JP3372810B2 - Vehicle driving condition monitoring device - Google Patents

Description

Detailed Description of the Invention

[0001]

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

[0002]

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

[0003]

However, in the above-mentioned conventional monitoring device, the driving condition of the driver is judged based on a fixed reference regardless of the change in the speed of the vehicle.
In particular, when driving at a low vehicle speed where the influence of the road surface condition is significant, it was often mistakenly judged that the driving condition was abnormal.

Further, in the above conventional monitoring device, since the warning is issued immediately when it is determined that the driving state is abnormal, the warning based on the erroneous determination is frequently issued especially at low vehicle speed driving. Therefore, there is an inconvenience that the driver is bothered.

The present invention has been made paying attention to such a point, and it is possible to more accurately judge the driving condition of the driver in response to the change in the speed of the vehicle, and unnecessary warning is given. It is an object of the present invention to provide a vehicle driving condition monitoring device capable of preventing the occurrence of noise.

[0006]

In order to achieve the above object, the invention according to claim 1 is a yaw rate detecting means for detecting a yaw rate of a vehicle.
Rate detecting means , vehicle speed detecting means for detecting the vehicle speed of the vehicle, and the vehicle based on the detected yaw rate.
Yaw angle calculating means for calculating both yaw angles,
A base for calculating the reference yaw angle of the vehicle based on the yaw angle
Quasi-yaw angle calculation means and the calculated standard yaw angle as a reference
Angle correction means for correcting the calculated yaw angle as
And a lateral displacement behavior amount calculating means for calculating a lateral displacement behavior amount of the vehicle based on the corrected yaw angle and the vehicle speed, and whether the calculated lateral displacement behavior amount is equal to or more than a predetermined criterion. the vehicle driving condition monitoring device including a determining operation condition determining means for determining whether a fair driving conditions of the driver of the vehicle based, the criterion, the vehicle speed is set higher slower It is characterized by

With this configuration, the yaw rate detected is based on the detected yaw rate.
Based on the yaw angle of the vehicle calculated based on
The angle is calculated and the corrected yaw angle is used as a reference.
-Side change of vehicle calculated based on angle and detected vehicle speed
The vehicle based on whether or not the position movement amount is equal to or greater than a predetermined criterion.
Since it determines whether the driving conditions of both drivers are appropriate,
The driver of the vehicle regardless of the driving situation on the surface and individual differences of the driver
Of the operating conditions can be determined accurately, in addition, since the criterion for the driver of the operating condition of vehicles to determine the proper or not is set higher as the vehicle speed becomes slower, in particular road conditions It is possible to prevent erroneous determination that the driving situation is abnormal due to the influence of the external factors during the low speed operation of the vehicle when the influence of the external factors such as the above significantly appears in the lateral behavior of the vehicle.

The invention according to claim 2 is the vehicle according to claim 1.
In the dual operation status monitoring device, the operation status determination means
Is when the lateral displacement behavior amount is equal to or more than the determination criterion.
It may be determined that the driving situation of the driver of the vehicle is not appropriate.
And are characterized. According to a third aspect of the invention, claim 1 or
2. The vehicle driving condition monitoring device according to 2 , further comprising a change intention determining unit that determines whether or not the driver intends to change lanes, and the intention to change the lane to the driver by the change intention determining unit. It is determined that the driving situation is abnormal when it is determined that there is no driving situation and the driving situation of the driver is not appropriate.

With this configuration, the driver's intention to change lanes is determined by the driver's intention to change lanes, and the driver's driving condition is determined to be abnormal only when the driver's driving condition is not appropriate. It is possible to prevent erroneous determination that the driving situation is abnormal from the behavior of the vehicle based on the driver's intention to change lanes.

According to a fourth aspect of the present invention, there is provided the vehicle driving condition monitoring apparatus according to any one of the first to third aspects,
The lane change determination means for determining whether or not the driver has changed the lane based on the detected yaw rate is provided, and the driving condition determination means is configured such that the driver changes the lane by the lane change determination means. It is determined that the driving situation is abnormal, and it is determined that the driving situation is abnormal when the driving situation of the driver is not appropriate.

With this configuration, the lane change determining means determines that the driver has made a lane change, and if the driver's driving condition is not appropriate, it is determined that the driving condition is abnormal. Even if the lane is changed without operating the blinker, there is no erroneous determination.

[0012]

[0013]

According to a fifth aspect of the present invention, in the vehicle driving condition monitoring apparatus according to any one of the first to fourth aspects,
It is characterized in that it comprises warning means for giving a warning to the driver when the driving situation judging means judges that the driving situation of the driver is not appropriate.

