consciousness, it is possible to shift to the driving support mode immediately.

  According to the second aspect of the present invention, as described above, the abnormality level of the driver can be reliably determined by determining the abnormality level of the driver based on the change speed of the driving posture. Accordingly, the shift to the driving support mode can be performed at an appropriate timing.

  For example, the abnormal level determination unit includes the change speed of the head pitch angle, which is the inclination angle with respect to the vertical direction of the straight line connecting the base of the neck and the top of the head before and after the driver's loss of consciousness, and the waist part before and after the driver's loss of consciousness. When the change speed of at least one of the change speeds of the torso angle that is the inclination angle with respect to the vertical direction of the straight line connecting the base of the neck and the base of the neck is high, it is determined that the abnormal level is higher than when the change speed is low.

  According to the third aspect of the present invention, as described above, the abnormal state of the driver can be reliably determined by determining the abnormal level of the driver based on the amount of change in the driving posture, and the abnormal level can be determined. Accordingly, the shift to the driving support mode can be performed at an appropriate timing.

  For example, the abnormal level determination unit includes a head pitch change angle that is an inclination angle with respect to a vertical direction of a line segment connecting the base of the neck and the top of the head before and after the driver's loss of consciousness, and a waist portion before and after the driver's loss of consciousness. When the change amount of at least one of the change amounts of the torso angle that is the inclination angle with respect to the vertical direction of the line segment connecting the base of the neck is large, it is determined that the abnormal level is higher than when the change amount is small. .

  According to the invention described in claim 4, the posture measuring unit, as the driving posture, the torso change angle that is the change angle from the initial posture of the torso angle, and the change angle from the initial posture of the head pitch angle. When the head pitch change angle is measured and the abnormal level determination unit determines that the abnormality is based only on the torso change angle, it is more abnormal than if the head pitch change angle is determined to be abnormal in addition to the torso change angle. Judge that the level is low.

  For example, among the changes in the driving posture, a scene where the torso change angle is a predetermined value or more may be a low abnormal level such as a forward leaning posture by safety confirmation. On the other hand, a scene in which both the torso change angle and the head pitch change angle are equal to or greater than the predetermined values can be considered to have a high abnormal level such as the driver falling into a state of loss of consciousness.

  Therefore, when it is determined that the abnormal state is based only on the torso change angle, by determining that the abnormal level is lower than when both the torso change angle and the head pitch change angle are determined to be abnormal, for example, driving Transition to the support mode can be performed at an appropriate timing.

It is a control system figure of a control device of vehicles concerning an embodiment of the present invention. It is a figure explaining a torso angle. It is a figure explaining a pitch angle. It is a graph which shows the torso change angle and head pitch change angle after loss of consciousness with respect to the driver's initial torso angle. (A) Before loss of consciousness when the driver's initial torso angle is less than the predetermined branch angle (b) Driving posture after loss of consciousness, and (c) Consciousness when the driver's initial torso angle is greater than or equal to the predetermined branch angle It is a figure which shows the driving posture before loss (d) after loss of consciousness. (A) Torso change angle with respect to longitudinal acceleration and (b) Head pitch change angle with respect to longitudinal acceleration. It is a flowchart which shows the driver | operator's abnormal level determination operation | movement in 1st Embodiment. It is a graph which shows the torso angle with respect to time. It is a table | surface which shows the waiting time until the change time of driving posture with respect to an abnormal level, and driving assistance mode transfer. It is a map which shows the abnormal level with respect to the variation | change_quantity of a driving posture. It is a flowchart which shows the driver | operator's abnormal level determination operation | movement in 2nd Embodiment.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described.

  First, FIG. 1 is a control system diagram schematically showing a configuration of a vehicle 1 on which a vehicle control device 10 according to the present embodiment is mounted. The vehicle 1 includes an in-vehicle camera 21, an acceleration sensor 22, an operation switch 23, an accelerator pedal 24, a brake pedal 25, a steering sensor 26, an alarm sound generator 31, a hazard flasher 32, a driving support device 33, and a control unit 40.

  The in-vehicle camera 21 as an imaging unit and a rearward tilt angle detecting unit is attached to a front pillar on the passenger seat side of the vehicle 1 so that the optical axis of the in-vehicle camera 21 faces the driver's seat of the vehicle 1. The in-vehicle camera 21 images the driver of the vehicle 1 from the side. The in-vehicle camera 21 outputs the captured image data to the control unit 40.

  The in-vehicle camera 21 may be attached to the side ceiling of the driver's seat inside the vehicle 1 so that the optical axis of the in-vehicle camera 21 faces the driver's seat of the vehicle 1. Further, a plurality of cameras may be attached to the front pillar on the passenger seat side, the ceiling in the interior of the vehicle 1 or the like so that each optical axis faces the driver's seat of the vehicle 1.

