Safe driving vehicle

Abstract

To determine the degree of dangerous driving for each individual driver of a vehicle, and prohibit the drivers who have performed dangerous driving of a certain level or more from driving.SOLUTION: Certain criteria are set for each driving operation during vehicle driving, the type of the driving operation that exceeds the criteria, the frequency of each type, and the interval of each type are stored, the type, the frequency, and the interval are comprehensively determined, and the driving operation is determined to be dangerous driving and driving of a vehicle is disabled when a certain level is exceeded. When the certain level is exceeded during driving, the vehicle is decelerated and stopped at a safe location.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to safe driving of a vehicle. [Background technology]

[0002] Regarding autonomous driving, level 3 has been put into practical use, and level 4 is close to being put into practical use. For existing vehicles, there are vehicles that have been equipped with functions to prevent drivers from mistaking the accelerator for the brake, and functions to prevent sudden acceleration. However, these have not been able to respond to abnormal driver behavior, past dangerous driving history, or poor physical condition.

[0003] At level 3 autonomous driving, the driver is involved, so even if the autonomous driving by the vehicle's control circuitry is safe, the driver's actions can lead to dangerous driving. At level 4 autonomous driving, humans are not supposed to be involved in driving, but if the vehicle's control system is hacked, autonomous driving must be stopped and the vehicle must be driven manually. In other words, at present, safe driving cannot be left solely to machines without human intervention.

[0004] As drivers age, their driving ability and ability to check safety decline after license renewal, and the frequency of dangerous driving increases. Therefore, it is necessary to set safe driving functions according to the individual driver's situation.

[0005] If the safe driving function is set for each individual driver, dangerous driving can be prevented even when elderly people are driving. People with high driving ability can drive the vehicle without being restricted by the safe driving function and can fully utilize the driving ability of the vehicle. However, the function to identify the driver has not yet been put into practical use. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] JP 2003-118425 A

[0007] [Patent Document 2] JP 2019-121243 A Summary of the Invention [Problem to be solved by the invention]

[0008] The problems to be solved are the inability to provide driving functions at a safe driving level suited to each individual driver, and the inability to drive safely if the driving control device is hacked from the outside. [Means for solving the problem]

[0009] The main feature of the present invention is to record the driver's individual dangerous driving history, and based on that history, to prohibit dangerous operations and limit the maximum speed, thereby enabling safe driving based on the dangerous driving history even when the control device is hacked and the vehicle is driven manually. Effect of the Invention

[0010] The safe driving device of the present invention has the advantage of being able to identify individual drivers and prohibit elderly drivers or drivers with a history of dangerous driving from driving (prohibiting the vehicle from starting), or lifting the restriction to low-speed driving, or low-speed driving only on motorways. [Brief description of the drawings]

[0011] [Figure 1] FIG. 1 is an explanatory diagram showing a method for implementing operation control. (Example 1) [Diagram 2] FIG. 2 is a functional block diagram of the system for detecting dangerous driving (first embodiment). [Figure 3A] FIG. 3A is an explanatory diagram of a case where no other vehicle is approaching (Example 1). [Figure 3B] FIG. 3B is an explanatory diagram of a first example of approaching another vehicle (Example 1). [Figure 3C] FIG. 3C is an explanatory diagram of a second example of approaching another vehicle (Example 1). [Figure 3D]FIG. 3D is an explanatory diagram of a third example of approaching another vehicle (Example 1). [Figure 3E] FIG. 3E is an explanatory diagram of a fourth example of approaching another vehicle (Example 1). [Figure 3F] FIG. 3F is an explanatory diagram of a fifth example of approaching another vehicle (Example 1). [Figure 4] FIG. 4 is a functional block diagram for explaining how to respond when the control device for automatic driving is hacked (Example 2). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] The IC card stores the driver's personal identification information, the details of the My Number card, and driver's license information, and also records information on dangerous driving history. Taking into account the frequency and duration of dangerous driving, the system controls the vehicle's control circuitry, ensuring safe driving. EXAMPLES

[0013] 1 is a functional block diagram of an embodiment of the device of the present invention, in which 1 is a dangerous driving (operation) detection unit. The dangerous driving detection unit detects dangerous driving such as sudden starts, sudden acceleration, sudden steering, frequent shifting of the gear lever, inattentive driving, ignoring signs, and driving in the wrong direction.

