JPH0793678A - Doze driving detection device - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a doze driving detection device capable of accurately recognizing whether or not the correction steering is caused by the dozing driving and detecting the dozing driving with high accuracy. When the steering speed detected by the steering detection means 1 has a deviation outside a predetermined variation range in a pattern that is corrected by the steering-free determination means 2 after the steering is determined to be corrected, the steering speed is corrected. Steering determination means 3
Is determined to be the corrected steering, and when this determination is made, the dozing determination means 4 determines that it is dozing.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drowsy driving detection device for detecting drowsy driving of a driver operating a vehicle.

[0002]

2. Description of the Related Art As a conventional dozing driving detection device, there is one disclosed in, for example, Japanese Patent Application Laid-Open No. 59-153628. In this conventional drowsy driving detection device, after a non-steering state continues for a certain period of time or more, a correction steering in at least one direction is performed, and when the non-steering state continues for a certain period of time or more again, it is determined to be a drowsy driving. However, it is possible to give an alarm. In other words, the driver's dozing driving is detected by catching the sudden steering phenomenon after no steering.

[0003]

However, in the case of detecting a drowsy driving only with the non-steering state and the information that the correction steering in at least one direction is performed as in the conventional drowsiness driving detecting device, Since a similar steering pattern may occur when changing lanes during normal driving, there is a problem in that lane changes are often erroneously detected as drowsiness driving. Also, when expanding the types of vehicles to which such conventional drowsy driving detection devices are applied, the steering gear ratio is large, and due to its structure,
In a large vehicle with a large amount of play in the steering wheel, the corrective steering may include a movement not intended by the driver. Therefore, in the conventional drowsiness driving detection device applied to such a large vehicle, there is a problem that the steering pattern entered as information cannot be caught as the steering during drowsiness driving, and the detection performance is significantly deteriorated. .

The present invention has been made by paying attention to the above-mentioned circumstances, and an object thereof is to accurately recognize whether or not the correction steering is caused by the drowsy driving and accurately perform the drowsy driving. An object of the present invention is to provide a drowsy driving detection device capable of detecting.

[0005]

To achieve the above object, the first structure of the present invention is, as shown in FIG. 1, a steering detecting means 1 for detecting a steering angle and a steering speed of a vehicle, and the steering detecting means 1. When the steering angle detected by the detection means 1 is within a predetermined angle range for a predetermined time or longer, the steering-free determination means 2 for determining a non-steering state and the steering angle detected by the steering detection means 1 are determined in advance. When the steering speed detected by the steering detecting means 1 is within the predetermined angular range and the deviation is out of the predetermined variation range, the correction steering determining means 3 for determining the correction steering and the non-steering determining means 2 are provided. When it is determined that the vehicle is in a non-steering state for a predetermined time or more, the driver operating the vehicle is determined to be in a dozing state when the correction steering determination unit 3 determines the correction steering. And having a dozing determination unit 4.

A second structure of the present invention is a steering angle of a vehicle,
A steering detecting means 1 for detecting a steering speed; and a non-steering judging means 2 for judging a non-steering state when a steering angle detected by the steering detecting means 1 is within a predetermined angle range for a predetermined time or more, When the steering angle detected by the steering detecting means 1 is within a predetermined angle range and the steering speed detected by the steering detecting means 1 is out of the predetermined variation range, it is determined that the steering is corrected. When the correction steering determination means 3 and the non-steering determination means 2 determine that there is no steering, a correction steering reception margin time is set to allow the correction steering determination means 3 to determine the correction steering. When the means 5 and the steering-free determination means 2 determine that the steering-free state has been maintained for a predetermined time or more, the acceptance of the correction steering set by the acceptance margin time setting means 5 is accepted. When the correction of the corrective steering by the steering unit determination is made in Yutaka time, characterized in that the driver is operating the vehicle and a doze determination means 4 determines that the doze state.

[0007]

According to the first embodiment of the present invention, the drowsy driving detecting device has a steering speed detected by the steering detecting means 1 in advance in a steering pattern after the steering is judged by the non-steering judging means 2. If there is a deviation outside the defined variation range, the correction steering determination means 3 determines this as a correction steering. In other words, when the driver is normal, the steering wheel operation is done by the driver's will,
The variation in the steering speed is small, and when the driver is in a dozing state, the steering wheel operation is performed with a reluctance, so the variation in the steering speed tends to increase. In response to this, the determination standard of the corrected steering determination means 3 is set. Therefore, the drowsiness determination means 4 can reliably detect the driver's dozing state when the correction steering determination means 3 determines the correction steering.