  The acceleration sensor 22 detects the acceleration of the vehicle. The acceleration sensor 22 outputs the detected vehicle acceleration to the control unit 40. The operation switch 23 is for stopping the alarm sound generator 31 that is operating, and is operated by the driver. The accelerator pedal 24 adjusts the accelerator opening, and is operated by the driver's foot. The brake pedal 25 is for operating a brake and is operated by a driver's foot. The steering sensor 26 is disposed on the steering wheel, and detects torque applied to the steering wheel by the driver.

  For example, the outside camera 27 is attached to a windshield of the vehicle 1 and images a white line, a preceding vehicle, an obstacle, and the like on the traveling path of the host vehicle. The vehicle exterior camera 27 outputs the captured image data to the control unit 40.

  The alarm sound generator 31 includes, for example, a buzzer and a bell, and generates an alarm sound for the driver. The hazard flasher 32 flashes all the orange direction indicators simultaneously. The driving support device 33 supports driving of the vehicle by the driver. The driving assistance device 33 may have a function of decelerating or stopping the vehicle 1 by automatically operating a brake. The driving assistance device 33 may have a function of causing the vehicle to maintain the lane by controlling the steering wheel.

  The control unit 40 controls the overall operation of the vehicle. The control unit 40 includes a CPU 41, a storage unit 42, and other peripheral circuits. The storage unit 42 includes a semiconductor memory such as a flash memory, a hard disk, or other storage elements. The storage unit 42 includes a memory that temporarily stores memory data that holds programs. The storage unit 42 may be composed of a single memory having an area for storing a program and an area for temporarily storing data.

  Further, the storage unit 42 stores a predetermined branch angle θ0, a second predetermined head pitch change angle θ1, a predetermined torso change angle θ2 as a predetermined backward tilt change angle, and a predetermined head pitch change angle θ3, which will be described later. Stored as part.

  The predetermined branching angle θ0 is an angle that becomes a branching angle of the initial torso angle θt that is a boundary at which forward tilting or backward tilting occurs after loss of consciousness.

  The second predetermined head pitch change angle θ1 is an abnormal state of the amount of change in the driving posture of the driver before and after loss of consciousness when the initial torso angle is less than the predetermined branch angle θ0 (when the forward tilt occurs after loss of consciousness). It is an angle that serves as a threshold value for determining.

  The predetermined torso change angle θ2 is used to determine an abnormal state of the amount of change in the driving posture of the driver before and after the loss of consciousness when the initial torso angle is less than the predetermined branch angle θ0 (when the inclination becomes forward after loss of consciousness). This is the threshold angle.

  The predetermined head pitch change angle θ3 determines an abnormal state of the amount of change in the driver's driving posture before and after loss of consciousness when the initial torso angle is greater than or equal to the predetermined branching angle θ0 (when backward tilting occurs after loss of consciousness). This is an angle that is a threshold value.

  In the present embodiment, the predetermined branch angle θ0, the second predetermined head pitch change angle θ1, the predetermined torso change angle θ2, and the predetermined head pitch change angle θ3 are calculated by a simulation described later.

  The CPU 41 operates in accordance with a program stored in the storage unit 42, thereby providing an attitude measurement unit 43, an abnormality determination unit 44, a time measurement unit 45, a vehicle behavior determination unit 46, an abnormal level determination unit 47, and an operation control unit 48. Function.

  The posture measurement unit 43 calculates the driver's initial torso angle θt, the torso change angle Δθt that is the amount of change in the torso angle from the initial posture, and the head from the initial posture from the image data captured by the in-vehicle camera 21. The head pitch change angle Δθp, which is the change amount of the pitch angle, is measured.

  Here, the torso angle θt and the head pitch angle θp will be described with reference to FIGS. FIGS. 2 and 3 show a state in which a driver 13 sitting on the driver's seat 11 and holding the steering wheel 12 and driving the vehicle is viewed from the side.

  As shown in FIG. 2, the torso angle θt is an inclination angle with respect to the vertical direction of the trunk. Specifically, the torso angle θt is an inclination angle of the straight line 16 connecting the lower end 14 of the waist and the base 15 of the neck with respect to the vertical line 17.

  As shown in FIG. 3, the pitch angle θp is an inclination angle of a straight line 19 connecting the base 15 of the neck and the crown 18 with respect to the vertical line 20.

  The posture measurement unit 43 detects the lower end 14 of the driver's waist and the base 15 of the neck extracted by template matching or the like, and measures the torso angle θt and the pitch angle θp.

  In this embodiment, as shown in FIG. 2, the neck base 15 is set to the front (−90 degrees) with respect to the lower end 14 of the waist, and the base 15 of the neck is rearward with respect to the lower end 14 of the waist. (+90 degrees) when it is horizontal. That is, in the present embodiment, the torso angle θt is set to a negative value when the driver is in the forward leaning posture, and is set to a positive value when the driver is in the backward leaning posture. When the driver is driving normally, the torso angle θt is normally a positive value as shown in FIG.