[0014] 2 is a dangerous driving type discrimination unit, 3 is a dangerous driving time interval judgment unit, and 4 is a dangerous driving count calculation unit. Assume that driver A is an elderly person aged 75 or older who may occasionally engage in dangerous driving. When moving a parked car, the driver sets the shift lever to forward or reverse, and drives the car from the parking space to the road at a low speed while checking the surroundings. In this process, if the driver operates the shift lever many times, switches between forward and reverse, applies sudden brakes, accelerates suddenly, or turns the steering wheel suddenly even though there are no pedestrians or obstacles, it is determined that the driver is driving dangerously, and the number and interval of shift lever switching, the number and interval of sudden braking, the number and interval of sudden acceleration, and the number and interval of sudden steering are stored in the memory unit 5 as digital data D1. FIG. 2 is a functional block diagram of the dangerous driving detection unit 1 detecting such dangerous driving. That is, a brake detection unit 11 detects sudden braking, an accelerator detection unit 12 detects sudden acceleration, a shift lever operation detection unit 13 detects switching between the shift and lever, and a steering detection unit 14 detects sudden steering. The detection results are transmitted to type discrimination unit 2 in Fig. 1, i.e., type discrimination unit 2 in Fig. 2.

[0015] During driving on a general road or an expressway, the inattention detection unit 20 in FIG. 2 detects abnormal approach to another vehicle or obstacle, ignoring a red light, ignoring a stop sign, driving the wrong way on a one-way road, driving in the wrong lane, forgetting or mistaking a right or left turn, exceeding the speed limit, and not stopping at a crosswalk, and the detection output is transmitted to the type discrimination unit 2 in FIG. 1, that is, the type discrimination unit 2 in FIG. 2. The number and interval of abnormal approach to another vehicle or obstacle, the number and interval of ignoring a red light, and the number and interval of driving the wrong way on a one-way road are transmitted to the type discrimination unit 2, and the output of the type discrimination unit 2 is stored as digital data D2 in the memory unit 5. Sudden acceleration (accelerator), sudden braking, sudden steering (steering operation), and shift lever switching are also stored as digital data D1 in the memory unit 5 as described above. The interval between the vehicle ahead and the vehicle behind, the interval between the vehicles on the left and right, and the interval between obstacles are determined from the image captured by the camera as shown in FIG. 3. FIG. 3 will be described later.

[0016] While driving on a general road or an expressway, the driver's gaze is detected by a gaze detection device 15 (which can be realized by a known technology including a camera), and the number and interval of outputs of the inattentive driving detection unit 16 are transmitted to a type discrimination unit 2, the number and interval of outputs of the drowsy driving (and the state before that) detection unit 17 are transmitted to the type discrimination unit 2, and the output of the type discrimination unit 2 is stored as digital data D3 in the memory unit 5. If the fatigue level exceeds a certain level in the fatigue detection unit 18, a warning is issued and the output of the fatigue detection unit is transmitted to the type discrimination unit 2, and the fatigue detection output of the type discrimination unit 2 is stored as digital data D4 in the memory unit 5. The fatigue level is determined by the movement of the gaze and the CO2 concentration in the breath. If the driver A consumes alcohol after starting the vehicle, this is detected by the breath detection unit 19, and if a certain level or more of alcohol concentration is detected in the breath, the vehicle is stopped as described below. In this case, even if the vehicle is on an expressway, an output signal is sent from a vehicle control signal output unit 8 to a vehicle drive unit 9 to stop the vehicle on the shoulder. Digital data D1, D2, D3 and D4 stored in the memory unit 5 have contents shown in Tables 1, 2, 3, 4A and 5.

[0017] The digital data D1, D2, D3, and D4 are written to an IC card (not shown) 10 by an IC card R / W unit 7. The digital data D1, D2, D3, and D4 stored in the memory unit 5 are judged by a memory content judgment unit 6, and when the dangerous driving data exceeds a preset value, a driving stop signal is output to a vehicle control signal output unit 8, the vehicle is driven at a low speed, the hazard lights are turned on, and the vehicle is stopped at a place where parking is possible. If the vehicle is traveling on a highway, the vehicle is driven at the minimum driving speed of the highway and stopped at a safe shoulder strip, or the vehicle is taken out of a nearby highway exit and stopped at a safe place where parking is possible on a general road. Driver A requests a vehicle driving service, JAF, or the like to move the vehicle to the destination or a safe parking lot. This prevents Driver A from continuing dangerous driving.