With this configuration, when the driving status determining means determines that the driving status of the driver is not appropriate, the warning means issues a warning, so that the driver can recognize that the driving status is not appropriate.

According to a sixth aspect of the present invention, in the vehicle driving condition monitoring apparatus according to the fifth aspect, the driving condition determining means determines whether or not the driving condition is appropriate based on a plurality of data at different measurement points. judgment, the warning means, that the the driving condition determining means for determining whether the measurement point is the operating conditions on the basis of a plurality of different data performs the warning based on the frequency determined not appropriate the features.

With this configuration, it is determined whether or not the driving situation is appropriate based on a plurality of data at different measurement points, and the warning that the driving situation is abnormal is based on the frequency at which the driving situation is determined to be incorrect. Since the reference is changed according to the vehicle speed, it is possible to more accurately determine whether or not to issue the warning depending on the speed of the vehicle.

[0018]

[0019]

[0020]

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

FIG. 1 is a block diagram showing the structure of a vehicle driving condition monitoring apparatus according to a first embodiment of the present invention. This apparatus is driven by a prime mover such as an internal combustion engine or an electric motor and has a steering wheel. It is installed in the vehicle.
In the figure, on the input side of the microcomputer 1,
Yaw rate sensor 10 for detecting the yaw rate of the vehicle
A vehicle speed sensor 12 for detecting the traveling speed of the vehicle and a turn signal switch 11 for detecting the driver's intention to change lanes are connected. In addition, an alarm unit 24 is connected to the output side of the microcomputer 1 to issue an alarm as needed during the monitoring of the driving condition of the driver. The alarm unit 24 is composed of, for example, a lamp, a buzzer, a sound generator, and the like.

Signal memory unit 1 of the microcomputer 1
4, the reference line estimation unit 16, the lateral displacement amount differential amount calculation unit 18, the deviation amount calculation unit 20, and the determination unit 22 represent the functions of the microcomputer 1 as blocks.

The signal memory unit 14 includes the sensors 10, 12
Also, the input signal from the switch 11 is stored, the yaw rate data and the vehicle speed data for the past T1 seconds (for example, 30 seconds) from the present are updated every T2 seconds (for example, 10 seconds) and output to the reference line calculation unit 16.

The reference line calculation unit 16 time-integrates the input yaw rate YR (see FIG. 2A) to obtain the yaw angle YA.
(See (b) in the figure), and a reference line (see a broken line in (b) in the figure) is calculated based on the data of the yaw angle YA. Specifically, this calculation is performed using the well-known least squares method as follows.

For example, assuming that the data of yaw angles YA1, YA2, YA3 are obtained at times t1, t2, t3, when the reference line is approximated by a linear expression, YA1 = b1 + b2t1 + e1 YA2 = b1 + b2t2 + e2 YA3 = b1 + b2t3 + e3. . Here, e1 to e3 are residuals, and b1 and b2 are determined so that the sum of squares of these residuals is minimized.
Also, when approximating with a quadratic equation,

[0026]

YA1 = b1 + b2t1 + b3t1 ² + e1 YA2 = b1 + b2t2 + b3t2 ² + e2 YA3 = b1 + b2t3 + b3t3 ² + e3 and b1 to b3 are determined so that the residual sum of squares is minimized. Also, when approximating with a cubic expression,

[0027]

YA1 = b1 + b2t1 + b3t1 ² + b4t1 ³ +
e1 YA2 = b1 + b2t2 + b3t2 ² + b4t2 ³ +
e2 YA3 = b1 + b2t3 + b3t3 ² + b4t3 ³ +
As e3, b1 to b4 are determined so that the sum of squared residuals is minimized.

When the number of data is large, the order is similarly increased and approximation is performed.

In the present embodiment, first, the reference line is obtained by a linear expression, and the reference yaw angle corresponding to the reference line is subtracted from the yaw angle YA to calculate the corrected yaw angle YAM (see FIG. 2C). , To the lateral displacement differential amount calculation unit 18.

The lateral displacement differential amount calculating section 18 applies the corrected yaw angle YAM and the vehicle speed V to the following equation to obtain the lateral displacement differential amount DY.
K (see FIG. 2D) is calculated.

DYK = V × sin (YAM) When the difference between the maximum value DYKMAX and the minimum value DYKMIN of the lateral displacement differential amount DYK is equal to or more than the predetermined value α1,
Raise the approximation order of the reference line to find the reference line again,
The lateral displacement differential amount DYK is calculated, and this is calculated as (DYKMAX-
Repeat until DYKMIN) <α1.