The drowsy driving detection device according to the second configuration of the present invention can detect the driver's dozing state by the same operation as that of the above-described drowsy driving detection device according to the first configuration of the present invention. The correction steering determination means 3 performs the determination operation only for the correction steering reception allowance time set by the allowance time setting means 5, that is, for a predetermined time after the time when the non-steering determination means 2 determines that the steering is not in the steering state. The determination accuracy of the steering determination means 3 is improved, and accordingly, the determination of the dozing determination means 4 becomes more accurate.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 3 is a block diagram showing the configuration of an embodiment of a drowsy driving detection device to which the present invention is applied.

In FIG. 3, reference numeral 11 denotes a steering angle sensor, for example, a light emitting element and a light receiving element are arranged so as to sandwich an encoder plate fixed to a steering shaft, and pulse steering output from the light receiving element according to the operation of the steering wheel. The direction, steering angle, and steering speed can be detected.
A vehicle speed sensor 12 outputs a pulse having a cycle corresponding to the vehicle speed. Reference numeral 13 denotes an arithmetic processing unit that also performs arithmetic processing as will be described later based on the outputs from the steering angle sensor 11 and the vehicle speed sensor 12, 14 a memory (ROM) storing the arithmetic processing procedure of the arithmetic processing unit 13, and 15 a steering wheel. A memory (RAM) 16 for temporarily storing the data from the angle sensor 11 and the vehicle speed sensor 12 and the calculation results of these data by the calculation processing unit 13 can detect the dozing state of the driver by the output of the calculation processing unit 13. . The output signal from the arithmetic processing unit 13 can be appropriately given an alarm by connecting to an alarm means such as a lamp or a buzzer which gives a dozing alarm.

FIG. 4 is a diagram showing the operating principle of the first embodiment of the present invention.

An interval T1MAX between pulses output at predetermined angles for the correction steering, the first correction steering T1 and the second correction steering T2, which occur after the unsteered state continues for T0 seconds or more,
T1MAX, T2MAX, T2MIN, T1MAX and T1MI
By comparing N and T1MIN and T2MAX and T2MIN, the variation in the corrected steering speed is determined, and when the condition of non-steering + corrected steering is satisfied, it is determined that the driver is in a dozing state. It can be improved above. For the method of setting the correction steering reception allowance time, see Section 4.
This will be described with reference to the flowcharts after the figure.

The doze detection method will be described below with reference to the flowcharts of FIGS. The symbols used in the flowcharts mean the following.

TON: Counter for reception time of correction steering after occurrence of no steering TOUT: Pulse interval not regarded as continuous steering TW: Counter for measuring steering pulse interval In FIG. 4, in S401, the vehicle speed is a predetermined speed V0 (for example, 50 km). / H) is exceeded, and if the predetermined speed is exceeded, the process proceeds to S402 to detect the occurrence of no steering, and if no steering for a predetermined time or more is detected, S4 is performed.
Move to 03. In S403, the counter TON that counts up the corrected steering reception allowance time after the occurrence of no steering is cleared, and then the counting is newly started to shift to mode 1 in which the determination of the first corrected steering is made, S404. S4
In 05, it is determined whether the first correction steering after the non-steering occurs, and if the correction steering does not occur after the non-steering occurs, the process proceeds to S406 and each measurement counter (TW, pulse number,
ALL clear (pulse width MAX, pulse width MIN, etc.). After that, in S407, it is determined whether or not there is a retry due to TON. If it is not a retry due to TON, the process proceeds to S409, the counter TON is cleared again, the count-up is started again, and the process returns to S405 to determine whether the first correction steering has occurred. . In the case of advancing to S409, since there is no steering for a predetermined time or more and the correction steering has not occurred yet, the counter TON for counting up the correction steering reception margin time is cleared.

Next, the case where the first correction steering appears in S405 will be described. In this case, move to S410,
A determination is made as to the content of the first correction steering. S4
At 10, the steering pulse continuity of the first correction steering is judged. After the generation of the first pulse of the first correction steering in S405,
The presence or absence of the subsequent pulse is determined. S41
If 0 and there is no pulse that follows the first pulse, S4
Then, the process proceeds to step 11, and it is judged whether or not the judgment value TOUT for judging continuous steering is exceeded. The process returns to S410 until it is determined in S411 that TOUT is exceeded, and the subsequent determination of continuous pulse generation is continued. If no continuous pulse is generated, TOU is determined.
The judgment of the same loop is continued until T is exceeded. If the continuous pulse is generated in S410, the process proceeds to S501.
Here, it is determined whether or not a steering pulse in the opposite direction to the first correction steering is generated, and if a reverse rotation pulse is not generated, the process proceeds to S502, and MAX of the continuous pulse width of the first correction steering is performed.
The value and the MIN value are updated, the measurement counter TW for each pulse interval is cleared in S503, a new pulse interval measurement counter is started, and the process returns to S410 to determine the next pulse interval. When the first correction steering pulse continues, the loop is continuously rotated and the MAX and MIN values of the pulse width are continuously updated.