  Further, as shown in FIG. 3, when the crown 18 is horizontally frontward with respect to the base 15 of the neck (−90 degrees), and when the crown 18 is horizontally rearward with respect to the root 15 of the neck. (+90 degrees). In other words, in the present embodiment, the head pitch angle θp is set to a negative value when the top 18 is tilted forward with respect to the base 15 of the neck, and is set to a positive value when the head is tilted backward. When the driver is driving normally, the head pitch angle θp is normally a negative value as shown in FIG.

  Returning to FIG. 1, the abnormality determination unit 44 uses the initial torso angle θt of the driver measured by the posture measurement unit 43 and the predetermined branch angle θ0 stored in the storage unit 42 to cause the driver to lose consciousness. It is determined whether it will fall forward or backward later.

  The abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than a second predetermined head pitch change angle θ1 (for example, 55 deg) if the initial torso angle θt is less than the predetermined branch angle θ0. . If the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1, the abnormality determination unit 44 determines whether the torso change angle Δθt is equal to or greater than a predetermined torso change angle θ2 (for example, 15 deg). When the state where the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2 continues for a predetermined time T (for example, T = 1 second in this embodiment), the abnormality determination unit 44 determines that the driver is in an abnormal state. To do. The time counting unit 45 counts the duration from the time when it is determined that the pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1 and the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2.

  The abnormality determination unit 44 determines the abnormality level of the driver using the abnormality level determination unit 47 when the driver does not respond before the predetermined time elapses by the timing unit 45. The driving control unit 48 sets a standby time t until the driving support mode is shifted according to the abnormal level determined by the abnormal level determining unit 47, and before the standby time t elapses, If there is no response, the mode shifts to the driving support mode.

  On the other hand, the abnormality determination unit 44 determines that the initial torso angle θt is less than the predetermined branch angle θ0, the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1, and the torso change angle Δθt is the predetermined torso change angle θ2. If less, the vehicle behavior determination unit 46 determines whether there is an abnormality in the vehicle behavior.

  As parameters for determining the abnormal state of the vehicle behavior, for example, rapid acceleration / deceleration, lane departure degree, and margin for collision are used. Here, a vehicle abnormality determination method will be briefly described.

  When sudden acceleration / deceleration is used as a parameter, the vehicle behavior determination unit 46 acquires the acceleration of the host vehicle using an acceleration sensor, and determines whether sudden acceleration or sudden deceleration has occurred. Alternatively, it is determined from the pedal operation model stored in advance in the storage unit 42 whether the accelerator pedal and the brake pedal operation have deviated.

  When the lane departure degree is used as a parameter, the vehicle behavior determination unit 46 determines whether the host vehicle has deviated from the lane from the lane imaged by the outside camera 27 or the like in the lane departure determination. For example, based on the image of the vehicle outside camera 27, it is determined whether or not the difference between the distance from the center of the host vehicle to the lane and the distance from the center of the host vehicle to the side of the vehicle body is 0 m or less. Further, when the traveling path of the host vehicle is a curve, it is based on the curvature of the lane imaged by the outside camera 27 and the future traveling locus of the host vehicle calculated from the steering angle and the vehicle speed of the host vehicle. Then, it is determined whether the host vehicle does not depart from the lane.

  When the collision allowance time is used as a parameter, the vehicle behavior determination unit 46 suddenly approaches the host vehicle and the preceding vehicle or obstacle around the host vehicle from the environment image around the host vehicle captured by the outside camera 27 or the like. Judge whether or not. For example, based on the image of the camera 27 outside the vehicle, a collision margin time that is a time obtained by dividing the distance from the own vehicle to the preceding vehicle by the relative speed of the own vehicle with respect to the preceding vehicle is equal to or less than a predetermined threshold (for example, 2.0 seconds). It is determined whether or not it is the timing. A collision allowance time that may cause the host vehicle to collide with a preceding vehicle is applied to the predetermined threshold. In this embodiment, the distance and relative speed between the host vehicle and the preceding vehicle amount are determined based on the image of the camera 27 outside the vehicle. However, a millimeter wave radar or the like may be used instead of the camera 27 outside the vehicle. .

  If at least one of the vehicle behavior abnormalities determined by the vehicle behavior determining unit 46 corresponds to the vehicle behavior, the vehicle behavior is determined to be abnormal. Call attention.

  If the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angle θ1 and the abnormal state of the vehicle behavior continues for a predetermined time T (for example, T = 1 second in this embodiment), an abnormality determination is made. The unit 44 determines that the driver is in an abnormal state. The time counting unit 45 counts the duration from the time point when the pitch change angle Δθp is equal to or larger than the second predetermined head pitch change angle θ1 and the vehicle behavior is determined to be abnormal.

  The abnormality determination unit 44 determines the abnormality level of the driver using the abnormality level determination unit 47 when the driver does not respond before the predetermined time elapses by the timing unit 45. The driving control unit 48 sets a standby time t until the driving support mode is shifted according to the abnormal level determined by the abnormal level determining unit 47, and before the standby time t elapses, If there is no response, the mode shifts to the driving support mode.