Note that (DYKMAX-DYKMIN) ≧
Even with α1, the calculation of the reference line may be terminated when the approximated order of the reference line reaches a predetermined order.

The deviation amount calculation unit 20 determines the lateral displacement differential amount DYK.
The deviation amount ΔDIF1 is calculated based on Deviation amount ΔDI
F1 is calculated as, for example, the area of the shaded portion in FIG. 2D (time integrated value of the absolute value of the lateral displacement differential amount DYK), but the standard deviation of the DYK value and the difference between the maximum value and the minimum value. May be used.

The determination unit 22 determines that the deviation amount ΔDIF1 is the vehicle speed V.
Threshold value ΔDIFLI for abnormality determination set according to
When the blinker is not operated with M1 or more, although the driver does not intend to change lanes,
Since it means that the vehicle position has largely deviated from the reference line, the driving state is determined to be abnormal, and a signal for instructing the alarm unit 24 to issue an alarm is output.

The alarm unit 24 indicates that the vehicle speed V is a predetermined speed VLIM.
If the vehicle speed V is lower than the predetermined speed VLIM, it is determined that the driving state is abnormal in succession in the abnormality determination after T2 seconds. Only give an alarm if.

FIG. 3 is a flow chart showing a driving condition judgment processing routine executed in the microcomputer 1 every T2 seconds. In addition, the reference line estimation unit 16, the lateral displacement amount differential amount calculation unit 18, and the deviation amount calculation unit 20 described above.
The function of the determination unit 22 is specifically realized by the processing of FIG. 3 in the CPU of the microcomputer 1.

First, in step S11, the yaw rate YR and the vehicle speed V for T1 seconds are fetched every T2 seconds, and then the reference line is calculated (step S12) and the lateral displacement differential amount DYK.
Is calculated (step S13). Then, it is judged whether or not the difference between the maximum value DYKMAX and the minimum value DYKMIN of the lateral displacement differential amount DYK is smaller than a predetermined value α1, and (DYK
When MAX-DYKMIN) ≧ α1, the process returns to step S12, the order of approximation of the reference line is increased by one degree, the reference line is calculated again, and the answer of step S14 is affirmative (YE
Repeat until S).

The reference line calculation may be terminated when the approximated order reaches the predetermined order as described above.

At step S14 (DYKMAX-DYK
When MIN) <α1, the process proceeds to step S15, the deviation amount ΔDIF1 is calculated, and then the threshold value ΔDIFLIM1 is set for this deviation amount ΔDIF1 according to the vehicle speed V (step S16). This threshold ΔDIFLIM
The setting of 1 is performed by calculating based on the function f (V) as shown in the graph of FIG. 12, for example.

As a result, the ΔDIFLIM1 value is the vehicle speed V
Is smaller than the first predetermined speed V1 (for example, 20 km), a relatively large value ΔDIFLIM1MAX is set, and the vehicle speed V is the second predetermined speed V2 (for example, 40 km).
When it is larger, a relatively small value ΔDIFLIM1MI
N is set, and the vehicle speed V is set to the first predetermined speed V1 and the second predetermined speed V1.
When the vehicle speed V is within the predetermined speed V2 of ΔDIFLIM1MAX, as the vehicle speed V increases, the ΔDIFLIM1 value becomes ΔDIFLIM1MAX.
The value is set to gradually decrease from the value toward the ΔDIFLIM1MIN value.

The method of setting the threshold value ΔDIFLIM1 is not limited to the method of calculating by using the function f (V) as described above, and for example, a table having the vehicle speed V as a parameter is previously stored in the microcomputer 1. Or to change the ΔDIFLIM1 value according to the vehicle speed V.
Any method may be used as long as it can set the M1 value to an appropriate value.

Returning to FIG. 3, it is determined whether the deviation amount ΔDIF1 is greater than or equal to the threshold value ΔDIFLIM1 (step S1).
7). Here, if ΔDIF1 <ΔDIFLIM1, it is determined that the operating state is not abnormal, and the alarm generation permission flag FVL indicating that the alarm generation is permitted with a value of 1 is permitted.
IM is set to a value of 0 (step S18), and the process ends. If ΔDIF1 ≧ ΔDIFLIM1, it is determined whether or not the blinker is further operated (step S1).
9). As a result, when the blinker is operated, it is determined that the operating state is not abnormal, and the process proceeds to step S18.

