WO2011040390A1 - 運転者状態判定装置 - Google Patents
運転者状態判定装置 Download PDFInfo
- Publication number
- WO2011040390A1 WO2011040390A1 PCT/JP2010/066775 JP2010066775W WO2011040390A1 WO 2011040390 A1 WO2011040390 A1 WO 2011040390A1 JP 2010066775 W JP2010066775 W JP 2010066775W WO 2011040390 A1 WO2011040390 A1 WO 2011040390A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- driver
- operation amount
- residual
- model
- driver model
- Prior art date
Links
- 230000037007 arousal Effects 0.000 claims description 13
- 238000009499 grossing Methods 0.000 claims description 5
- 238000010606 normalization Methods 0.000 claims 1
- 206010041349 Somnolence Diseases 0.000 description 14
- 238000010586 diagram Methods 0.000 description 10
- 208000032140 Sleepiness Diseases 0.000 description 7
- 230000037321 sleepiness Effects 0.000 description 7
- 230000006399 behavior Effects 0.000 description 3
- 230000001771 impaired effect Effects 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 238000012935 Averaging Methods 0.000 description 1
- 206010062519 Poor quality sleep Diseases 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000008921 facial expression Effects 0.000 description 1
- RVRCFVVLDHTFFA-UHFFFAOYSA-N heptasodium;tungsten;nonatriacontahydrate Chemical compound O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.O.[Na+].[Na+].[Na+].[Na+].[Na+].[Na+].[Na+].[W].[W].[W].[W].[W].[W].[W].[W].[W].[W].[W] RVRCFVVLDHTFFA-UHFFFAOYSA-N 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
- G08B21/02—Alarms for ensuring the safety of persons
- G08B21/06—Alarms for ensuring the safety of persons indicating a condition of sleep, e.g. anti-dozing alarms
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W2040/0818—Inactivity or incapacity of driver
- B60W2040/0827—Inactivity or incapacity of driver due to sleepiness
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
- B60W2040/0818—Inactivity or incapacity of driver
- B60W2040/0836—Inactivity or incapacity of driver due to alcohol
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W2050/0001—Details of the control system
- B60W2050/0019—Control system elements or transfer functions
- B60W2050/0028—Mathematical models, e.g. for simulation
- B60W2050/0029—Mathematical model of the driver
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
- B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
- B60W2420/403—Image sensing, e.g. optical camera
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/14—Yaw
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
Definitions
- the present invention relates to a driver state determination device for accurately determining that a vehicle driver is in a drowsy driving state or the like.
- FIG. 4 is a block diagram of a yawing control system for a vehicle in which the driver is interposed.
- the driver operates the steering wheel to control the azimuth angle of the vehicle so that the vehicle travels along the white line on the road.
- the driver visually recognizes the azimuth deviation, which is the deviation between the target azimuth for moving the vehicle in the direction of the white line and the actual azimuth actually generated in the vehicle, and turns the steering wheel Judge how much to operate in which direction and operate the steering wheel.
- the steering angle is generated in the steering wheel, and the vehicle responds, whereby the azimuth angle changes.
- the vehicle behavior is influenced by the environment such as the friction coefficient of the road surface and the load amount of the vehicle, and the actual azimuth angle is finally generated.
- this method is based on the control performance (following accuracy with respect to the white line) based on the driving performance, and the determination may be delayed because the low arousal state is determined based on the driving result that actually appears in the vehicle behavior. There is sex.
- driver model steering angle the output when the azimuth deviation is input
- actual driver output actual steering angle
- Patent Document 1 discloses a method for identifying a driver model and evaluating the current driver state (drowsy driving state or drunk driving state) by comparing the driver model with a standard driver model. It is.
- the above-mentioned conventional one compares the board diagram of the identified driver model with the board diagram of the standard driver model, for example, whether the shape of the characteristic line of the gain diagram is peaky or flat Therefore, the determination criterion is ambiguous, and it is unclear what kind of determination index can be used to determine the driver state.
