Driving skill information acquisition system and data management system

Abstract

To acquire objective data of a driving skill.SOLUTION: A driving skill information acquisition system 1 comprises an image rendering section 10, a simulation operation device 18, an eye tracker device 14, a head tracker device 106, a stationary image display device 102, a gazing point determination section 16, and a data recording section 20. The image rendering section generates an image signal of a presentation image for simulation driving. The simulation operation device includes a unit operation device, accepts an operation by a subject and outputs unit operation data indicating an operation state. The eye tracker device outputs an eye tracking signal capable of identifying lines of sight, and the head tracker device outputs a head tracking signal capable of a posture of the head. The gazing point determination section determines positions where the lines of sight arrive at a virtual space or the simulation operation device as gazing points and outputs the gazing points as gazing point data. The data recording section records the gazing point data. A data management system and a computer program are also provided in the present disclosure.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present disclosure relates to a driving skill information acquisition system and a data management system. [Background technology]

[0002] There is a growing demand for ensuring safety while meeting the driving needs of elderly people, people with disabilities, and people with higher brain dysfunction. There are many elderly people who want to continue driving as before, and many people with disabilities who wish to resume driving despite having impaired physical and brain functions. In response, there is a need for detailed diagnostic and evaluation of aptitude for driving (referred to as "driving skills" in this disclosure). For example, to determine the driving aptitude of a stroke survivor who wishes to resume driving, neuropsychological testing is conducted, as well as evaluations using actual vehicles and simulators. After a doctor's decision on whether or not the individual can resume driving, a final driving aptitude test is administered for the issuance of a license. However, conventional evaluation methods for accurately determining whether or not a person can resume driving have limitations.

[0003] In a typical driver's license system, driving skills are assessed at certain points, such as when obtaining or reissuing a license. Those who pass are then granted a license for a certain period of time, and a renewal system is combined based on age and duration. Some jurisdictions also have an upper age limit. In Japan, a license system is in place that sets the validity period until the next renewal based on age, and combines a training system, aptitude tests, and medical examination results. In the future, it is also expected that vehicles will be required to be equipped with safety support functions, and that vehicles will be able to perform some of their driving functions automatically.

[0004] However, a system in which the convenience of driving a car is uniformly lost at a certain age, or a system that applies uniformly based on the degree of recovery from illness or the degree of disability, is not necessarily rational for everyone, nor can it be said to be optimal as a system. Furthermore, the driver's license system is inevitably a compromise, given the balance between the administrative burden of renewal procedures and the resources required for relearning.

[0005] Patent Document 1 discloses a driving skill diagnosis device that can easily and reliably diagnose a subject's driving skills. The driving skill diagnosis device executes a program that accurately measures three attention functions - maintenance, selection, and control - simultaneously through a simple test in a short time (see, for example, paragraph 0010 of Patent Document 1).

[0006] Patent Document 2 discloses a vehicle driving ability assessment device for objectively assessing vehicle driving ability. The knowledge on which this vehicle driving ability assessment device is based is that when a sensory stimulus other than vision, for example, an auditory stimulus completely unrelated to the presented driving environment, is given in an image display by a vehicle driving simulator, evoked potential fluctuations in electroencephalograms measured in areas that react to the given sensory stimulus have a strong correlation with cognitive ability and concentration, which are closely related to safe driving (Patent Document 2, e.g., paragraph 0008).

[0007] Patent Document 3 discloses a driving simulator and a driving simulator method that utilizes a simulated road environment displayed on a monitor screen. This method evaluates whether the driving ability required to drive a vehicle is affected by hemispatial neglect or tunnel vision (Patent Document 3, for example, paragraphs 0038-81).

[0008] Patent Document 4 discloses a driving ability assessment system that includes, in a driving simulator, an operating ability testing unit that tests the operating ability of a subject, a sensory function testing unit that tests sensory function, a virtual driving environment output unit that outputs a virtual driving environment, and an assessment information storage unit that stores assessment information on multiple assessment items related to the assessment of higher brain function based on the subject's virtual driving in the virtual driving environment. This system attempts to assess the subject's driving ability from the perspective of higher brain dysfunction (Patent Document 4, e.g., paragraph 0008).