Next, a case where the continuity of the first correction steering is interrupted will be described. In this case, it is determined by TOUT in S411. When the pulse interval of the first correction steering exceeds TOUT, the process proceeds to S412, and the content of the first correction steering until the continuous steering is interrupted is determined. Here, it is determined based on the number of pulses of the first correction steering, the MAX value of the pulse width, and the MIN value whether or not the steering is a peculiar steering that occurs during a dozing. Since the correction steering that occurs when the person falls asleep is a steering operation that is performed when the driver's consciousness is lowered, the steering speed is greatly different from the steering speed, which is different from the conscious steering such as lane change. The variation in the speed of the correction steering that occurs when the person falls asleep can be determined by the MAX.MIN value of the steering pulse width. For example, it can be determined by whether the MAX value is at least twice the MIN value of the steering pulse width. S4
In S13, it is determined whether or not the condition of the first corrected steering in S412 is satisfied, and if it is satisfied, the process proceeds to S414, clears each measurement counter except TON and TW, and shifts to the mode 2-1.

If the condition of the first correction steering is not satisfied in S413, the process proceeds to S415, and it is determined whether or not the reception allowance time TON after no steering has passed a preset time.
If TON has already passed the set time, the process proceeds to S417, ALL measurement counters are cleared, and the process returns to S412.
Start again from the detection of no steering. If TON has not passed the set time in S415, the process proceeds to S416.
Each measurement counter (first correction steering pulse number, pulse width, etc.) other than ON is cleared, the mode 1 is returned to, and retry is performed from the detection of the first correction steering. This flow is after the occurrence of no steering
This is for canceling the steering pulse which becomes noise generated within the correction steering reception allowance time. Since the steering pattern that occurs when the driver falls asleep is when the driver's consciousness is low, a few pulses of noise may appear immediately after the occurrence of no steering and the correction steering is not entered. In order to accurately detect even in the case of such a pattern, the corrected steering reception margin time after the occurrence of no steering is set, which is an effective means for improving the detection rate. If the correction steering pulse is not generated after that, the process proceeds from S416 to S407, and the process proceeds to S407 and T is performed in S408.
Continue to judge this loop until ON has passed the set time,
When TON has exceeded the set time, the occurrence of no steering is cancelled, and no steering is detected again in S402.

Next, in S501, the case where a reverse rotation pulse is generated following the first correction steering and the process proceeds to S504 will be described. In S504 to S508, the content of the first correction steering is determined, and the same determination as in S418 and S415 to 417 is performed. When the condition of the first correction steering is satisfied in S505, the mode shifts to the mode 2-0 in S510, and the steering turn-back time is determined. Mode 2-0 is a determination of the turning-back time when the second correction steering (reverse rotation pulse) is input before the timeout of the first steering. In S511, the interval between the first steering and the second steering is checked, and if the interval is within the preset range in S512, the process proceeds to S513 and TON
Clear each measurement counter except for and move to S514. S5
At 14, the first reverse rotation pulse is replaced with the number of pulses for the second correction steering and "1" is assigned to the counter, and the mode 3 is entered. When the steering interval does not satisfy the set condition in S512, the process proceeds to S515, it is determined whether or not the corrected steering reception allowance time TON after the non-steering has passed the set time, and the set time has passed. Shifts to S516, clears each measurement counter, returns to S412, and starts the detection of no steering again.

If it is determined in S515 that TON has not passed the set time, the process proceeds to S519 and it is determined whether or not it is a retry. If not retry, S517
Move to, clear each measurement counter except TON, S51
In step 8, "1" is assigned to the first steering pulse number counter and TW
Start the pulse interval measurement counter, and set to mode 2-0.
Return to and check the steering interval again.