- the present invention has been made in view of the above circumstances, and it is an object of the present invention to perform highly accurate determination from an early stage by using an appropriate determination index when determining a driver state using a driver model. To do.
- an operation target value obtaining means for obtaining an operation target value of a driver based on an output of a sensor mounted on the vehicle, and an actual operation amount for obtaining an actual operation amount of the vehicle.
- the driver model identifying means for identifying the driver model indicating the output relationship and the driver model identified by the driver model identifying means.
- a driver model operation amount acquisition means for acquiring a driver model operation amount; a current actual operation amount obtained by the actual operation amount acquisition means; and a driver model operation amount obtained by the driver model operation amount acquisition means. Calculate the difference as the residual, Impaired operation determination device for that and a determining impaired operation determination means for impaired operation based on a difference between the first feature is proposed.
- the driver state determination means calculates a normalized residual using a smoothing residual / steady gain 2 , and drives based on the normalized residual.
- a driver state determination device having a second feature of determining a driver state is proposed.
- the driver state determination means calculates the normalized residual based on a steady-state gain value with a frequency of 10 rad / sec.
- a driver state determination device characterized by the following is proposed.
- the driver state determination unit determines that the driver is in a low arousal state when the normalized residual is equal to or greater than a determination threshold.
- a driver state determination device having the fourth feature is proposed.
- the driver model identifying means identifies a driver model by a first-order differential equation as a fifth feature.
- a person state determination device is proposed.
- a sixth feature is provided with filter means for limiting a frequency domain of a signal input to the driver model.
- a driver state determination device is proposed.
- the filter means limits the frequency range of a signal input to the driver model from 1 rad / sec to 10 rad / sec as a seventh feature.
- a driver state determination device is proposed.
- the video camera Sa of the embodiment corresponds to the sensor of the present invention
- the yaw rate sensor Sb of the embodiment corresponds to the actual operation amount acquisition means of the present invention
- the steering angle sensor Sc of the embodiment of the present invention corresponds to the actual operation amount acquisition means.
- the bandpass filter 15 of the embodiment corresponds to the filter means of the present invention.
- the driver model identification means uses the difference between the operation target value and the actual operation amount as the driver input, and uses the actual operation amount as the driver output.
- the driver model operation amount acquisition means acquires the driver model operation amount by inputting the difference between the current operation target value and the actual operation amount to the driver model.
- the driver state determination means calculates the difference between the current actual operation amount and the driver model operation amount as a residual, and determines the driver state based on the residual. Since the residual becomes an index representing a fluctuation component, a noise component, a non-linear component, etc. obtained from the driver model, the driver state, particularly the driver's low arousal state is determined with high accuracy based on the residual. Can do.
- the driver state determination means calculates a normalized residual by the smoothed residual / steady gain 2, and determines the driver state based on the normalized residual.
- the driver state determination means calculates the normalized residual based on the steady-state gain value with a frequency of 10 rad / sec.
- the residual can be calculated.
- the driver state determination means determines that the driver is in a low arousal state when the normalized residual is equal to or greater than the determination threshold value. Can be judged well.
- the driver model identification means identifies the driver model by a first-order differential equation, so that the driver model is simplified and only a simple driving operation can be extracted. Become. Therefore, the difference after removing the simple driving operation extracted by the driver model from the actual driving operation includes a complicated driving operation that cannot be identified by the simple driver model. Thus, the driver state can be accurately determined. In addition, when the simple driving operation extracted from the actual driving operation by the driver model is removed, it is estimated that the driver continues the simple driving operation when the complicated driving operation is hardly included. Therefore, it can be determined that the driving operation of the driver is stable.
- the filter means for limiting the frequency domain of the signal input to the driver model since the filter means for limiting the frequency domain of the signal input to the driver model is provided, the increase in the residual when the driver's sleepiness increases is marked. can do.