[0009] Non-Patent Document 1 discloses a method for combining a driving simulator with an eye-tracking system to integrate and analyze gaze information and driving behavior on a road reproduced by computer graphics.

[0010] Non-Patent Document 2 provides an overview of the functions of a driving ability assessment simulator for rehabilitation. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] Japanese Patent Application Laid-Open No. 2015-213539 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-218112 [Patent Document 3] Japanese Patent Application Publication No. 2018-045066 [Patent Document 4] Japanese Patent Publication No. 2022-172560 [Non-patent literature]

[0012] [Non-Patent Document 1] Midori Mori et al., "Synchronous Analysis of Driver's Eye Movements and Vehicle Trajectory Using a Driving Simulator and an Eye Tracking System," Transactions of the Japan Society of Mechanical Engineers, Series C, Vol. 79, No. 803, pp. 2408-2423 (2013) DOI: 10.1299 / kikaic.79.2408 [Non-patent document 2] Honda Safety Navigation, driving ability assessment support software for rehabilitation, URL: https: / / global.honda / jp / safetyinfo / simulator / safetynavi / rehabilitation.html (last confirmed January 21, 2024) [Non-patent document 3] Naoko Shimotorifuji, "Eye-gaze Input Interface for People with Severe Disabilities," Journal of the Institute of Image Information and Television Engineers, Vol. 69, No. 7, pp. 530-534 (2015), DOI: 10.3169 / itej.69.530 Summary of the Invention [Problem to be solved by the invention]

[0013] It is not easy for drivers to accurately recognize their own motor skills, or for medical professionals to accurately grasp the current state of their patients' driving skills. There is currently no unified method for assessing the impact of functional decline due to aging or disability on driving performance, and data for objectively evaluating driving skills is not easily obtained. In particular, measurements of objective indicators for driving-related evaluation items have been limited. Especially when there are a large number of subjects, it is difficult to efficiently diagnose driving skills based on appropriate indicators, which must be investigated under diverse and complex circumstances.

[0014] Furthermore, in situations where people are recovering from illness, overcoming disabilities, or who have residual impairments in motor or brain function, if an environment could be provided for preliminary confirmation and training of driving skills before moving on to actual driving training, it would be possible to appropriately perform the various operations, information processing, and allocation of actions required for actual driving training.However, there are currently no practical means for such preliminary confirmation.

[0015] There is a continuing need to carry out detailed assessments of the driving skills of individual drivers with as little burden as possible.

[0016] The present disclosure aims to solve at least some of the above problems. Taking into account the nature of vehicle driving, which involves constantly repeating cognition, judgment, and operation in diverse and complex situations, the present disclosure aims to provide an information acquisition system and data management system for objectively grasping driving skills. Specifically, the present disclosure aims to provide an information acquisition system and data management system for acquiring data that can be used to evaluate the abilities required for driving operation techniques by acquiring information about aptitude for driving a vehicle or the like using a virtual space on a computer. Through these efforts, the present disclosure contributes to the practical application and high accuracy of methods for diagnosing driving skills, acquiring data for establishing a driver's license system that can be adapted to individual circumstances, and determining whether to return to driving. [Means for solving the problem]

[0017] This disclosure provides a system that can help make well-founded, objective judgments about driving skills and the individual characteristics that make them up by understanding the evaluation items that make up driving skills as objectively as possible, enabling objective understanding, evaluation, and data recording of individual driving skills. By proposing evaluation methods for judging driving-related evaluation items, a system that can help make well-founded, objective judgments about driving skills and the individual characteristics that make them up is provided. In relation to the above-mentioned problem, the inventors focused on the fact that, with the advancement of virtual reality (VR) and mixed reality (MR) technologies, it is possible to realize a driving simulator that provides subjects with a high level of realism at a sufficiently low cost. The inventors particularly focused on actively utilizing the subject's gaze changes and gaze trajectory. This will enable the construction of a sufficiently realistic system that can acquire analyzable, objective data about driving skills while evoking the sensation of driving a real vehicle with minimal burden on the subject. Recording the subject's gaze movements during simulated driving, in addition to the subject's active operations such as steering and braking, can provide detailed information about driving skills and related behaviors (visual information processing, lack of awareness of signs, traffic signals, oncoming vehicles, etc., and hazard detection and avoidance) and can evaluate the abilities required for driving techniques.