  On the other hand, if the initial torso angle θt is equal to or greater than the predetermined branch angle θ0, the abnormality determination unit 44 determines whether the head pitch change angle Δθp is equal to or greater than a predetermined head pitch change angle θ3 (for example, 45 deg). The abnormality determination unit 44 determines that there is no abnormality if the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3.

  If the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3, the abnormality determination unit 44 determines that the head pitch angle Δθp is equal to or greater than the predetermined head pitch change angle θ3 for a predetermined time T (this implementation). In the embodiment, the driver is determined to be in an abnormal state if continued for, for example, T = 1 second). The timer 45 counts the duration from the time when the head pitch change angle Δθp is determined to be greater than or equal to the predetermined head pitch change angle θ3.

  The abnormality determination unit 44 determines the abnormality level of the driver using the abnormality level determination unit 47 when the driver does not respond before the predetermined time elapses by the timing unit 45. The driving control unit 48 sets a standby time t until the driving support mode is shifted according to the abnormal level determined by the abnormal level determining unit 47, and before the standby time t elapses, If there is no response, the mode shifts to the driving support mode.

  Here, a calculation method by simulation of the above-described predetermined branch angle θ0, second predetermined head pitch change angle θ1, predetermined torso change angle θ2, and predetermined head pitch change angle θ3 will be described.

  First, the present applicant conducted a simulation by paying attention to the fact that the driving posture of the driver may fall forward or fall backward in a loss of consciousness state.

  First, the predetermined branch angle θ0 will be described with reference to FIG. FIG. 4 shows a torso change angle Δθt and a head pitch change angle Δθp, which are change angles from the initial posture of the torso angle and the head pitch angle immediately after loss of consciousness with respect to the initial torso angle θt. In the simulation, as the change angles Δθt and Δθp, the change angles 500 ms after the posture change started from the initial posture were used.

  According to the simulation result, it can be seen that the torso change angle Δθt tends to become smaller as the initial torso angle θt becomes rearward. In particular, when the initial torso angle θt is between 25 deg and 40 deg, the torso change angle Δθt greatly changes from 20 deg to 5 deg.

  From the simulation results described above, the initial torso angle (initial backward tilt angle) that is the branching angle in the falling direction of whether the driver falls to the front side or to the rear side is a predetermined branching angle θ0 (for example, between 35 deg to 40 deg). Of a predetermined angle).

  Further, the applicant of the present invention has different characteristics in the posture of the driver after loss of consciousness when falling to the front side and falling to the rear side at the calculated predetermined branch angle θ0 as a boundary. The simulation was performed under the hypothesis.

  FIG. 5 shows the simulation results. (A) (b) The initial torso angle θt is less than the predetermined branch angle θ0, and (c) (d) The initial torso angle θt is greater than or equal to the predetermined branch angle θ0. This is a comparison of the driving postures when the driver is normal and after the loss of consciousness.

  According to this, when the body falls down forward in the state after loss of consciousness (when the initial torso angle θt is less than the predetermined branch angle θ0), both the torso angle and the head pitch angle are greatly tilted forward from the initial posture, and the torso changes The angle Δθt1 and the head pitch change angle Δθp1 were each equal to or greater than a predetermined angle.

  On the other hand, when the body falls back in the state after loss of consciousness (when the initial torso angle θt is greater than or equal to the predetermined branch angle θ0), the torso change angle Δθt2 cannot be clearly obtained, and the head pitch change angle Δθp is A second finding was obtained that the degree of forward tilt is smaller than when the torso angle θt is less than the predetermined branch angle θ0.

  Specifically, when the initial torso angle θt is less than the predetermined branching angle θ0, as shown in FIGS. 5A and 5B, the torso angle θt11 before the loss of consciousness is On the other hand, the torso angle θt12 after the loss of consciousness (b) changes from the vertical direction to the front side. Torso change angle Δθt1 = θt11 + θt12.

  Further, the head pitch angle θp11 before the loss of consciousness (a) is inclined forward from the vertical direction, and the head pitch angle θp12 after the loss of consciousness (b) is further greater than the head pitch angle θp11 before the loss of consciousness. Changes forward. The head pitch change angle Δθp1 = θP12−θp11.

  On the other hand, when the initial torso angle θt is equal to or greater than the predetermined branch angle θ0, as shown in FIGS. 5C and 5D, the torso angle θt21 before loss of consciousness (a) is inclined backward from the vertical direction. The torso angle θt22 after the disappearance (b) also changes from the vertical direction to the backward tilt side. As a result, the torso change angle Δθt2 = θt22−θt21, so that the torso change angle Δθt2 is not clearly obtained as indicated by Δθt2 in FIG.