- the filter means limits the frequency range of the signal input to the driver model from 1 rad / sec to 10 rad / sec, so that the residual when the driver's sleepiness increases is obtained. Can be made even more significant.
- FIG. 1 is a block diagram showing the configuration of the driver state determination device.
- FIG. 2 is an explanatory diagram of a method for calculating the “residual”.
- FIG. 3 is a diagram illustrating changes in the “normalized residual” and sleepiness indices.
- FIG. 4 is a block diagram of a yawing control system for a vehicle in which a driver is interposed.
- M1 Operation target value acquisition means M2 Driver model identification means
- M3 Driver model operation amount acquisition means M4 Driver state determination means Sa Video camera (sensor)
- Sb yaw rate sensor actual movement amount acquisition means
- Sc Steering angle sensor actual operation amount acquisition means
- 15 Band pass filter filter means
- the vehicle has a video camera Sa that captures a white line on the road, a yaw rate sensor Sb that detects the actual azimuth angle of the vehicle, and a steering angle sensor that detects the steering angle of the steering wheel 11 operated by the driver.
- the electronic control unit U to which signals from the video camera Sa, the yaw rate sensor Sb, and the steering angle sensor Sc are input indicates that the driver is in a low awake state, that is, in a drowsy driving state. When the determination is made, the driver is awakened by generating an alarm sound on the speaker 12.
- the electronic control unit U includes an operation target value acquisition unit M1, a driver model identification unit M2, a driver model operation amount acquisition unit M3, and a driver state determination unit M4.
- the operation target value acquisition means M1 of the electronic control unit U performs image processing on the white line of the road imaged by the video camera Sa, and calculates the target azimuth as the operation target value from the deviation between the direction of the white line and the direction of the vehicle longitudinal axis. calculate.
- the target azimuth angle is set to be larger as the deviation between the direction of the white line and the direction of the vehicle body longitudinal axis is larger, and the sign is set according to the direction of the deviation of the vehicle body longitudinal axis with respect to the direction of the white line.
- the operation target value acquisition unit M1 may obtain the target azimuth angle by smoothing the integral value of the actual azimuth angle detected by the yaw rate sensor Sb.
- the target azimuth angle calculated by the operation target value acquisition means M1 corresponds to the operation target value of the present invention
- the actual azimuth angle calculated by integrating the actual yaw rate detected by the yaw rate sensor Sb with the integrator 14 is
- the actual steering angle of the steering wheel 11 corresponding to the actual operation amount of the invention and detected by the steering angle sensor Sc corresponds to the actual operation amount of the present invention.
- the driver model identification means M2 of the electronic control unit U is passed through a bandpass filter 15 having a frequency domain of 1 to 10 rad / sec with respect to the azimuth deviation that is a deviation obtained by subtracting the actual azimuth from the target azimuth.
- a driver model having a value as an input and an actual steering angle as an output is identified in advance. Since fluctuations in the driver model due to increased sleepiness appear in a high frequency band, the increase in residual when sleepiness increases can be made more noticeable by passing the bandpass filter 15 with the filter band in the above range. It becomes possible.
- the driver model that defines the relationship between the azimuth angle deviation as input and the actual steering angle as output is given by the following simple differential linear equation.
- the [operation amount (actual steering angle)] on the right side is the actual steering angle output by the steering angle sensor Sc
- the [vehicle motion (azimuth angle deviation)] on the right side is a target output by the operation target value acquisition means M1. Since it can be calculated from the azimuth angle and the actual azimuth angle calculated from the output of the yaw rate sensor Sb, both can be measured, so that the driver model can be identified.
- the driver model can be shared by multiple drivers that are identified based on the characteristics of a standard driver during normal times (wakefulness), or during normal times (when awakened) by individual drivers. Those identified based on the characteristics may be used exclusively by the driver.
- the frequency domain is 1 to 10 rad / sec with respect to the azimuth deviation output from the subtraction means 13 to the driver model previously identified by the driver model identification means M2.