In step S19, when the winker is not operated, the vehicle speed V is further reduced to the predetermined speed VL.
It is determined whether or not the value is IM or more (step S2).
0). Here, if V ≧ VLIM, step S21
Proceed to and immediately give an alarm. If V <VLIM,
It is determined whether or not the flag FVLIM is 1 (step S22). Since the flag FVLIM has the value 0 for the first time, the process proceeds to step S23, the FVLIM is set to the value 1, and the process ends.

In the above step S22, FVLIM =
1, that is, step S1 of the previous routine T2 seconds ago
If it is determined in 7 and S19 that the operating state is abnormal, the process proceeds to step S21 to issue an alarm, and the process ends.

As described above, in the present embodiment, the threshold value ΔDIFLIM1 for determining the abnormal driving condition is set high when the vehicle speed V is low, and set low when the vehicle speed V is high. It is possible to prevent an erroneous determination that the driving state is abnormal due to such an external factor at the time of low vehicle speed driving in which the influence of the external factor such as the above on the driving state is remarkable, and at the time of low vehicle speed driving (for example, every T2 seconds). The warning is given to the driver only when it is continuously determined that the driving condition is abnormal in the determination of every 10 seconds), so that the driver is often given a false alarm due to the above-mentioned misjudgment. Can be prevented.

Further, in the above embodiment, the warning is issued when the driving condition is continuously judged to be abnormal during the low vehicle speed driving, but the timing of issuing the warning is set with the vehicle speed V as a parameter. If set as a function or a table, the timing of issuing a warning can be set appropriately in response to changes in the vehicle speed V.

Further, in the present embodiment, the reference line is calculated based on the detected yaw angle YA, and the deviation amount ΔDIF calculated from the lateral displacement differential amount DYK representing the deviation from the reference line.
Since the driving situation is determined based on 1, it is possible to make a more accurate determination regardless of the road condition and the individual difference of the driver. Further, since the warning is issued in consideration of the operation state of the blinker, it is possible to prevent the driver from erroneously determining that the vehicle is abnormal at the time of the intended course change.

FIG. 4 is a diagram showing the configuration of a vehicle driving condition monitoring apparatus according to the second embodiment of the present invention. The monitoring apparatus of this embodiment is the lateral displacement differential of the first embodiment. A lateral displacement amount calculation unit 19 is provided instead of the amount calculation unit 18,
The deviation amount calculation unit 20 calculates the deviation amount based on the lateral displacement amount instead of the lateral displacement differential amount. The other points are the same as those in the first embodiment.

FIG. 5 is a flow chart showing an operating condition determination processing routine executed every T2 seconds in the microcomputer 1 of the present embodiment, and the operation of the monitoring apparatus of the present embodiment will be described with reference to this flowchart. To do.

First, in steps S31 and S32, data is taken in and the reference line is calculated in the same manner as steps S11 and S12 in FIG. In step S33, the corrected yaw angle Y
The lateral displacement differential amount DYK is calculated from the AM and the vehicle speed V, and the lateral displacement amount YK is calculated by further time-integrating the DYK value (see FIG. 2 (e)).

Then, it is judged whether or not the difference between the maximum value YKMAX and the minimum value YKMIN of the lateral displacement amount YK is smaller than a predetermined value α2 (step S34), and (YKMAX-YKMI).
If N) ≧ α2, the process returns to step S32, the order of approximation of the reference line is increased by one, and the reference line is calculated again.
Repeat until the answer to step S34 becomes affirmative (YES).

Note that (YKMAX-YKMIN) ≧ α2
However, the calculation of the reference line may be terminated when the approximated order reaches a predetermined order.

In step S34 (YKMAX-YKMI
N) <α2, the process proceeds to step S35 and the deviation amount ΔD
Calculate IF2. This deviation amount is calculated, for example, as the area of the shaded portion in FIG. 2 (e) (the time integrated value of the absolute value of the lateral displacement amount YK), but the standard deviation of the YK value and the maximum and minimum values are calculated. The difference may be used.

Next, a threshold value ΔDIFLIM2 is set for this deviation amount ΔDIF2 according to the vehicle speed V (step S36). This threshold value ΔDIFLIM2 is set by the function f as shown in the graph of FIG.
The calculation is performed based on (V).