[0018] An example of a method for safely stopping a vehicle is described below. As described above, when the memory content judgment unit 6 judges that the driving level has reached the dangerous driving level, a driving stop signal is output to the vehicle control signal output unit 8. After that, signals such as sudden braking, sudden acceleration, and steering are no longer transmitted to the vehicle drive unit 9, and the vehicle is stopped by manual braking and steering. Abnormal switching of the shift lever is also no longer possible. Once the vehicle has been safely stopped, the driver A cannot start the vehicle. When the memory content judgment unit 6 judges that the driving level has reached the dangerous driving level while driving on a highway, a driving stop signal is output to the vehicle control signal output unit 8. However, since stopping on the shoulder of a highway is only in an emergency, a signal instructing driving at the minimum driving speed of the highway is transmitted from the vehicle control signal output unit 8 to the vehicle drive unit 9. After exiting the highway onto a general road, the vehicle is stopped in a safe place. While driving on a highway, signals such as sudden braking, sudden acceleration, and sudden steering are no longer transmitted to the vehicle drive unit 9, and safe driving is performed by manual braking and steering. Once you reach a public road, stop in a safe place as described above.

[0019] Even if driver A inserts IC card 10 into IC card R / W section 7 to drive the same vehicle or a vehicle with an equivalent safety driving function, the contents of IC card 10 are judged by memory content judgment section 6 and a driving prohibition signal (engine drive prohibition signal) is output to control signal output section 8, so that driver A cannot drive the vehicle. Driver A undergoes appropriate training, undergoes a driving skill examination at a driver's license examination center or a driving school, and if he passes, a process is performed in which the dangerous driving data in IC card 10 is partially rewritten as shown in Table 6 to enable him to drive the vehicle. For driver A (and other drivers as well) whose dangerous driving data has exceeded a certain level once, the total number of dangerous driving data in Table 5 is added to the previous total number by keeping a part of it as shown in Table 6, and prohibiting driving when the accumulated total number of dangerous driving reaches the same value, thereby reducing the possibility of dangerous driving. This will be described later. The link between Driver A and the IC card can be easily realized by recognizing the face of Driver A using the camera used in the gaze detection unit 15 in Fig. 2 and comparing it with the face information in the IC card. Also, if the driver of the vehicle is registered in advance, it is also effective in preventing theft.

[0020] A detailed description will be given below with reference to Figs. 2 and 3. Fig. 2 is a functional block diagram showing the configuration of the dangerous driving detection unit 1 in Fig. 1. Reference numeral 11 denotes a brake detection unit that detects and outputs when the brake pedal is depressed. In the present invention, a detection output is output only when the brake pedal is depressed rapidly and deeply, not in accordance with a normal brake operation. The output of the brake detection unit 11 is transmitted to the type discrimination output unit 2 in Fig. 1, the output of the type discrimination unit 2 is transmitted to the memory unit 5 and the interval determination unit 3, and the output of the interval determination unit 3 is transmitted to the memory unit 5 and the number calculation output unit 4. The output of the number calculation output unit 4 is transmitted to the memory unit 5. Reference numeral 12 denotes an accelerator detection unit that detects the depression of the accelerator. In the present invention, the output of the accelerator detection unit 12 is transmitted to the type determination unit 2 only when the accelerator pedal is depressed rapidly and deeply, not in accordance with a normal accelerator operation. The output of the type determination unit 2 is transmitted to the storage unit 5 and the interval determination unit 3, and the output of the interval determination unit 3 is transmitted to the storage unit 5 and the number calculation output unit 4. The output of the number calculation output unit 4 is transmitted to the storage unit 5. That is, in the same order as the brake detection output, it is transmitted to the interval determination unit 3, the number calculation output unit 4, and the storage unit 5. The shift lever operation detection output 13 and the steering detection output 14 are also processed in the same order. 13 is a shift lever operation detection unit that detects the switching of the shift lever. Each time the shift lever is operated, the detection output of the shift lever operation detection unit 13 is transmitted to the type determination output unit 2 in Figures 1 and 2. 14 is a steering detection unit that detects the steering rotation operation when the steering rotation operation reaches a certain angle or more. The detection output of the steering detection unit 14 is transmitted to the type determination output unit 2 in Figures 1 and 2. The gaze detection unit 15 photographs the driver's eyes with a camera and transmits information on blinking and gaze direction to the inattentive detection unit 16, the drowsiness detection unit 17, and the fatigue detection unit 18. The inattentive detection unit 16 detects when the driver's gaze continues to look anywhere other than the front for a certain period of time or more as inattentive behavior, and transmits the detection output of the inattentive detection unit 16 to the type discrimination unit diagram 2 in Figure 2. The output of the type discrimination unit 2 is processed in the same order as the brake detection output. The drowsiness detection unit 17 detects drowsiness from the movement of the gaze and eyelids. In other words, it detects the signs of drowsiness.When a sign of drowsiness is detected, the detection output of the drowsiness detection unit 17 is processed in the same order as the brake detection output. At the same time, a voice message warning the driver not to fall asleep while driving is output from a speaker (not shown). The fatigue detection unit 18 detects fatigue by judging the CO2 concentration in the breath in addition to the change in the line of sight and the movement of the eyelids. When the driver continues driving in a fatigued state for a certain period of time, the detection output of the fatigue detection unit 18 is transmitted to the type determination unit 2 in Figs. 1 and 2. The output of the type determination unit 2 is processed in the same order as the brake detection output. At the same time, a voice message encouraging the driver to rest is output from the speaker. 20 is a camera input determination unit that detects oversight of red lights, right and left turn indication signs, one-way signs, etc. Oversights are not classified into types, and the number of times each time they occur is counted. The output of the camera input determination unit 20 is transmitted to the memory unit 5 and the interval determination unit 3, and the output of the interval determination unit 3 is transmitted to the memory unit 5 and the number of times calculation output unit 4. The output of the number calculation output unit 4 is transmitted to a memory unit 5.