- the driver model operation amount is calculated by applying the value that has passed through the bandpass filter 15.
- [Operation amount (actual steering angle)] [K / (1 + Ts)] ⁇ [Vehicle motion (azimuth deviation)] Since [K / (1 + Ts)] on the right side is previously identified by the driver model identifying means M2, the azimuth angle deviation output from the subtracting means 13 to [vehicle motion (azimuth angle deviation)] on the right side is determined. Then, by substituting a value that has passed through the bandpass filter 15 in the frequency range of 1 to 10 rad / sec, a value corresponding to [the operation amount (actual steering angle)] on the left side, that is, the driving amount that is the driver model operation amount A person model steering angle is calculated.
- the driver state determination unit M4 calculates a “residual” from the driver model steering angle output from the driver model operation amount acquisition unit M3 and the actual steering angle output from the steering angle sensor Sc.
- the low arousal state of the driver is determined using “residual” as an index.
- the “residual” is the root mean square of the difference between the actual steering angle and the driver model steering angle, such as fluctuation components from the driver model, noise components included in the driver model, nonlinear components, etc. This is an index representing the stability of the driving operation and the complicated driving operation. Therefore, the low arousal state of the driver can be determined based on this “residual”.
- the “smoothed residuals” obtained by smoothing the “residuals” by means such as taking a moving average or the like are used as steady-state gains (frequency in the gain diagram).
- FIG. 3 shows the “normalized residual” and sleepiness index obtained in time series while the vehicle is traveling on a straight road at a speed of 60 km / h.
- the sleepiness index is determined by an observer observing the driver's facial expression. 1: “Looks not sleepy at all” 2: “Looks a little sleepy” 3: “Looks sleepy” 4: “Slightly sleepy” It is divided into five stages: “Looks sleepy” and “Looks very sleepy”.
- the change in the “normalized residual” closely follows the change in the drowsiness index, and when the “smoothing residual” exceeds the preset judgment threshold, It is confirmed that the low arousal state can be detected with high accuracy.
- the steady-state gain used for the “normalized residual” can determine the driver's low arousal state with the highest accuracy when the frequency range of the input to the driver model is 1 rad / sec to 10 rad / sec. .
- FIG. 3 shows the result of using a steady gain in the case of 10 rad / sec in the Bode diagram.
- the driver state determination means M4 when it is determined by the driver state determination means M4 that the driver has fallen into a low awake state, the driver can be awakened by sound or the like by operating the speaker 12 shown in FIG.
- the difference between the current actual steering angle and the driver model steering angle by the driver state determination means M4 is used as an index indicating the fluctuation component, noise component, nonlinear component, etc. obtained from the driver model. Since it is calculated as “difference” and the driver's low arousal state is determined based on the “residual”, the driver's low arousal state can be determined with high accuracy.
- the driver model identification means M2 identifies the driver model by a simple first-order differential equation, only a simple driving operation can be extracted therefrom. Therefore, the “residual” after removing the simple driving operation extracted from the actual driving operation by the driver model includes complicated driving operations that cannot be identified by the simple driver model. The driver state can be accurately determined based on the operation. In addition, when the “residual” obtained by removing the simple driving operation extracted by the driver model from the actual driving operation includes almost no complicated driving operation, the driver continues the simple driving operation. Therefore, it can be determined that the driving operation of the driver is stable.
- the azimuth deviation is used as an input to the driver model, but it is also possible to use a lateral displacement of the white line in the lateral direction.