  Further, the head pitch angle θp21 before the loss of consciousness (a) is inclined forward from the vertical direction, and the head pitch angle θp22 after the loss of consciousness (b) is further greater than the head pitch angle θp21 before the loss of consciousness. Changes forward. Therefore, although the head pitch change angle Δθp2 = θP22−θp21 changes, the head pitch change angle is smaller than when the initial torso angle θt is less than the predetermined branch angle θ0 due to the small torso change angle Δθt2. Δθp is small.

  In addition, although the above-mentioned knowledge used the torso angle, the same tendency can be obtained even if the backward inclination angle of the driver's trunk reflected in the driver's torso angle such as a seat back is used.

  Next, a method for setting the second predetermined head pitch change angle θ1, the predetermined torso change angle θ2, and the predetermined head pitch change angle θ3 will be described with reference to FIG.

  As is well known, the applicant of the present application, when acceleration on the front side occurs, the driver is pressed to the rear side (seat back side), so that the forward tilt side change is suppressed even in the posture change before and after the loss of consciousness. Considering this, the threshold values are determined by adding the influence of longitudinal acceleration to the predetermined change angles θ1, θ2, and θ3. Therefore, the change in the posture of the driver before and after the loss of consciousness when the longitudinal acceleration is applied is calculated by simulation and will be described. In the present embodiment, values obtained from the following simulation results are used as predetermined change angles θ1, θ2, and θ3 stored in advance in the storage unit 42.

  As a simulation model, when the driver is seated at a standard torso angle (for example, 25 deg) and the longitudinal acceleration is given, the torso change angle and the head pitch change angle are used as parameters of posture change before and after the driver loses consciousness. Calculated.

  According to this simulation, as shown in FIG. 6A, the torso change angle Δθt at the longitudinal acceleration 0G is 25 deg, whereas the torso change angle Δθt at the longitudinal acceleration +0.1 G is less than 20 deg. As shown in (b), it was confirmed that the head pitch change angle Δθp at the longitudinal acceleration 0G was 75 deg, whereas the head pitch change angle Δθp at the longitudinal acceleration +0.1 G was 60 deg.

  From the above results, when the torso change angle (25 deg) and the head pitch change angle (75 deg) of the longitudinal acceleration 0G are used as the predetermined change angles θ1 and θ2 as threshold values for determining the abnormal state, the longitudinal acceleration +0 It can be seen that the abnormal state in 1G may be erroneously determined to be normal.

  Therefore, in the present embodiment, in order to take into account the torso change angle and the head pitch change angle in the abnormal state at the longitudinal acceleration of 0.1 G, which is smaller than the threshold value in the case of the longitudinal acceleration of 0.0 G, The predetermined head pitch change angle θ1 is set to 55 deg, and the predetermined torso change angle θ2 is set to 15 deg.

  Further, as described above, when the initial torso angle θt is equal to or greater than the predetermined branch angle θ0 (when falling backward after loss of consciousness), the change in the torso angle before and after loss of consciousness is not observed, and the pitch angle is accordingly increased. The change of becomes smaller. Therefore, the predetermined head pitch change angle θ3 is set to a predetermined angle (for example, 45 deg) smaller than the second predetermined head pitch change angle θ1 (55 deg).

  Next, the driver's abnormality level determination operation by the control unit 40 will be described with reference to the flowchart of FIG.

  First, in step S101 in the flowchart of FIG. 7, the driver's torso angle θt is detected from the driver's image from the in-vehicle camera 21, and the torso angle θt is determined.

  In step S102, the posture measurement unit 43 determines whether or not the initial torso angle θt is equal to or greater than a predetermined branch angle θ0 (for example, a predetermined angle between 35 deg and 40 deg).

  If the initial torso angle θt is less than the predetermined branch angle θ0, the abnormality determination unit 44 advances the process to step S103. On the other hand, if the initial torso angle θt is greater than or equal to the predetermined branch angle θ0, the process proceeds to step S104.

  In step S103, it is determined whether or not the head pitch change angle Δθp is equal to or greater than a second predetermined head pitch change angle θ1 (for example, 55 deg). If the head pitch change angle Δθp is less than the second predetermined head pitch change angle θ1, the abnormality determination unit 44 determines that the driver is not in an abnormal state and ends the process.

  On the other hand, if the head pitch change angle Δθp is greater than or equal to the second predetermined head pitch change angle θ1, the process proceeds to step S105, and it is determined whether the torso change angle Δθt is greater than or equal to the predetermined torso change angle θ2. If the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step SS106.

  In step S106, the vehicle behavior determination unit 46 determines whether or not the driver's vehicle behavior is abnormal based on the above-described vehicle behavior determination method (rapid acceleration / deceleration, lane departure, collision margin time). If the vehicle behavior is not in an abnormal state, the abnormality determination unit 44 determines that the driver is not in an abnormal state and ends the process. On the other hand, when the vehicle behavior is in an abnormal state, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S107.