[0018] That is, in one aspect of the present disclosure, a driving skill information acquisition system is provided that includes an image rendering unit that generates an image signal of an image to be presented to a subject for simulated driving of a vehicle in a virtual space; a simulated operation device that accepts operations by the subject for the simulated driving, the simulated operation device including a unit operation device operated by the subject and outputs unit operation data indicating the operation status of the unit operation device by the subject; an eye tracker device that outputs an eye tracking signal that can identify the gaze of at least one eye of the subject; a head tracker device that outputs a head tracking signal that can identify the posture of the subject's head; at least one stationary image display device that is positioned in front of the subject when the subject assumes a driving posture in an orientation that allows the subject to view the presented image, and that provides the presented image based on the image signal from the image rendering unit; a gaze point determination unit that determines the position where the gaze reaches in the virtual space or the simulated operation device based on the eye tracking signal and outputs it as gaze point data; and a data recording unit that records the gaze point data.

[0019] In the above-described aspect of the present disclosure, it is preferable that the image rendering unit adjusts and outputs the display range of the presented image in a direction within a horizontal plane based on at least one of the direction around the yaw axis of the subject's head contained in the head tracking signal or the change in that direction over time.

[0020] The present disclosure also provides a data management system that displays data obtained in the above manner for each individual subject who has been queried.

[0021] Furthermore, the present disclosure also provides a computer program that realizes the above-mentioned driving skill information acquisition system by operating a computer system that includes: a computer having an arithmetic unit, a recording device, and a graphics device; an eye tracker device connected to the computer, the eye tracker device outputting an eye tracking signal that can identify the gaze of at least one eye of the subject for simulated driving of a vehicle in a virtual space; a head tracker device outputting a head tracking signal that can identify the head posture of the subject for the simulated driving; at least one stationary image display device that is positioned in front of the subject when the subject assumes a driving posture in an orientation that allows the subject to view a presented image; and a simulation operation device connected to the computer that accepts operations by the subject for the simulated driving, the simulation operation device including a unit operation device operated by the subject, and that outputs unit operation data indicating the operation status of the unit operation device by the subject.The computer program also provides a computer program that causes the arithmetic unit, the recording device, and the graphics device of the computer to function as the data recording unit, the gaze point determination unit, and the image rendering unit.

[0022] In this disclosure, unless otherwise specified, descriptions will be written in technical terms commonly used in the fields of automobiles, transportation machinery, and computers. Traffic elements generally refer to elements that a vehicle driver must observe or pay attention to when operating a vehicle in public transportation managed by prescribed rules. Therefore, any element that a subject must consider when driving a vehicle can be considered a traffic element. Non-limiting examples of traffic elements include traffic signs, road markings, pedestrians, other vehicles, and traffic signal transitions. Therefore, "stop signs," "traffic lights," "pedestrians," and "crosswalk signs" are all typical traffic elements. A subject generally refers to a person whose driving skills are being investigated using the system of this disclosure, and includes, but is not limited to, licensed drivers. In this disclosure, the term "driver" may also be used to refer to people other than subjects. In this disclosure, images include both still and moving images. Furthermore, while video includes moving images, it may also be referred to as video even if it is partially or entirely still. The term "stationary display device" refers to a display device that is installed so as not to require the subject to wear goggles or other devices on their head, and includes flat panel displays and projection displays. Other terms will be explained as appropriate in the following description. [Effects of the Invention]

[0023] In any aspect of the present disclosure, VR technology can be combined with eye tracking and head tracking technology to obtain objective data that can be analyzed about driving skills. [Brief explanation of the drawings]