In this case, the first steering and second steering intervals are determined as TW. Until the steering interval TW satisfies the condition of S512, TW is counted up in the loop of S519, 510, 511, 512. When the TW satisfying the conditions is obtained in S512, the process proceeds to S513 to 514 and proceeds to the mode 3. The steering pulse that appears until the steering interval TW is satisfied in S512 is canceled as a nozzle pulse within the TON set time in S513. Next, the case of shifting to S601 mode 2-1 will be described. Mode 2-1 is the determination of the turning-back time when the second correction steering (reverse rotation pulse) is entered due to the timeout of the first steering.

In S602, it is determined whether or not the MAX value T12 of the interval between the first steering and the second steering after TOUT has passed. No reverse rotation steering pulse is generated after TOUT.
When the set time of No. has passed, the process proceeds to S603 to 605. This process is similar to S415 to 417, and if the TON set time has not elapsed, the occurrence of no steering is considered to be valid, and the process proceeds to the detection of the first corrected steering again, and if the TON set time has elapsed, the no steering is detected again. Return to.

When the set time of T12 has not elapsed in S602, this processing is repeated until the reverse rotation pulse is generated. If a reverse rotation pulse is detected in S606, S
Moving to 607, the MIN value T of the interval between the first steering and the second steering
It is determined whether 11 has passed. At this time, if it is less than T11 hours, the process proceeds to S515 to 519. S
If T11 is longer than T11 in 607, each measurement counter except TON is cleared in S608, "1" is assigned to the second corrected steering pulse number counter in S609, and the process proceeds to mode 3 in S610. This process is the same as S513 to 514.

Next, the processing of mode 3 for determining the content of the second correction steering will be described. In S611, it is determined whether or not there is a continuous pulse following the first reverse pulse.
If no continuous pulse is generated in S611, step 61
It moves to 2 and it is judged whether it exceeds the judgment standard TOUT of the continuity of steering. If it does not exceed TOUT, this loop is repeated. When it is determined in S612 that TOUT has been exceeded, the contents of the second correction steering up to that point are determined in S613 to 614. The determination here is the same as the concept performed for the first correction steering in S412 to 413. S614
If it is determined that the second correction steering also satisfies the condition, it is assumed that the non-steering + correction steering that is the detection target occurs when the person falls asleep, and in S615, after each measurement counter is cleared, the process proceeds to S707. It alerts the driver and returns to detection of no steering. If the condition of the second correction steering is not satisfied in S614, the process proceeds to S616 and TON
It is determined whether or not the set time has elapsed. If TON has already elapsed at this time, each measurement counter is cleared in step S617, and the process returns to step S402 to detect non-steering again. S
If it is determined in 616 that the TON setting time has not yet elapsed, it is determined that the first corrected steering detected so far is noise, and the one detected as the second corrected steering is the first corrected steering. S412 to check the possibility
Then, the process is returned to and the first correction steering is detected again. When it is determined in S611 that there are continuous pulses, the process proceeds to S701, and then the MAX value and the MIN value of the pulse width are updated in S702 until the reverse pulse is generated, and the pulse width measurement counter TW is updated in S703. After clearing, the measurement of the next pulse width is started and the process returns to S611. When it is determined in S701 that the reverse rotation pulse is present, the process proceeds to S704 to 705, and the content of the second correction steering is determined. Second in S705
If it is determined that the conditions for corrective steering are satisfied,
Assuming that the non-steering + correction steering that is the detection target occurs when the person is asleep, the measurement counters are cleared in S706, the process proceeds to S707, the driver is alerted, and the non-steering detection is resumed. If the condition of the second correction steering is not satisfied in S705, the process proceeds to S708, and it is determined whether the TON setting time has elapsed. If TON has already elapsed at this time, each measurement counter is cleared in S709, and then the process returns to S402 to perform the non-steering detection again. S7
If it is determined at 08 that the TON setting time has not yet elapsed, it is determined that the first corrected steering detected so far is noise, and the one detected as the second corrected steering is the first.
In order to check the possibility of the correction steering, the process returns to S504, and the first correction steering is detected again.

12 to 19 show the second embodiment of the present invention. The second embodiment is configured to detect the variation in the steering speed based on the dispersion value of the pulse interval of the first correction steering after the non-steering and the dispersion value of the second correction steering.
Compared to the embodiment, the method for determining the variation of the steering speed is MAX.
The MIN value is changed to the dispersion value of the pulse interval. The changed points in this embodiment with respect to the flow charts of FIGS. 5 to 11 of the first embodiment described above are S901, 101, 102, 111, which correspond to determination of dispersion value and update of dispersion value.
121 and 122. According to the present embodiment, the means for determining the variation of the steering speed is the dispersion value of the steering pulse interval, so that the variation of the steering speed can be recognized as the degree. Therefore, it is possible to improve the accuracy of determining the variation in the steering speed. Further, since the variation of the steering speed can be constantly monitored as a dispersion value, it is possible to deal with the individual difference in the steering wheel operation by learning the variation of the steering speed at the normal time.