  If the torso change angle Δθt is greater than or equal to the predetermined torso change angle θ2 in step S105, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S107.

  If the initial torso angle θt is greater than or equal to the predetermined branch angle θ0 in step S102, the process proceeds to step S104. In step S104, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than a predetermined head pitch change angle θ3. If the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3, the abnormality determination unit 44 advances the process to step S107. On the other hand, if the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3, the abnormality determination unit 44 determines that the driver is not in an abnormal state and ends the process.

  In step S107, the timer 45 counts the elapsed time. This elapsed time is the elapsed time from when the abnormality determination unit 44 determines that the driver is in an abnormal state. Specifically, when it is determined in step S105 that the torso change angle Δθt is greater than or equal to the predetermined torso change angle θ2, when the vehicle behavior is determined to be abnormal in step S106, and in step S104, the head This is the elapsed time from when it is determined that the pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3.

  In step S107, the time measuring unit 45 determines whether or not the elapsed time counted has reached a predetermined time T (for example, 1 second). If the elapsed time has reached the predetermined time, the timer unit 45 advances the process to step S108. On the other hand, if the elapsed time has not reached the predetermined time, the time measuring unit 45 returns the process to step S109.

  In step S108, the abnormality determination unit 44 determines that the driver is in an abnormal state, and advances the process to step S109.

  In step S109, the abnormal level determination unit 47 determines the abnormal level based on the change speed of the posture of the driver.

  Here, since the simulation was performed about the change speed of the attitude | position for determining an abnormal level, it demonstrates.

  As shown in FIG. 8, the applicant of the present application performed a simulation by paying attention to the fact that the speed of change of the driver's driving posture changes depending on the degree of the abnormal state of the driver.

  In the simulation, a change in the driver's torso angle when not in a state of loss of consciousness and a change in the driver's torso angle when a sudden loss of consciousness with a high degree of urgency occurred were calculated. As the change speed of the driving posture, the time until the driver's torso angle deviates from the range of the normal driving posture and reaches the predetermined torso angle was calculated as the change time.

  FIG. 8A shows from the time t1 when the driving posture of the driver deviates from the torso angle range θt0 of the normal posture and the time t2 when the driving posture of the driver reaches the predetermined torso angle θt1 in the case where the driver is not in the state of loss of consciousness. The result of calculating the change time Δt1 as the change speed of the driving posture of the driver is shown.

  On the other hand, in FIG. 8B, when a sudden loss of consciousness with a high degree of urgency occurs, it is determined that the driving posture of the driver deviates from the torso angle range θt0 of the normal posture and an abnormal state. The result of calculating the change time Δt2 as the change speed of the driver's driving posture from the time t12 when the torso angle θt1 is reached is shown.

  Comparing the change times Δt1 and Δt2 of the torso angles in FIGS. 8A and 8B, the change time is shorter in the case of a sudden loss of consciousness with a high degree of urgency, which is 1 second from the normal posture. It was confirmed by simulation that the driving posture was changed to a predetermined torso angle θt1 within a predetermined time. In addition, although the torso angle is used for the simulation result, the same result is obtained also in the head pitch angle.

  Returning to the flowchart of FIG. 7, based on the simulation result described above, when the change time Δt is smaller than 2 seconds in step S109, the abnormal level determination unit 47 advances the process to step S110 and sets the abnormal level to the level. The standby time t until determining to 1 and shifting to the driving support mode is 3 seconds.

  In step S109, when the change time Δt is not less than 1 second and less than 2 seconds, the abnormality level determination unit 47 advances the processing to step S111, determines that the abnormality level is level 2, and waits until shifting to the driving support mode. Let time t be 2 seconds.

  If the change time Δt is less than 1 second in step S109, the abnormal level determination unit 47 advances the process to step S112, determines that the abnormal level is level 3, and sets the standby time t until the shift to the driving support mode. 0 seconds.

  During the standby time, the warning sound generator 31 and the hazard flasher 32 prompt the driver and the vehicle to be alerted.

  FIG. 9 shows an example of the change time of the torso angle with respect to the abnormal level, the change time of the head pitch angle, and the standby time until the transition to the driving support mode.

  In subsequent step S113, it is confirmed whether or not there is a reaction from the driver. Specifically, when there is a driver's reaction until the standby time t corresponding to the abnormal level elapses, for example, when there is an operation of the operation switch 23 for releasing the alarm sound, the abnormality determination And cancel the process.

  On the other hand, in step S113, when there is no driver's reaction until the standby time t corresponding to the abnormality level elapses, the abnormality determination unit 44 advances the process to step S114. In step S <b> 114, the driving control unit 48 operates the driving support device 33. Thereafter, the operation ends.

  In the present embodiment, the torso angle is used as the backward tilt angle of the driver, but the seat back angle may be used instead of the torso angle. For example, since the hip point moves forward with respect to the seat back, the rearward tilt angle has a larger value for the torso angle than the seat back angle.