[0024] [Figure 1A-B] Figures 1A and 1B are examples of panoramic views of the entire image presented to a subject in a driving skill information acquisition system according to an embodiment of the present disclosure. Both are explanatory diagrams showing the field of view and its movement, and the only difference between the two is the coloring. [Figure 2A-C]Figures 2A-C are examples of panoramic views of images presented to a subject in a driving skill information acquisition system according to an embodiment of the present disclosure, in which the surrounding environment is an intersection with traffic lights as a traffic element (Figure 2A), an intersection with a stop sign as a traffic element (Figure 2B), and an intersection without traffic lights (Figure 2C). [Figure 2D-G] Figures 2D-G are examples of images presented to a subject in a driving skill information acquisition system according to an embodiment of the present disclosure, including images of sunny weather (Figure 2D), cloudy weather (Figure 2E), rainy weather (Figure 2F), and nighttime (Figure 2G). [Figure 3] FIG. 3 is a perspective view showing the overall appearance of an implementation example of a driving skill information acquisition system according to an embodiment of the present disclosure. [Figure 4] FIG. 4 is a block diagram showing a functional configuration of an implementation example of a driving skill information acquisition system according to an embodiment of the present disclosure. [Figure 5] FIG. 5 is an explanatory diagram illustrating a detailed implementation configuration of the driving skill information acquisition system according to the embodiment of the present disclosure. [Figure 6] FIG. 6 is an explanatory diagram illustrating control of the display range of the stationary display device employed for the driving skill information acquisition system according to the embodiment of the present disclosure. [Figure 7] FIG. 7 is a plan view showing the layout of a virtual driving course that is a modified version of an actual driving course prepared for driving ability assessment or driving training. [Figure 8A-B] 8A and 8B are graphs showing some of the data actually measured on a virtual driving course using healthy subjects and stroke victims, respectively. [Figure 9A-D] Figures 9A-D are graphs explaining the principle by which detection and action can be distinguished in the driving skill information acquisition system of an embodiment of the present disclosure, showing the time changes in the polar angle component (Figure 9A) and azimuth angle component (Figure 9B) of the gaze or point of attention, and the time changes in the brake pedal depression amount (Figure 9C), which is a unit operation device, and the calculated vehicle speed (Figure 9D). [Figure 10]FIG. 10 is an explanatory diagram illustrating an implementation configuration in which a data management server is used via a computer network in the driving skill information acquisition system according to an embodiment of the present disclosure. [Figure 11] FIG. 11 is an explanatory diagram showing a detailed configuration of a function for determining detection timing in the driving skill information acquisition system according to the embodiment of the present disclosure. [Figure 12] FIG. 12 is a graph showing an example of time-series data in the driving skill information acquisition system according to the embodiment of the present disclosure. DETAILED DESCRIPTION OF THE INVENTION

[0025] Hereinafter, embodiments of a driving skill information acquisition system and a data management system according to the present disclosure will be described with reference to the drawings. Throughout the drawings, common parts or elements are designated by common reference numerals unless otherwise specified. Furthermore, in the drawings, elements of each embodiment are not necessarily shown to scale.

[0026] 1. Overview of operation In explaining the embodiments of the present disclosure, examples of target subjects include healthy individuals, elderly drivers who are predicted to have a decline in cognitive function, patients who wish to resume driving despite having paralysis in various parts of the body or visual impairment or higher brain dysfunction due to the aftereffects of a stroke, and spinal cord injury patients who are paralyzed from the waist down and wish to resume driving using a manual driving device.

[0027] 1A and 1B are examples of panoramic developments of the entire image presented to a subject in a driving skill information acquisition system according to an embodiment of the present disclosure. Each diagram illustrates the field of view and its movement. FIG. 1A is a panoramic development using equirectangular projection of the interior of a vehicle in a jurisdiction that drives on the left, such as Japan. Unless otherwise noted, the following description will be based on a jurisdiction that drives on the left. However, the present disclosure does not limit the jurisdiction or the traffic system adopted in that jurisdiction. FIG. 1B is identical to FIG. 1A in content, differing only in the color representation. These panoramic developments depict the interior of a vehicle and its surroundings simulated in a virtual space, and are capable of simulating the interior of a real vehicle and its surroundings with sufficiently high fidelity and realism. These panoramic developments show the entire range that may be used for display in the virtual space. The range required for the driver's field of view and the presented image at each moment is narrower. For example, the area indicated by the rectangular frame represents a typical field of view for a driver facing forward in the driver's seat.