[0021] Next, the memory unit 5 in FIG. 1 will be described. A 4-bit identification code shown in Table 1, a 4-bit code showing a time interval shown in Table 2, and an 8-bit BCD code showing the time shown in Table 3 are sent to the memory unit 5. The time code may use the time data of the clock equipped in the vehicle. Table 3 shows two digits each for the hour and minute in the time code, totaling 16 bits. This is considered sufficient for practical purposes, but data on the date and second may also be added. The detection outputs of the brake, accelerator, shift lever, steering, inattentive driving, drowsiness, and fatigue are stored in the memory unit 5. Tables 4A and 4B are examples of the data stored. Tables 4A and 4B show part of the data on brake operation. If the emergency brakes are applied once at 16:18, the following are stored in the (1) rows of Tables 4A and 4B: "0001" for braking, "0001" for the number of times, "0000" for the interval (the interval from the previous time is 0), "0001" and "0110" for the time being 16:00, and "0001" and "1000" for the 18th minute. If the emergency brakes are applied within three seconds, the (2) rows of Tables 4A and 4B: "0001" for braking, "0010" for the second time, "0001" for the interval, "0001" and "0110" for the time being 16:00, and "0001" and "1000" for the 18th minute. If the third sudden braking operation is performed within 5 minutes, the following data is stored in the (3) row of Table 4A and Table 4B: "0001" for braking, "0011" for the third sudden braking, "0101" for the interval, "0001" and "0110" for the time being 16:00, and "0010" and "0001" for the 21st minute. If the fourth sudden braking operation is performed within 4 hours, the following data is stored in the (4) row of Table 4A and Table 4B: "0001" for braking, "0100" for the fourth sudden braking, "1001" for the interval, "0001" and "1001" for the time being 19:00, and "0100" and "0000" for the 40th minute. The same applies to the fifth and subsequent sudden braking operations. Data is also stored for other operations and hazard detections listed in Table 1, such as accelerator operation and shift lever operation.