As a result, the ΔDIFLIM2 value is the vehicle speed V
Is smaller than the first predetermined speed V1 (for example, 20 km), a relatively large value ΔDIFLIM2MAX is set, and the vehicle speed V is the second predetermined speed V2 (for example, 40 km).
When it is larger, a relatively small value ΔDIFLIM2MI
N is set, and the vehicle speed V is set to the first predetermined speed V1 and the second predetermined speed V1.
When the vehicle speed V is between the predetermined speed V2 and the predetermined speed V2, the ΔDIFLIM2 value becomes ΔDIFLIM2MAX as the vehicle speed V increases.
The value is set to gradually decrease from the value toward the ΔDIFLIM2MIN value.

The method of setting the threshold value ΔDIFLIM2 is not limited to the method of calculating using the function f (V) as described above, and for example, a table having the vehicle speed V as a parameter is previously stored in the microcomputer 1. Is set or the ΔDIFLIM2 value is changed depending on the vehicle speed V.
Any method may be used as long as it can set the M2 value to an appropriate value.

Returning to FIG. 5, it is determined whether the deviation amount ΔDIF2 is greater than or equal to the threshold value ΔDIFLIM2 (step S37). Here, if ΔDIF2 <ΔDIFLIM2, it is determined that the operating state is not abnormal, and the alarm generation permission flag FVLIM indicating the value 1 to permit the alarm generation is set to the value 0 (step S38), The process ends. If ΔDIF1 ≧ ΔDIFLIM1, it is determined whether or not the turn signal is further operated (step S39). As a result, when the blinker is operated, it is assumed that the operating state is not abnormal, and the step S38 is performed.
Proceed to.

In step S39, when the winker is not operated, the vehicle speed V is further set to the predetermined speed VL.
It is determined whether or not the value is IM or more (step S4).
0). Here, if V ≧ VLIM, step S41
Proceed to and immediately give an alarm.

In step S20, V <VLI
If the value is M, there is a high possibility that the vehicle is driven at a low speed and the operating state is erroneously determined to be abnormal. Therefore, it is checked whether the operating state is determined to be abnormal in two consecutive routines. Therefore, it is determined whether or not the flag FVLIM is 1 (step S42). Since the flag FVLIM has the value 0 at the first time, the process proceeds to step S43, sets FVLIM to the value 1, and ends the process.

In step S42, FVLIM =
1, that is, when it is determined in the previous routine T2 seconds before that the operating state is abnormal, the process proceeds to step S41 to issue an alarm, and the process ends.

As described above, in the present embodiment, the threshold value ΔDIFLIM1 for determining the abnormal driving condition is set high when the vehicle speed V is low, and is set low when the vehicle speed V is high. It is possible to prevent erroneous determination that the driving state is abnormal due to such an external factor during low vehicle speed operation in which the influence of the external factor such as, for example, on the driving state is significant, and when the vehicle speed V is relatively low, T2
Since the warning is issued to the driver only when it is continuously judged that the driving state is abnormal in the judgment for every second (for example, every 10 seconds), the driver often gives an erroneous warning due to the above-mentioned erroneous judgment. Can be prevented from being emitted.

Further, in the present embodiment, the reference line is calculated based on the detected yaw angle YA, and the operating condition is judged based on the deviation amount ΔDIF2 calculated from the lateral displacement amount YK representing the deviation from the reference line. Therefore, the same effect as that of the first embodiment can be obtained.

Further, in the above embodiment, the warning is issued when it is continuously determined that the operating state is abnormal during the low speed operation. However, the timing of issuing the warning is a function with the vehicle speed V as a parameter. Alternatively, if it is set as a table, it is possible to appropriately set the timing of issuing a warning in response to the change in the vehicle speed V.

FIG. 6 is a diagram showing the structure of a vehicle driving condition monitoring apparatus according to the third embodiment of the present invention. The monitoring apparatus of this embodiment is the deviation amount calculation of the second embodiment. A driving ability estimation unit 21 that estimates the driving ability of the driver is added between the unit 20 and the determination unit 22. The other points are the same as those in the second embodiment.

FIG. 7 is a flowchart of processing corresponding to the functional block diagram of FIG. 6, and steps S31 to S of FIG.
Step 35 is the same as the processing in FIG.

In step S51, the driving ability of the driver is estimated based on the deviation amount ΔDIF2 calculated in step S35. This estimation is specifically performed as follows.