(Second Embodiment)
Next, a vehicle control apparatus according to the second embodiment will be described with reference to FIGS. 1, 10, and 11. In addition, about the structure similar to 1st Embodiment shown in FIG. 1, while using the same code | symbol in FIG. 10 and FIG. 11, description is abbreviate | omitted.

  In this embodiment, the abnormal level determination operation is different from that of the first embodiment. Specifically, the change amount of the driving posture is used instead of the changing speed of the driving posture for determining the abnormality level of the first embodiment. The other parts have the same configuration as in the above-described embodiment, and the same effects as in the first embodiment can be obtained.

  Here, since the simulation of the amount of change in the driving posture for determining the abnormal level of the second embodiment will be described.

  The applicant of the present application paid attention to the fact that the amount of change in the driving posture of the driver changes depending on the degree of the abnormal state of the driving posture described above, and performed a simulation. In the simulation, the change in the driving posture of the driver was measured using the head pitch change angle and the torso change angle.

  FIG. 10 shows simulation results in (a) a change in posture of the driver on the forward tilt side, and (b) a change in posture of the driver on the rear tilt side.

  In FIG. 10 (a), it is confirmed that the torso change angle is 15 degrees or more in the forward tilt posture based on the safety confirmation with a relatively low abnormality level (abnormal level 1). In addition, it was confirmed that the head pitch change angle is 55 degrees or more in the driving posture by drowsiness or a smartphone operation in which the abnormal level is higher than the above-described safety confirmation posture (abnormal level 1) (abnormal level 2). ). And in the state where the abnormal level which leads to loss of consciousness is higher, it was confirmed that the head pitch change angle was 55 degrees or more and the torso change angle was 15 degrees or more (abnormal level 3).

  In FIG. 10 (b), it was confirmed that the torso change angle is 20 degrees or more in an operation in which an object is taken from a rear seat with a relatively low abnormal level or a case of the center console (abnormal level 1). Further, it was confirmed that the head pitch change angle is 45 degrees or more in the driving posture caused by sleepiness or a smartphone operation, which is in a state where the abnormal level is higher than the abnormal level 1 (abnormal level 2). And in the state where the abnormal level which leads to loss of consciousness is higher, it was confirmed that the head pitch change angle was 45 degrees or more and the torso change angle was 20 degrees or more (abnormal level 3).

  In the second embodiment, an abnormal level is set based on the above simulation result.

  The driver's abnormality level determination operation by the control unit 40 will be described with reference to the flowchart of FIG.

  First, in step S201 in the flowchart of FIG. 11, the driver's torso angle is detected from the driver's image from the in-vehicle camera 21, and the torso angle is determined.

  In step S202, the posture measurement unit 43 determines whether or not the torso angle θt is equal to or greater than a predetermined branch angle θ0 (for example, a predetermined angle between 35 deg and 40 deg).

  If the torso angle θt is less than the predetermined branch angle θ0, the abnormality determination unit 44 advances the process to step S203. On the other hand, if the torso angle θt is equal to or greater than the predetermined branch angle θ0, the process proceeds to step S204.

  In step S203, it is determined whether or not the head pitch change angle Δθp is greater than or equal to the front predetermined head pitch change angle θ1 (for example, 55 deg). If the head pitch change angle Δθp is less than the front predetermined head pitch change angle θ1, the abnormality determination unit 44 proceeds to step S205 and determines whether the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2. If the torso change angle Δθt is less than the predetermined torso change angle θ2 in step S205, it is determined that the driver is not in an abnormal state, and the process ends. On the other hand, if the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2, the process proceeds to step S206 based on the simulation result described above, and is determined to be abnormal level 1 and the waiting time t for shifting to the driving support mode is set. Set to 3 seconds.

  On the other hand, if it is determined in step S203 that the head pitch change angle Δθp is equal to or greater than the front predetermined head pitch change angle θ1, the process proceeds to step S207 to determine whether the torso change angle Δθt is equal to or greater than a predetermined torso change angle θ2 (for example, 15 degrees). To do. If the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step S208.

  In step S208, the vehicle behavior determination unit 46 determines whether or not the driver's vehicle behavior is abnormal based on the above-described vehicle behavior determination method (rapid acceleration / deceleration, lane departure, collision margin time). If the vehicle behavior is not in an abnormal state, the abnormality determination unit 44 determines that the driver is not in an abnormal state and ends the process. On the other hand, if the vehicle behavior is in an abnormal state, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S209.

  If the torso change angle Δθt is greater than or equal to the predetermined torso change angle θ2 in step S207, the abnormality determination unit 44 determines that the driver is in an abnormal state, and proceeds to step S209.