[0028] Suppose a vehicle is traveling forward and is approaching an intersection visible ahead. This intersection is controlled by traffic signals, and the signal lights (signal phase) are green (green). If this situation occurs during normal vehicle operation, and a further change occurs in the situation where the signal light in the direction of travel changes to yellow, the driver will ultimately respond by checking for safety and stepping on the brake pedal. Figures 1A and 1B show a hypothetical depiction of the shift in gaze target (point of fixation) during the signal phase transition and the resulting behavior. The subject, whose gaze was directed to proceed straight ahead, shifts his or her gaze in response to the signal phase transition: checking the signal lights, looking at the left side mirror, looking at the left corner of the intersection, and then looking at the crosswalk and its surroundings. In other words, as the signal phase changes to yellow, the driver shifts his or her gaze toward the signal lights or toward the side mirror to check behind. A sufficiently attentive driver with satisfactory driving skills would likely move their gaze or gaze point in this way. While this order is not necessarily required, it is fully expected that drivers will move their gaze and gaze point enough to detect a traffic signal transition. In other words, continuously measuring a driver's gaze and gaze point using an eye-tracking device should provide clues as to whether the driver has detected a traffic signal transition, a change in traffic conditions. Note that drivers may not necessarily be clearly aware of the detection. However, it is reasonable to expect that a driver who is concentrating their attention on driving to the extent required for driving a vehicle will respond to their gaze and gaze point in accordance with their level of attention. Therefore, by having a driver drive a simulated vehicle in a virtual space while continuously measuring their gaze and gaze point, it is possible to objectively quantify the driver's detection of a change in conditions without imposing any burden on the driver. The measured gaze and gaze point reflect the timing at which the driver detected a change in conditions. The situation changes and behavioral characteristics that drivers detect through their gaze and gaze points include not only signal transitions, but also the recognition of information such as traffic signs and dangers such as other traffic entities entering the direction of travel.There is no particular problem in determining the timing of brake pedal operation, which is an action that occurs after this visual information processing process. However, because whether or not the subject can actually decelerate by using the brake pedal is also part of the subject's driving skill, it would be useful to record brake pedal operation over time. If an analysis were to be performed that correlates the time delay between when the driver detects a change in situation and when the brake pedal is operated, it would be possible to objectively grasp the brake reaction speed numerically.

[0029] The detection timing and action timing obtained from the above-mentioned objective measurement results can be useful information because of their objectivity regarding the level and fluctuations of driving skills due to aging, illness (or recovery), etc. Furthermore, the method disclosed herein is advantageous in that it is light in burden because it reproduces the situation of a driver driving a real vehicle using VR technology and only requires the subject to perform simulated driving in a virtual space while measuring their line of sight.

[0030] Figures 2A–C are examples of panoramic views of images presented to test subjects in a driving skill information acquisition system. The surrounding environment is an intersection with traffic lights (Figure 2A), an intersection with a stop sign (Figure 2B), and an intersection without traffic lights (Figure 2C). Similar to Figure 1A, each view is a panoramic view drawn using equirectangular projection, covering a 360-degree azimuth angle from behind the driver's seat to the front and back again, and vertically from up to down. Figure 2A is identical to Figure 1A. The frame shown in Figure 1A is omitted in Figures 2A–C. Figures 2A, 2B, and 2C depict, respectively, an intersection controlled by traffic lights, a T-junction with poor visibility and a stop sign, and an intersection without traffic lights and a pedestrian crossing ahead. In each view, an image matching the surrounding environment is displayed in the side mirror.

[0031] Figures 2D–G show examples of images presented to test subjects in the driving skill information acquisition system: sunny weather (Figure 2D), cloudy weather (Figure 2E), rainy weather (Figure 2F), and nighttime weather (Figure 2G). Unlike Figures 2A–C, each image corresponds to the display area of ​​the stationary display device 102, as indicated by the frame in Figures 1A and 1B. Figures 2D–G simulate different weather and lighting conditions at the same location on a course set in a virtual space. These weather conditions were created by pre-setting the brightness, darkness, and sun position as CG environmental elements. For the rainy weather environment, a high-resolution video of water droplets spraying onto the windshield was overlaid on the presented image to reconstruct the rainy weather conditions from the driver's perspective. Because the virtual space allows for instantaneous weather changes and brightness adjustments, various conditions can be easily recreated as environmental factors in the simulated driving.