[0022] [Table 1]

[0023] [Table 2]

[0024] [Table 3]

[0025] The judgment unit, which is composed of a CPU of the memory content judgment unit 6, judges the data stored in the memory unit 5, and when the detection output of the brake, accelerator, shift lever, steering, looking away, drowsiness and fatigue is repeatedly outputted a certain number of times or more within a certain time, it judges that the dangerous driving level has been reached, and transmits a driving prohibition or speed limit signal to the vehicle control signal output unit 8. The judgment of reaching the dangerous driving level may be, for example, a simple judgment criterion such as when the data of the number of times of each type shown in Table 4A for all 15 types in Table 1 is added up and reaches 30 times as shown in Table 5, or when the total number of times of braking and accelerator is 15. The AI ​​may comprehensively judge the data of the number of times and intervals for each type to judge that the driving prohibition level has been reached. Either judgment criterion may be used. When the driving prohibition level is reached, a driving prohibition signal is output, driving of the vehicle is terminated, and a warning display is displayed the next time the vehicle is started, so that the vehicle is not started. When a driving prohibition signal is issued while driving on a road, the vehicle speed is limited, a voice warning is given, and a warning message is displayed on the driver's seat operation panel or a red LED is flashed to warn the driver. Any display may be used. When the determination circuit composed of the CPU of the memory content determination unit 6 determines that a speed limit is necessary on the expressway, a signal instructing driving at the minimum speed on the expressway is transmitted from the vehicle control signal output unit 8 to the vehicle drive unit 9 while driving on the expressway, and a voice warning and a warning display are given to that effect. When the determination circuit composed of the CPU of the memory content determination unit 6 determines that a speed limit is necessary while driving on a general road, the hazard lights are turned on and the vehicle is driven at a slower speed. The slower speed may be appropriately selected depending on the width of the road, the number of vehicles traveling, etc., or may be set uniformly to, for example, only allow driving at 20 km / h or less.

[0026]

Table 4A

[0027]

Table 4B

[0028]

Table 5

[0029] Next, the IC card R / W section 7 in FIG. 1 will be described. When the vehicle stops, the stored data of the detection output of 16 types of dangerous driving in the memory section 5, such as the brake, accelerator, shift lever, steering wheel, etc., in Table 1 is written to the IC card 10 by the IC card R / W section 7. When the memory content judgment section 6 detects the reaching of a dangerous driving level and transmits a driving prohibition signal or a speed limit signal on a highway to the vehicle control section 8, the same signal (data) is simultaneously written to the IC card 10. That is, all the data of dangerous driving detection in the memory section 5 is written to the IC card. Even if the control system including the CPU of the vehicle is hacked and the data in the memory section 5 is rewritten, it can be restored by reading the data from the IC card. As already mentioned, in the case where driving is prohibited when the total number of times shown in Table 5 reaches 30, the driver A undergoes appropriate training, undergoes a driving skill examination at a driver's license examination center or a driving school, and if he passes, the data in the IC card is rewritten as shown in Table 6 to enable driving. In this operation, the QR code (registered trademark) printed on the certificate of passing the driving skill examination is read by the camera used in the gaze detection unit 15 in FIG. 2, and the data in the memory unit 5 shown in Table 5 is rewritten as shown in Table 6 by the read output, and the driving prohibition is lifted. In this example, as shown in Table 6, for events with a cumulative number of times of 3 or less, the cumulative number is set to zero, and for events with a cumulative number of times of 4 or more, the number of times minus 4 is left, but this is just one example. Once a person reaches a dangerous driving level, they tend to continue driving in the same way, so the system is set so that the dangerous driving level is reached early. Although this example is not limited to this example, it is necessary to set it in a way that allows for safer driving.

[0030] [Table 6]

[0031] Next, dangerous driving detection using the output of a camera mounted on a vehicle will be described with reference to FIG. 3. FIG. 3A is a TOP view of a vehicle 100 in a normal state. The display range of a TOP view currently mounted on a passenger vehicle is generally only the surroundings of the vehicle, as indicated by a dashed line 103. To explain using a specific numerical example, if the size of the vehicle is 5 meters in total length and 1.8 meters in total width, the range of the dashed line 103 is 1 meter in front, 1 meter in back, and 50 centimeters on each side. The situation around the vehicle in this range is displayed, and when parking or entering a garage, the rear, both sides, and the front wall, poles, or white lines of the parking space are confirmed on this screen. In contrast, in the present invention, a range of 5 meters in front, 4 meters in back, and 1 meter on each side is displayed (this range is indicated by a dashed line 102). This is to detect and avoid contact with or abnormal approach to other vehicles. In a normal driving state, other vehicles are not displayed within the screen indicated by the dashed line 102 of this TOP view, as shown in FIG. 3A. If the TOP view displayed on the display of the panel in front of the driver's seat is not within the range of the dashed frame 102 in Figs. 3A, 3B, 3C, 3D, 3E, and 3F, but within the range of the dashed line 103 in Figs. 3A, 3B, 3C, 3D, 3E, and 3F, it is possible to use a display that is normally used as it is. Even in this case, a memory with the number of pixels corresponding to the dashed line 102 in Fig. 3A is required, and a screen corresponding to the dashed line 102 in Fig. 3A is formed on the memory. In the following explanation, it is assumed that the range of the dashed line 102 in Fig. 3A is displayed on the display. Note that the dashed line frame 103 in Fig. 3A is the same in Figs. 3B, 3C, 3D, 3E, and 3F. The following explanation will be given for Fig. 3A, but the contents are also common to Figs. 3B, 3C, 3D, 3E, and 3F.