First, the deviation amount ΔDIF2 is calculated m times (for example, 4 times) and n times (for example, 8 times) by changing the sampling time of the yaw rate YR and the vehicle speed V, and m times the ΔDIF2 is calculated.
An average value ΔDIFAVE of two values and a standard deviation σDIF and an average value ΔDIFAVE3 of n ΔDIF values are calculated. Then, the average value ΔDIFAVE is equal to the predetermined deviation amount ΔDI.
The driving ability levels A to D are determined as shown in FIG. 8 depending on whether it is larger than FTH and whether the standard deviation σDIF is larger than a predetermined threshold value σTH. Where ΔDIFA
When VE ≦ ΔDIFTH and σDIF ≦ σTH, the deviation amount is small on average and the variation is small, so that it is estimated that the driving ability is the highest (level A). On the other hand, ΔDIFAVE> ΔDIFTH and σDI
When F ≦ σTH, the deviation amount is large on average and the variation is small, so it is estimated that the driving ability is the lowest (level D). Further, when σDIF> σTH, it is estimated that the smaller the ΔDIFAVE value is, the higher the driving ability is, and when ΔDIFAVE ≦ ΔDIFTH is set as the level B, and when ΔDIFAVE> ΔDIFTH is set as the level C.

Further, the number NOV (= 0 to m) of m ΔDIF2 values exceeding a predetermined value is calculated, and this NO
The driving ability levels E to I are determined according to the V value. That is, when m = 4, the driving abilities are set to E, F, G, H, and I corresponding to NOV = 0, 1, 2, 3, and 4, respectively.

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

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

In this way, a plurality of deviation amounts ΔDIF2
More accurately determine (estimate) the driving ability by determining the driving ability of the driver based on the average value and variation of
can do.

Returning to FIG. 7, it is determined in step S52 whether the driving ability is low, that is, whether the driving ability estimated in step S51 is the warning level 1 or 2.
Here, when the driving ability is not the warning level 1 or 2,
The alarm generation permission flag FVLIM, which indicates that the alarm generation is permitted with a value of 1, is set to a value of 0 (step S53), and the process ends. Is-out <br/> the operating capacity is Warning level 1 or 2 to determine whether it is operated further blinker (step S54). As a result, when the blinker is operated, the process proceeds to step S53.

In step S54, when the blinker is not operated, the vehicle speed V is further set to the predetermined speed VL.
It is determined whether the value is equal to or greater than IM (step S5).
5). Here, if V ≧ VLIM, step S58.
Proceed to and immediately give an alarm.

In step S55, V <VLI
If M, it is determined whether or not the flag FVLIM has a value of 1 in order to check whether or not the driving ability has been determined to be the warning level 1 or 2 in two consecutive routines (step S56). . Since the flag FVLIM has the value 0 at the first time, the process proceeds to step S57, sets FVLIM to the value 1, and ends the process.

In step S56, FVLIM =
1, that is, when the driving ability is determined to be the warning level 1 or 2 even in the previous routine T2 seconds before, the process proceeds to step S58, an alarm is issued, and the process ends.

As described above, in the present embodiment, when the vehicle speed V is relatively low, the driving ability is continuously the warning level 1 or 2 in the estimation of the driving ability every T2 seconds (for example, every 10 seconds). Since the warning is given to the driver only when the judgment is made, it is possible to prevent the warning from being frequently given to the driver.

Further, in the present embodiment, when the warning level is 2, the warning sound is made louder than when the warning level is 1, and when the estimated driving ability is the warning level 1, for example, three consecutive times. A warning sound may be emitted only when the warning level is estimated to be 1. Also, both the lighting of the lamp and the sounding of the buzzer may be performed. Further, when the warning level is 2, a fail safe action such as decelerating the vehicle speed may be performed.

Further, according to the present embodiment, the driving ability of the driver can be determined (estimated) more accurately by determining the driving ability of the driver based on the average value and the variation of the plurality of deviation amounts ΔDIF2. In addition, fine-grained warnings and fail-safe actions are possible.

Next, a fourth embodiment of the present invention will be described with reference to FIGS.

In FIG. 10, step S19 of FIG. 3 is changed to step S19a, and the other points are the same as those of the first embodiment.

In step S19a of FIG. 10, it is determined whether or not the lane has been changed. Then, when the lane change is performed, the process proceeds to step S18 and subsequent steps, and when the lane change is not performed, the process proceeds to step S20 and subsequent steps.

The determination as to whether or not the lane has been changed is performed as follows. That is, since it is known that the yaw rate YR changes as shown in FIG. 11 when the lane is changed, the yaw rate YR shows a peak in one direction (for example, the right direction), and then the other direction ( For example, a time T until a time point when a peak in the left direction) is shown and a difference (peak amplitude) a between the peak values are measured.
Then, when the time T is within the predetermined time T1, T2 (T1> T2) range and the amplitude a is larger than the predetermined value A, it is determined that the lane change is performed.