Landscapes
- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- General Physics & Mathematics (AREA)
- Emergency Management (AREA)
- Automation & Control Theory (AREA)
- Business, Economics & Management (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Traffic Control Systems (AREA)
- Measurement Of The Respiration, Hearing Ability, Form, And Blood Characteristics Of Living Organisms (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Emergency Alarm Devices (AREA)
Abstract
Description
M2 運転者モデル同定手段
M3 運転者モデル操作量取得手段
M4 運転者状態判定手段
Sa ビデオカメラ(センサ)
Sb ヨーレートセンサ(実動作量取得手段)
Sc 操舵角センサ(実操作量取得手段)
15 バンドパスフィルタ(フィルタ手段)
T:時間応答
そして、
[操作量(実操舵角)]=[K/(1+Ts)]×[車両運動(方位角偏差)]
の関係があることから、運転者モデルである一次微分方程式[K/(1+Ts)]は、
[K/(1+Ts)]=[操作量(実操舵角)]/[車両運動(方位角偏差)]
で与えられる。ここで右辺の[操作量(実操舵角)]は操舵角センサScが出力する実操舵角であり、かつ右辺の[車両運動(方位角偏差)]は操作目標値取得手段M1が出力する目標方位角と、ヨーレートセンサSbの出力から算出する実方位角とから算出可能であり、何れも測定可能であることから、運転者モデルの同定が可能となる。
[操作量(実操舵角)]=[K/(1+Ts)]×[車両運動(方位角偏差)]
において、右辺の[K/(1+Ts)]が運転者モデル同定手段M2において予め同定されていることから、右辺の[車両運動(方位角偏差)]に減算手段13が出力する方位角偏差に対して、周波数領域が1~10rad/secのバンドパスフィルタ15を通した値を代入することで、左辺の[操作量(実操舵角)]に対応する値、つまり運転者モデル操作量である運転者モデル操舵角が算出される。
図3は、車両を時速60km/hで直線路を走行させながら得た「正規化残差」および眠気の指標を時系列で示すものである。眠気の指標は、運転者の表情を観察者が観察して判定したものであり、1:「全く眠くなさそう」、2:「やや眠そう」、3:「眠そう」、4:「かなり眠そう」、5「非常に眠そう」の5段階に分かれている。
Claims (7)
- 車両に搭載されたセンサ(Sa)の出力に基づいて運転者の操作目標値を求める操作目標値取得手段(M1)と、
車両の実動作量を求める実動作量取得手段(Sb)と、
運転者の実操作量を求める実操作量取得手段(Sc)と、
操作目標値と実動作量との差を運転者の入力とし、実操作量を運転者の出力として、運転者の入出力関係を示す運転者モデルを同定する運転者モデル同定手段(M2)と、
前記運転者モデル同定手段(M2)により同定された運転者モデルに対し、現在の操作目標値と実動作量との差を入力することで運転者モデル操作量を取得する運転者モデル操作量取得手段(M3)と、
前記実操作量取得手段(Sc)により求めた現在の実操作量と前記運転者モデル操作量取得手段(M3)により求めた運転者モデル操作量との差を残差として算出し、前記残差に基づいて運転者状態を判定する運転者状態判定手段(M4)と、
を備えることを特徴とする運転者状態判定装置。 - 前記運転者状態判定手段(M4)は、平滑化残差/定常ゲイン2 により正規化残差を算出し、前記正規化残差に基づいて運転者状態を判定することを特徴とする、請求項1に記載の運転者状態判定装置。
- 前記運転者状態判定手段(M4)は、周波数が10rad/secとなる定常ゲインの値に基づいて前記正規化残差を算出することを特徴とする、請求項2に記載の運転者状態判定装置。
- 前記運転者状態判定手段(M4)は、前記正規化残差が判定閾値以上の場合に運転者が低覚醒状態にあると判定することを特徴とする、請求項2または請求項3に記載の運転者状態判定装置。
- 前記運転者モデル同定手段(M2)は、一次微分方程式により運転者モデルを同定することを特徴とする、請求項1~請求項4の何れか1項に記載の運転者状態判定装置。
- 前記運転者モデルに入力される信号の周波数領域を制限するフィルタ手段(15)を備えることを特徴とする、請求項1~請求項5の何れか1項に記載の運転者状態判定装置。
- 前記フィルタ手段(15)は前記運転者モデルに入力される信号の周波数領域を1rad/secから10rad/secに制限することを特徴とする、請求項6に記載の運転者状態判定装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201080040822.2A CN102696061B (zh) | 2009-09-30 | 2010-09-28 | 驾驶员状态判断装置 |
BR112012006077-5A BR112012006077A2 (pt) | 2009-09-30 | 2010-09-28 | dispositivo de avaliação do estado do condutor. |
US13/394,891 US8489253B2 (en) | 2009-09-30 | 2010-09-28 | Driver state assessment device |
EP10820505.5A EP2472493B1 (en) | 2009-09-30 | 2010-09-28 | Driver state assessment device |