[0032] In FIG. 3A, 100 is the vehicle itself, and the direction of the arrow indicates the front of the vehicle itself. The traveling direction of the vehicle itself is the direction of the arrow in FIG. 3A, that is, the upward direction of the paper. Cameras 110F, 110R, 110L, and 110B, indicated by white circles, are installed on the front, right side, left side, and rear of the vehicle itself. Ultrasonic transmitters and receivers 111F, 111R, 111L, and 111B, indicated by black circles, are installed on the front, right side, left side, and rear of the vehicle itself. Instead of the ultrasonic transmitters and receivers indicated by black circles, transmitters and receivers of laser light or ultrashort wave radio signals may be installed. The TOP view screen in FIG. 3A is formed by combining the outputs of the four cameras indicated by white circles in FIG. 3A. This can be realized by using technology that has already been put to practical use. There may be five or more cameras, but here, four cameras will be described. While driving, the screen in FIG. 3A (within the broken line) is formed in the memory, and the range of the broken line 102 is also displayed on the display at the driver's seat. When the vehicle 101B in the passing lane on the right side enters the frame of the broken line 102 as shown in FIG. 3B, image processing detects that the distance between the vehicle 100 and the other vehicle 101B is less than one meter. Since the size of the vehicle is known, the distance between the vehicle 100 and the other vehicle 101B can be easily determined by measuring the distance on the screen in FIG. 3B. If the image is taken at, for example, 60 frames per second, the other vehicle 101B is detected and contact avoidance processing is performed within 1 / 60th of a second, and the type of dangerous driving is determined to be an abnormal approach due to lack of attention to the other vehicle 101B, and "1000" indicating lack of attention is sent to the memory unit 5 in FIG. 1. This can be easily realized with existing technology. There are cases where another vehicle approaches from the right lane and cases where the vehicle veers into the right lane, but dangerous driving also occurs when the driver is late in noticing the approach of another vehicle 101B. In either case, time data (code) is also stored in the memory unit 5 in FIG. 1. Regarding the frequency of dangerous driving, since there is no data in Table 2 the first time, "0000" is stored in the memory unit 5 in FIG. 1. This is the same as the case of braking in Tables 4A and 4B described above.

[0033] Next, the case of FIG. 3C will be described. FIG. 3C shows a case where the distance between the other vehicle 101C and the vehicle 100 is within 5 meters. This state occurs when the other vehicle 101C suddenly decelerates or the vehicle 100 closes the distance too much. Even if the other vehicle 101C suddenly decelerates, if the vehicle 100 has a sufficient distance between the vehicles, the state of FIG. 3C will not occur, and the vehicle is determined to be dangerous driving due to lack of attention. In this case, the code "1000" indicating lack of attention in Table 1 is sent to the memory unit 5. When driving at high speed, it is possible to determine that a distance of less than 10 meters is dangerous, but in that case, the dashed line 102 extends 5 meters forward in FIG. 3C to 10 meters, so the range of the screen display becomes significantly longer vertically. Therefore, the screen is kept the same size as FIG. 3C, and the screen in the memory is made 5 meters longer than FIG. 3C, and when the distance between the other vehicle 101C is within 10 meters, the vehicle is determined to be dangerous driving (this value is an example, and 15 meters may also be used). Even in this case, as already mentioned, it is practical for the screen displayed in front of the driver's seat to display the range of Figures 3A, 3B, 3C, 3D, 3E, and the dashed line 103 in Figure 3E. If the vertical direction is made longer, the vehicle displayed on the screen will become too small, but the display screen can be switched between low-speed driving and high-speed driving. Drowsiness, inattentive driving, fatigue, etc. can also cause the vehicle distance to become narrow. In that case, in addition to the lack of attention code "1000", the drowsiness code "0110", inattentive driving code "0101", or fatigue code "0111" is sent to the memory unit 5. This is the same as the case of Figure 3B.