According to this embodiment, for example, even if the driver changes lanes without operating the blinkers, erroneous determination is not made and the determination accuracy can be improved.

In step S19a of FIG. 10, it is determined whether the lane change is within the predetermined time TARC, and the predetermined time T
If it is within the ARC, the process is immediately terminated and the TAR is performed for a predetermined time.
An alarm may be issued after C has elapsed.

Further, also in step S39 of FIG. 5 or step S54 of FIG. 7, the same determination as in step S19a described above may be performed.

Further, in the above-described first, second and fourth embodiments, the threshold value ΔDIFLIM1 ′ or ΔDIFLIM2 ′ for determining the meandering operation as shown in FIG. 13 is used.
Is the threshold value ΔDIFLI for the above-mentioned operational state abnormality determination
If the deviation amounts ΔDIF1 and ΔDIF2 are set separately from M1 and ΔDIFLIM2, respectively, for example, driving is rough, separately from the abnormality determination of the driving state whose main purpose is to prevent dozing driving. Therefore, it is also possible to notify the driver that the driving state is unfavorable, for example, that the behavior of the vehicle is not normal, in a manner (warning lamp lighting, etc.) different from the above-mentioned driving state warning.

In FIG. 13, a threshold value ΔDIF for determining an abnormal driving state is found after a predetermined time V3 has elapsed after the start of driving.
Control for changing LIM1 or ΔDIFLIM2 according to the vehicle speed as shown in the graph of FIG. 12 is started, and for example, at time V4, the deviation amount ΔD in each of the above-described embodiments.
It is shown that IF1 or ΔDIF2 becomes a value equal to or larger than the threshold value ΔDIFLIM1 ′ or ΔDIFLIM2 ′ for determining the meandering operation. At this time, an alarm such as lighting of the above-mentioned warning lamp is issued, and at time V5, the deviation amount ΔDIF1 or ΔDIF2 becomes the threshold value ΔDIFLIM1.
Alternatively, when ΔDIFLIM2 or more, the alarm is issued to indicate that the operating state is abnormal.

In the first to third embodiments described above, the yaw rate YR is determined by determining whether or not the turn signal has been operated (step S19 in FIG. 3, step S39 in FIG. 5, step S54 in FIG. 7). And vehicle speed V data acquisition processing (step S11 in FIG. 3, step S3 in FIGS. 5 and 7).
The processing may be performed immediately after 1), and when the blinker operation is performed, the processing may be immediately ended without performing processing such as reference line calculation. Further, in the fourth embodiment, it is determined whether or not the lane is changed (step S1 in FIG. 10).
9a) is similarly performed immediately after step S11,
When the lane is changed, the process may be immediately ended without performing the process such as the calculation of the reference line.

Further, in each of the above-mentioned embodiments, the warning to the driver is one that appeals to the driver's sight or hearing, but the present invention is not limited to this, and a method of directly acting on the driver, for example, It is also possible to vibrate the seat, apply tension to the seat belt, release a specific scent into the vehicle compartment, or change the operating state of the air conditioner. As a result, the driver can be more surely notified of the deterioration of the driving situation.

Further, depending on the speed of the vehicle, the alarm may be changed by changing the tone color of the warning sound or changing the strength of vibration, and the alarm is changed every time the ignition switch is turned ON / OFF. You may do it.

The alarm may be changed every time the vehicle speed becomes zero, or may be changed every time the alarm is issued. The alarm may be changed at random, and in short, it is preferable to prevent the driver from "getting used to" the alarm by issuing the same alarm every time.

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

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

[0094]

According to the vehicle driving condition monitoring device of the first aspect, the vehicle calculated based on the detected yaw rate.
The standard yaw angle of the vehicle is calculated based on the yaw angle of
Modified yaw angle based on quasi-yaw angle and detected vehicle
The lateral displacement behavior of the vehicle calculated based on the speed is determined by
The driving condition of the driver of the vehicle based on whether or not the standard is exceeded.
It determines whether the road conditions are appropriate, so you can
Accurately understand the driving situation of the vehicle driver regardless of individual differences
In addition, the criterion for determining whether or not the driving condition of the driver of the vehicle is appropriate is set to be higher as the vehicle speed becomes lower, so that the influence of external factors such as the road surface condition is particularly high. It is possible to prevent erroneous determination that the driving situation is abnormal due to the influence of the external factors when the vehicle is running at a low speed, which is noticeable in the lateral behavior of the vehicle.