JP2011534241A JP5585894B2 (ja) | 2009-09-30 | 2010-09-28 | 運転者状態判定装置 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2009-228006 | 2009-09-30 | ||
JP2009228006 | 2009-09-30 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011040390A1 true WO2011040390A1 (ja) | 2011-04-07 |
Family
ID=43826205
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2010/066775 WO2011040390A1 (ja) | 2009-09-30 | 2010-09-28 | 運転者状態判定装置 |
Country Status (6)
Country | Link |
---|---|
US (1) | US8489253B2 (ja) |
EP (1) | EP2472493B1 (ja) |
JP (1) | JP5585894B2 (ja) |
CN (1) | CN102696061B (ja) |
BR (1) | BR112012006077A2 (ja) |
WO (1) | WO2011040390A1 (ja) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2733037A1 (en) | 2012-11-16 | 2014-05-21 | Honda Motor Co., Ltd. | Driver state estimation device |
JP2014102538A (ja) * | 2012-11-16 | 2014-06-05 | Honda Motor Co Ltd | 運転者状態推定装置 |
DE102016202076A1 (de) | 2015-02-16 | 2016-08-18 | Honda Motor Co., Ltd. | Fahrerzustand-Bestimmungssystem |
JP2017511916A (ja) * | 2014-02-07 | 2017-04-27 | ルノー エス.ア.エス. | 車両の運転者の覚醒度を診断する方法 |
Families Citing this family (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
TWI478691B (zh) * | 2012-01-06 | 2015-04-01 | Wistron Corp | 睡意偵測方法及其裝置 |
US9153116B2 (en) * | 2013-09-09 | 2015-10-06 | International Business Machines Corporation | Real-time vehicle driver performance monitoring |
EP2862741B1 (en) * | 2013-10-15 | 2017-06-28 | Volvo Car Corporation | Vehicle driver assist arrangement |
FR3032919B1 (fr) * | 2015-02-19 | 2017-02-10 | Renault Sa | Procede et dispositif de detection d'un changement de comportement de conducteur d'un vehicule automobile |
JP6351860B2 (ja) * | 2015-09-03 | 2018-07-04 | 三菱電機株式会社 | 行動識別装置、空気調和機およびロボット制御装置 |
FR3049106B1 (fr) * | 2016-03-16 | 2018-04-13 | Peugeot Citroen Automobiles Sa | Dispositif de surveillance du conducteur d’un vehicule |
CN106184222B (zh) * | 2016-09-12 | 2019-08-13 | 深圳市尚摄科技有限公司 | 一种酒驾的监测方法及装置 |
DE102021202334A1 (de) * | 2021-03-10 | 2022-09-15 | Robert Bosch Gesellschaft mit beschränkter Haftung | Filterung von betriebsszenarien im betrieb eines fahrzeugs |
DE102021202332A1 (de) * | 2021-03-10 | 2022-09-15 | Robert Bosch Gesellschaft mit beschränkter Haftung | Identifizierung von corner cases von betriebsszenarien |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH03186713A (ja) * | 1989-12-18 | 1991-08-14 | Toyota Motor Corp | 異常運転検出装置 |
JP2009018765A (ja) | 2007-07-13 | 2009-01-29 | Osaka Prefecture Univ | ドライバ特性検出装置 |
JP2009073462A (ja) * | 2007-08-28 | 2009-04-09 | Toyota Central R&D Labs Inc | 運転状態判定装置及び運転支援装置 |
JP2009157606A (ja) * | 2007-12-26 | 2009-07-16 | Toyota Central R&D Labs Inc | ドライバ状態推定装置及びプログラム |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US7415126B2 (en) * | 1992-05-05 | 2008-08-19 | Automotive Technologies International Inc. | Occupant sensing system |