[0034] Next, the case of Fig. 3D will be described. Fig. 3D shows the distance between another vehicle 101D and the host vehicle 100. This shows a case where the distance is within 4 meters. This situation occurs when the vehicle suddenly decelerates or when another vehicle 103D approaches abnormally from behind. In many cases, the vehicle suddenly decelerates, which is the state shown in FIG. 3C beforehand. Other cases include, for example, when the vehicle is in a traffic jam, when the vehicle is moving slower than the other vehicles, or when the other vehicle behind is driving aggressively. Even in a traffic jam, it is desirable to have a distance of 4 to 5 meters between vehicles, but if the vehicle ahead 101C and the vehicle behind 101D are moving at about the same speed, it is not determined that the vehicle is driving dangerously. If the vehicle's speed is slower than the average speed of the majority of other vehicles, it is determined that the driver is not paying attention and the code "1000" is sent to the memory unit 5. If another vehicle 101D is approaching due to aggressive driving, the driver will continue to drive at the legal speed until a place to turn away is found on the left side. In this case, it is not considered to be dangerous driving.

[0035] Next, the case of Fig. 3E will be described. In this case, the vehicle 100 approaches the other vehicle 101E, or the other vehicle 101E approaches the vehicle. Since both are lack of attention, "1000" is sent to the memory unit 5. The vehicle 100 approaches the other vehicle 101E due to lack of attention caused by drowsiness, looking away, fatigue, etc., so as already described, a code signal (data) indicating drowsiness, looking away, or fatigue and a code signal (data) indicating lack of attention are sent to the memory unit 5. Next, the case of FIG. 3F will be described. This is a case where the vehicle 100 tries to change lanes without checking the left rear, or tries to move in front of the vehicle 101F behind the vehicle on the left due to inattention caused by drowsiness, looking away, fatigue, etc. Therefore, in this case as well, a code signal indicating either drowsiness, looking away, or fatigue and lack of attention is sent to the memory unit 5. In any of the above cases, the distance between the vehicle 100 and the other vehicles 101A to F can be determined by image processing. It goes without saying that dangerous driving can also be determined using ultrasonic waves, millimeter waves, and laser light. Since the camera for forming the image of the TOP view is shared, dangerous driving can be detected without performing measurements using ultrasonic waves, millimeter waves, or laser light, so low costs can be achieved. If the data stored in the memory unit 5 in FIG. 1 is determined by AI taking into account the driver's age, the content of dangerous driving, etc., it becomes possible to avoid dangerous driving (differences in the degree of avoidance) according to the ability of each individual driver. EXAMPLES

[0036] The embodiment of FIG. 4 is a diagram for explaining hacking countermeasures when the dangerous driving detection device of the present invention is installed in a vehicle equipped with an automatic driving function. Hacking occurs while the vehicle is driving or stopped, and the configuration is capable of handling either. In normal operation, the switch 35 is closed by the emergency control unit 30, and data is transmitted and received in both directions between the automatic driving control unit 22 and the dangerous driving detection unit 1. Although a multi-linked mechanism switch is advantageous as a countermeasure against hacking for the switch 35, it may be electronically switched in a bus line format. When the vehicle 100 is started, data of about 100 bits (hereinafter referred to as D100) corresponding to an identification number recorded in a mask ROM or a non-rewritable ROM of the CPU constituting the dangerous driving detection unit 1 is written to a memory, for example, a RAM, of the automatic driving control unit 22. When hacking occurs, the contents of D100 written in the memory of the automatic driving control unit in 22 change, and become different from the contents of D100 recorded in the mask ROM of the CPU constituting the dangerous driving detection unit in 1 or the non-rewritable ROM. Therefore, the CPU and program of the dangerous driving detection unit in 1 detect the occurrence of hacking, control the emergency control unit in 30 to open (cut off) the switch in 35, and stop the transmission and reception of data between the automatic driving control unit in 22 and the dangerous driving detection unit in 1. The dangerous driving detection unit in 1 is not affected by hacking because the program is written in the mask ROM. When hacking is detected, the data in the memory unit in 5 is reset once for safety. When the vehicle 100 is started, the IC card R / W unit in 7 sends the data to the memory content judgment unit in 6, and then the IC card is configured to be physically separated from the IC card R / W in 7, so that the contents of the IC card will not be rewritten by hacking.