According to the vehicle driving condition monitoring apparatus of the third aspect, it is possible to prevent the driver from erroneously determining that the driving condition is abnormal when the driver intends to change the course.

According to the vehicle driving condition monitoring apparatus of the fourth aspect , for example, even when the driver changes the lane without operating the turn signal, the judgment accuracy can be improved without making an erroneous judgment.

[0097]

According to the vehicle driving condition monitoring apparatus of the fifth aspect, the driver can recognize the abnormal driving condition and take necessary measures.

According to the vehicle driving condition monitoring apparatus of the sixth aspect, it is possible to more accurately determine whether or not a warning should be issued according to the speed of the vehicle, and it is possible to prevent an unnecessary warning.

[0100]

[Brief description of drawings]

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

FIG. 2 is a diagram showing detection data and a transition of parameters calculated based on the detection data.

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

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

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

FIG. 6 is a block diagram showing a configuration of a vehicle driving condition monitoring apparatus according to a third embodiment of the present invention.

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

FIG. 8 is a diagram showing a map for determining a driving ability level of a driver.

FIG. 9 is a diagram showing a map for determining a driving ability level of a driver.

10 is a flowchart of a process in which a part of the process of FIG. 3 is modified.

FIG. 11 is a diagram for explaining a lane change determination method.

FIG. 12 is a graph showing an example of changing a threshold value for determining a driving state.

FIG. 13 is an explanatory diagram showing a specific example of an operating state when a threshold value for determining the meandering operation is provided.

[Explanation of symbols]

1 Microcomputer ( yaw angle calculation means , reference yaw
Angle calculation means , yaw angle correction means , lateral displacement behavior amount calculation means,
Operating condition determining means, warning means, lane change determination hand stage, vehicle speed control means, the vehicle-mounted device control means) 10 yaw rate sensor (yaw rate detecting means) 11 winker switch (lane change determination means) 12 speed sensor (vehicle speed detecting means) 24 Alarm Department (warning means)

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-6-274798 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B60K 28/00-28/16 B60R 21 / 00 G08G 1/16 G08B 21/00

Claims (6)

(57) [Claims] 1. A yaw rate for detecting a yaw rate of a vehicle.
Detection means , vehicle speed detection means for detecting the vehicle speed of the vehicle, and a yaw rate of the vehicle based on the detected yaw rate.
And a yaw angle calculating means for calculating the yaw angle.
Reference yaw for calculating a reference yaw angle of the vehicle based on the angle
Angle calculation means and the calculated reference yaw angle as a reference
A yaw angle correction means for correcting the calculated yaw angle, and
A lateral displacement behavior amount calculating means for calculating a lateral displacement behavior amount of the vehicle based on the corrected yaw angle and the vehicle speed;
In lateral displacement motion amount that is calculated is the vehicle driving state monitoring apparatus and a determining operation condition determining means for determining whether a fair driving conditions of the driver of the vehicle based on whether or predetermined criteria The vehicle driving condition monitoring device is characterized in that the determination criterion is set to be higher as the vehicle speed becomes lower. 2. The driving condition judging means judges that the driving condition of the driver of the vehicle is not proper when the lateral displacement behavior amount is equal to or more than the judgment criterion. Vehicle driving condition monitoring device. 3. A change intention judging means for judging whether or not the driver intends to change lanes, wherein the driving situation judging means makes a lane change for the driver by the change intention judging means. 3. The vehicle driving condition monitoring apparatus according to claim 1, wherein it is determined that the driver's driving condition is abnormal when it is determined that there is no intention and the driving condition of the driver is not appropriate. 4. A lane change determining means for determining whether or not the driver has made a lane change based on the detected yaw rate , wherein the driving condition determining means uses the lane change determining means for the driver. The vehicle according to any one of claims 1 to 3, wherein it is determined that the vehicle has changed lanes, and when the driving situation of the driver is not appropriate, the driving situation is determined to be abnormal. Operating condition monitoring device. 5. A warning means for warning the driver when the driving status determination means determines that the driving status of the driver is not appropriate.
4. The vehicle driving condition monitoring device according to claim 4. 6. The driving condition judging means judges whether or not the driving condition is proper based on a plurality of data at different measurement time points, and the warning device is different in the driving condition judging means at the measuring time points. The vehicle driving condition monitoring apparatus according to claim 5, wherein whether or not to issue the warning is determined based on a frequency of determining that the driving condition is not appropriate based on a plurality of data.