  If the initial torso angle θt is greater than or equal to the predetermined branch angle θ0 in step S202, the process proceeds to step S204. In step S204, the abnormality determination unit 44 determines whether or not the head pitch change angle Δθp is equal to or greater than a predetermined head pitch change angle θ3 (for example, 45 deg). If the head pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3, the abnormality determination unit 44 advances the process to step S209. On the other hand, if the head pitch change angle Δθp is less than the predetermined head pitch change angle θ3, the abnormality determination unit 44 proceeds to step S210 and determines whether or not the torso change angle Δθt is equal to or greater than a predetermined torso change angle θ4 (for example, 20 deg). Determine. If the torso change angle Δθt is less than the predetermined torso change angle θ4 in step S210, it is determined that the driver is not in an abnormal state, and the process ends. On the other hand, if the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ4, the process proceeds to step S211 based on the simulation result described above, and is determined to be abnormal level 1 and the waiting time t for shifting to the driving support mode is set. Set to 3 seconds.

  In step S209, the timer 45 counts the elapsed time. This elapsed time is the elapsed time from when the abnormality determination unit 44 determines that the driver is in an abnormal state. Specifically, when it is determined in step S207 that the torso change angle Δθt is greater than or equal to the predetermined torso change angle θ2, when the vehicle behavior is determined to be abnormal in step S208, and in step S204, the head This is the elapsed time from when it is determined that the pitch change angle Δθp is equal to or greater than the predetermined head pitch change angle θ3.

  In step S209, the time measuring unit 45 determines whether or not the elapsed time being counted has reached a predetermined time T (for example, 1 second). If the elapsed time has reached the predetermined time, the time measuring unit 45 advances the process to step S212. On the other hand, if the elapsed time has not reached the predetermined time, the timer unit 45 returns the process to step S201.

  In step S212, the abnormality determination unit 44 determines that the driver is in an abnormal state, and advances the process to step S213.

  In step S213, the abnormal level determination unit 47 determines whether the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angles θ1, θ3, and the torso change angle Δθt is predetermined based on the simulation result. It is determined whether the torso change angle θ2 or more.

  In step S213, if the head pitch change angle Δθp is equal to or larger than the second predetermined head pitch change angles θ1, θ3 and the torso change angle Δθt is less than the predetermined torso change angle θ2, the process proceeds to step S214 and the abnormal level is reached. Is determined to be level 2, and the waiting time t until shifting to the driving support mode is set to 2 seconds.

  If the head pitch change angle Δθp is equal to or greater than the second predetermined head pitch change angles θ1, θ3 and the torso change angle Δθt is equal to or greater than the predetermined torso change angle θ2 in step S213, the process proceeds to step S215 and the abnormal level is reached. Is determined to be level 3, and the waiting time t until shifting to the driving support mode is set to 0 second.

  During the standby time set in steps S206, S211, S214, and S215, the warning sound generator 31 and the hazard flasher 32 prompt the driver and the outside of the vehicle to be alerted.

  In subsequent step S216, the presence or absence of the driver's reaction is confirmed. Specifically, when there is a driver's reaction until the standby time t corresponding to the abnormal level elapses, for example, when there is an operation of the operation switch 23 for releasing the alarm sound, the abnormality determination And cancel the process.

  On the other hand, in step S216, when there is no response from the driver until the standby time t corresponding to the abnormality level elapses, the abnormality determination unit 44 advances the process to step S217. In step S217, the driving control unit 48 operates the driving support device 33. Thereafter, the operation ends.

  As described above, according to the present invention, the driving assistance can be performed at an appropriate timing according to the degree of the abnormal state of the driver. Therefore, the present invention can be suitably used in the field of vehicle safety technology. I can do it.

10 Control device 13 Driver 31 Alarm sound generator (alarm generator)
43 Attitude measurement unit 44 Abnormality determination unit 47 Abnormal level determination unit t Standby time Δθt Torso change angle Δθp Head pitch change angle

Claims (4)

A vehicle control device having a driving support mode for supporting driving of the vehicle when the driver is in an abnormal state,
An attitude measurement unit that measures the driving attitude of the driver;
Based on the driving posture measured by the posture measuring unit, an abnormality determining unit and an abnormal level determining unit for determining an abnormality and an abnormal level of the driving posture;
In a standby time from when the abnormality determination unit determines that there is an abnormality to when shifting to the driving support mode, an alarm generation unit that outputs an alarm to the driver,
The waiting time is set shorter when the abnormal level determined by the abnormal level determination unit is higher than when the abnormal level is not high.   The vehicle control device according to claim 1, wherein the abnormal level determination unit determines the abnormal level based on a change speed of the driving posture.   The vehicle control device according to claim 1, wherein the abnormal level determination unit determines the abnormal level based on a change amount of the driving posture. The posture measuring unit measures, as the driving posture, a torso change angle that is a change angle from the initial posture of the torso angle, and a head pitch change angle that is a change angle from the initial posture of the head pitch angle,
The abnormality level determination unit determines that the abnormality level is lower when the abnormality is determined only by the torso change angle than when the head pitch change angle is determined to be abnormal in addition to the torso change angle. The vehicle control device according to claim 3.

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