[0037] When hacking is detected, a control signal is sent from the dangerous driving detection unit 1 to the emergency control unit 30, and a control signal is sent from the emergency control unit 30 to the manual / automatic switching unit 21, switching the switch 25 and the switch 26 to the manual side. That is, the switch 25 switches from a connection between the terminals B and C to a connection between the terminals A and C. Similarly, the switch 26 switches from a connection between the terminals B and C to a connection between the terminals A and C. In this explanation, only the accelerator and the brake are taken up, but the steering, shift lever, turn signals, etc. can also be configured in the same way and can easily be switched from automatic to manual in a similar manner, but the explanation will be omitted. When hacking is detected as described above, the automatic driving is switched to manual driving, and manual driving becomes possible.

[0038] Meanwhile, the dangerous driving detection unit 1 operates, and the IC card R / W circuit 7 operates to read the contents of the IC card and send them to the memory unit 5. After that, the IC card is physically separated from the IC card R / W unit 7 as described above. The data written in the memory unit 5 is compared with the data on the IC card in the memory content judgment unit 6. In this case, the two are the same and do not contain any new data related to dangerous driving, so if the data on the IC card, i.e., the driver's history, is judged to be a dangerous driver, the switches 31 and 32 are switched from manual brake and accelerator control to accelerator and brake control by the output of the vehicle control signal output unit 8, preventing dangerous driving. That is, the switch 31 switches from a connection between terminals A and C to a connection between terminals B and C. Similarly, the switch 32 switches from a connection between terminals A and C to a connection between terminals B and C. As a result, the accelerator control unit 93 and the brake control unit 94 are controlled by the output of the vehicle control signal output unit 8. That is, since the vehicle is controlled by the vehicle control signal from the safe driving control unit, regardless of the output of the automatic driving control, safe driving can be performed.

[0039] If dangerous driving is performed while switching to manual driving due to hacking, the dangerous driving detection unit 1 detects this and sends data such as the type, interval, and number of times of dangerous driving to the memory unit 5. If the data in the memory unit 5 is rewritten and the memory content judgment unit 6 judges that the level of dangerous driving has been reached, as already described, the output of the memory content judgment unit 6 switches the switches 31 and 32 from the connection between terminals A and C to the connection between terminals B and C, so that the vehicle switches from manual driving to emergency stop or low-speed driving. As described above, safe driving is possible even if the automatic driving control unit is hacked. [Industrial Applicability]

[0040] By storing personal identification information and dangerous driving history on the IC card, it is possible to identify the individual driver and prevent dangerous driving. In addition, if this is applied to an autonomous vehicle, dangerous driving can be prevented and safe driving can be achieved even if the autonomous driving control unit is hacked. [Explanation of symbols]

[0041] 1 Dangerous driving detection unit 2 Type discrimination section 3 Interval judgment section 4. Number of times calculation section 5 Storage section 6 Memory content determination section 7 IC card R / W section 8 Vehicle control signal output section 9 Vehicle Drive Unit

Claims

1. A safe driving vehicle characterized by judging the operations performed by the driver to control the vehicle's running, such as the accelerator and brakes, judging operations that exceed a preset level as dangerous driving, storing the number of dangerous driving operations and the interval between dangerous driving operations in correspondence with personal information that identifies the individual driver, judging the types of dangerous driving operations and the number of times and intervals for each type of dangerous driving that have been preset using AI or the like, and disabling the driver from driving the vehicle when the preset level of dangerous driving is exceeded.

2. 2. The vehicle according to claim 1, wherein when a dangerous driving level is exceeded during driving of the vehicle, the speed of the vehicle is reduced and the vehicle is stopped at a safe location.

3. 3. A vehicle according to claim 1 or 2, characterized in that, when the level of dangerous driving is exceeded while traveling on an expressway, the vehicle speed is reduced to a predetermined minimum traveling speed for the expressway and the vehicle is stopped at a safe location.

4. The vehicle according to claim 1, 2 or 3, characterized in that when a control circuit for controlling the automatic driving of the vehicle becomes unable to operate normally due to hacking or the like, an abnormality in the control circuit is detected and the vehicle driving control is switched to manual.

Images