The learning of the individual difference in the steering wheel operation is carried out after the vehicle starts to run, at a vehicle speed having a certain width (for example, 50 to 60 k).
m / h) and the speed is maintained. There is a method in which the variance value of the steering pulse interval in the first 5 minutes is used as a reference.
In the learning by this method, since the variance value for the first 5 minutes when the vehicle travels at constant speed is used as a reference, there is almost no possibility that the driver is in a dozing state. Therefore, the driver's normal steering wheel operation characteristics can be learned accurately. Further, the magnitude of the steering angle of the detection pattern and the set level of the speed can be changed according to the learned vehicle speed in order to cope with the decrease of the steering angle allowable range for safe driving as the vehicle speed increases. Therefore, it is possible to further improve the detection accuracy.

In addition to the learning of the steering characteristics and the change of the detected steering pattern depending on the vehicle speed, which have been described so far, the driver intentionally operates. False detection can be further reduced by interrupting the detection by the steering angle during the operation time of the turn signal, the brake, the shift lever and the like and for a few minutes thereafter.

[0027]

As described above, according to the first configuration of the present invention, in the pattern in which the correction steering is performed after the non-steering, the variation in the correction steering speed peculiar to when the person is dozing is also determined. The determination can be made in conformity with the driver's dozing state, and the driver's dozing state can be reliably detected.

Further, as in the second structure of the present invention, by setting the correction steering reception margin time after no steering, it becomes possible to further improve the detection accuracy of the dozing state.

[Brief description of drawings]

FIG. 1 is a claim correspondence diagram of the first configuration of the present invention.

FIG. 2 is a claim correspondence diagram of the second configuration of the present invention.

FIG. 3 is a block diagram showing a configuration of an embodiment of a drowsy driving detection device to which the present invention is applied.

FIG. 4 is a diagram showing the operating principle of the first embodiment of the present invention.

FIG. 5 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 6 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 7 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 8 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 9 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 10 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 11 is a part of a flowchart showing the operation of the first embodiment of the present invention.

FIG. 12 is a diagram showing the operating principle of the second embodiment of the present invention.

FIG. 13 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 14 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 15 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 16 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 17 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 18 is a part of a flowchart showing the operation of the second embodiment of the present invention.

FIG. 19 is a part of a flowchart showing the operation of the second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Steering detection means 2 No steering determination means 3 Corrected steering determination means 4 Dozing determination means 5 Reception allowance time setting means

Claims (4)

[Claims] 1. A steering detecting means for detecting a steering angle and a steering speed of a vehicle, and a steering-free state when the steering angle detected by the steering detecting means is within a predetermined angle range for a predetermined time or more. When the steering angle detected by the steering detection means is within a predetermined angle range and the steering speed detected by the steering detection means is a deviation outside a predetermined variation range, When the corrected steering determination means determines the corrected steering, and the non-steering determination means determines that the steering is in a non-steered state for a predetermined time or more, the vehicle is determined to be corrected steering by the corrected steering determination means. A drowsiness driving detection device for determining that the driver operating the vehicle is in a dozing state. 2. A steering detection means for detecting a steering angle and a steering speed of a vehicle, and a steering-free state when the steering angle detected by the steering detection means is within a predetermined angle range for a predetermined time or more. When the steering angle detected by the steering detection means is within a predetermined angle range and the steering speed detected by the steering detection means is a deviation outside a predetermined variation range, A correction steering determining unit that determines the correction steering, and a reception margin that sets a correction steering reception allowance time that allows the correction steering determination by the correction steering determination unit when the non-steering determination unit determines that there is no steering. When the time setting means and the non-steering determination means determine that the steering is not being performed for a predetermined time or more, the correction operation set by the reception allowance time setting means is performed. Drowsiness drive detection means for determining that the driver operating the vehicle is in a dozing state when the correction steering is determined by the correction steering means within the reception allowance time. apparatus. 3. The correction steering determination means determines the correction steering when the difference between the maximum value and the minimum value in the steering speed detected by the steering detection means is equal to or more than a predetermined set value. The dozing driving detection device according to claim 1. 4. The correction steering determination means determines the correction steering when the variance value of the steering speed detected by the steering detection means is equal to or more than a predetermined set value. Drowsiness driving detection device.