US20080142713A1 (en) * | 1992-05-05 | 2008-06-19 | Automotive Technologies International, Inc. | Vehicular Occupant Sensing Using Infrared |
US9290146B2 (en) * | 1992-05-05 | 2016-03-22 | Intelligent Technologies International, Inc. | Optical monitoring of vehicle interiors |
US7983817B2 (en) * | 1995-06-07 | 2011-07-19 | Automotive Technologies Internatinoal, Inc. | Method and arrangement for obtaining information about vehicle occupants |
US7831358B2 (en) * | 1992-05-05 | 2010-11-09 | Automotive Technologies International, Inc. | Arrangement and method for obtaining information using phase difference of modulated illumination |
JP3186713B2 (ja) | 1998-10-27 | 2001-07-11 | 日本電気株式会社 | 半導体装置の製造方法 |
DE10355221A1 (de) * | 2003-11-26 | 2005-06-23 | Daimlerchrysler Ag | Verfahren und Computerprogramm zum Erkennen von Unaufmerksamkeiten des Fahrers eines Fahrzeugs |
US20070028219A1 (en) * | 2004-10-15 | 2007-02-01 | Miller William L | Method and system for anomaly detection |
DE102005057267A1 (de) * | 2005-12-01 | 2007-06-06 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Fahrerzustandserkennung |
DE102007001362A1 (de) * | 2007-01-09 | 2008-07-10 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Fahrerermüdungserkennung mittels Drehmomentsensorik |
CN100462047C (zh) * | 2007-03-21 | 2009-02-18 | 汤一平 | 基于全方位计算机视觉的安全驾驶辅助装置 |
CN101030316B (zh) * | 2007-04-17 | 2010-04-21 | 北京中星微电子有限公司 | 一种汽车安全驾驶监控***和方法 |
TWI318185B (en) * | 2007-07-31 | 2009-12-11 | Univ Nat Taiwan Science Tech | Online monitoring method of driver state and system thereof |
-
2010
- 2010-09-28 BR BR112012006077-5A patent/BR112012006077A2/pt not_active Application Discontinuation
- 2010-09-28 EP EP10820505.5A patent/EP2472493B1/en not_active Not-in-force
- 2010-09-28 WO PCT/JP2010/066775 patent/WO2011040390A1/ja active Application Filing
- 2010-09-28 JP JP2011534241A patent/JP5585894B2/ja not_active Expired - Fee Related
- 2010-09-28 CN CN201080040822.2A patent/CN102696061B/zh active Active
- 2010-09-28 US US13/394,891 patent/US8489253B2/en active Active
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH03186713A (ja) * | 1989-12-18 | 1991-08-14 | Toyota Motor Corp | 異常運転検出装置 |
JP2009018765A (ja) | 2007-07-13 | 2009-01-29 | Osaka Prefecture Univ | ドライバ特性検出装置 |
JP2009073462A (ja) * | 2007-08-28 | 2009-04-09 | Toyota Central R&D Labs Inc | 運転状態判定装置及び運転支援装置 |
JP2009157606A (ja) * | 2007-12-26 | 2009-07-16 | Toyota Central R&D Labs Inc | ドライバ状態推定装置及びプログラム |
Non-Patent Citations (1)
Title |
---|
See also references of EP2472493A4 |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2733037A1 (en) | 2012-11-16 | 2014-05-21 | Honda Motor Co., Ltd. | Driver state estimation device |
JP2014102538A (ja) * | 2012-11-16 | 2014-06-05 | Honda Motor Co Ltd | 運転者状態推定装置 |
US9658243B2 (en) | 2012-11-16 | 2017-05-23 | Honda Motor Co., Ltd. | System for alarming a driver using a driver state estimation device |
JP2017511916A (ja) * | 2014-02-07 | 2017-04-27 | ルノー エス.ア.エス. | 車両の運転者の覚醒度を診断する方法 |
DE102016202076A1 (de) | 2015-02-16 | 2016-08-18 | Honda Motor Co., Ltd. | Fahrerzustand-Bestimmungssystem |
Also Published As
Publication number | Publication date |
---|---|
CN102696061A (zh) | 2012-09-26 |
JPWO2011040390A1 (ja) | 2013-02-28 |
US20120221171A1 (en) | 2012-08-30 |
JP5585894B2 (ja) | 2014-09-10 |
CN102696061B (zh) | 2015-01-07 |
EP2472493A4 (en) | 2013-06-26 |
BR112012006077A2 (pt) | 2020-08-11 |
US8489253B2 (en) | 2013-07-16 |
EP2472493A1 (en) | 2012-07-04 |
EP2472493B1 (en) | 2016-09-07 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5585894B2 (ja) | 運転者状態判定装置 | |
JP5546655B2 (ja) | 運転手の状態を識別するための方法および装置 | |
KR101388754B1 (ko) | 자동차 운전자의 각성 상태를 결정하기 위한 방법 및 자동차 스티어링 장치 | |
JP4182131B2 (ja) | 覚醒度判定装置及び覚醒度判定方法 | |
JP2008515070A (ja) | ドライバーサポート方法および装置 | |
JP4529394B2 (ja) | ドライバの車両運転特性推定装置 | |
JP2015529512A (ja) | 眠気を検知するための、まぶたの動きに関する処理 | |
CN110072762B (zh) | 用于检测对方向盘的手动操控的装置和方法 | |
JP2015033457A (ja) | 運転状態推定装置及び運転状態推定方法 | |
JP4977856B2 (ja) | 覚醒状態検知方法および覚醒状態検知装置 | |
JP5478334B2 (ja) | ドライバ状態判定装置及びプログラム | |
JP2010128669A (ja) | 運転支援装置及びプログラム | |
JP5688811B2 (ja) | 運転者状態推定装置 | |
JP2008301957A (ja) | 心理状態推定装置 | |
JP4915123B2 (ja) | 運転適応状態推定装置、自動車及び運転適応状態推定方法 | |
JP5003705B2 (ja) | 開閉眼状態判定装置、前横向き状態判定装置、及びプログラム | |
JP4954960B2 (ja) | 車両の警報装置 | |
JP5688809B2 (ja) | 運転者状態推定装置 | |
WO2021014939A1 (ja) | 眠気推定情報補正装置、眠気推定装置、眠気推定情報補正方法、眠気推定方法および記録媒体 | |
JP5671408B2 (ja) | 覚醒度推定装置 | |
JP5688810B2 (ja) | 運転者状態推定装置 | |
JP2012159874A (ja) | 運転者状態推定装置 | |
JP2022113516A (ja) | 運転準備状態推定装置及びプログラム | |
JP2007026271A (ja) | 運転集中判定方法およびその装置 | |
JP2012234292A (ja) | ドライバ状態判定装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 10820505 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011534241 Country of ref document: JP |
|
REEP | Request for entry into the european phase |
Ref document number: 2010820505 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2010820505 Country of ref document: EP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13394891 Country of ref document: US |
|
REG | Reference to national code |
Ref country code: BR Ref legal event code: B01A Ref document number: 112012006077 Country of ref document: BR |
|
ENP | Entry into the national phase |
Ref document number: 112012006077 Country of ref document: BR Kind code of ref document: A2 Effective date: 20120316 |