[0032] As illustrated in Figures 2A-C and 2D-G, current VR technology, supported by advances in computer technology, allows subjects to immerse themselves in a simulated driving experience with a sufficiently high level of realism, enabling highly accurate measurement of the subject's driving skills. While Figures 2A-C and 2D-G illustrate special conditions on training or test courses designed to facilitate assessment of driving skills, these are merely examples. For example, other driving situations, such as a real highway, or other environmental conditions, such as low-altitude direct sunlight, can be configured. Furthermore, the reproduced image of the surrounding environment may be partially or entirely rendered using computer graphics, or partially or entirely rendered by mapping or other means from photographed images. The inventors of the present application believe that by recreating a high level of realism, subjects can be immersed in the driving experience, enabling highly accurate measurements.

[0033] 2. Structure The present disclosure provides a driving skill information acquisition system that allows for the collection of information about a driver's driving skill by having a subject drive a simulated driving session in a virtual space and measuring the head posture and line of sight during the session. Fig. 3 is a perspective view showing the overall appearance of an implementation example of the driving skill information acquisition system, and Fig. 4 is a block diagram showing the functional configuration of the implementation example of the driving skill information acquisition system of the present disclosure.

[0034] As shown in FIG. 3 , a typical driving skill information acquisition system 1 of the present disclosure includes a flat-panel display serving as a stationary display device 102, a steering wheel (handle) 182, and a gear selector 188. These hardware components are connected to a computer 1000 via an appropriate interface. The head tracker device 106 and the eye tracker device 14 can be functionally implemented by combining appropriate software with devices such as a Tobii PCEye5 eye gaze input device (Tobii Dynavox AB, Stockholm). The driving skill information acquisition system 1 can be implemented by the above-described hardware and software installed on the computer 1000. The block diagram in FIG. 4 shows its functional configuration. The driving skill information acquisition system 1 of the present disclosure includes an image rendering unit 10, a simulator 18, an eye tracker device 14, a head tracker device 106, a gaze point determination unit 16, and a data recording unit 20. The image rendering unit 10 generates an image signal of an image to be presented to the subject 2 for simulating driving a vehicle in a virtual space. The operating simulator 18 accepts operations performed by the subject 2 during the simulated driving. The operating simulator 18 includes unit operation devices 182-188 operated by the subject 2 and outputs unit operation data indicating the operation status of the unit operation devices by the subject 2. The unit operation devices 182-188 may include a steering wheel 182, operation pedals 184, a direction indicator switch 186, and a gear selector 188. The operating simulator 18 may also include other operating devices (not shown) and information displays for driving, such as a speedometer. The eye tracker device 14 captures the eyes of the subject 2 in front of their head using a visible or infrared camera and determines their line of sight within space, for example, for each eye. As a result, the eye tracker device 14 outputs an eye tracking signal that can identify the line of sight of at least one eye of the subject 2. The head tracker device 106 can output a head tracking signal that can identify the head posture of the subject 2.To achieve this function, the eye tracker device 14 and head tracker device 106 (hereinafter also referred to as "tracker devices 14, 106") are positioned, for example, below the viewing surface of the stationary display device 102, with their detection ranges facing in a direction that encompasses the possible direction of the subject 2's head. This detection range is typically a rectangular pyramid extending from the tracker devices 14, 106 toward the spatial range that includes the subject 2's head; its angular range is indicated by a double-headed arrow in Figure 4. Within this angular range, for example, infrared light is irradiated, and the subject 2's face is continuously captured by an infrared camera, which outputs image signals that can determine images of the pupils of each eye and the location of feature points derived from the facial image. Eye tracking signals and head tracking signals are based on these image signals and are extracted, as necessary, through software geometry processing. These eye tracking and head tracking signals determine the subject 2's gaze, gaze point, and three-dimensional head posture. The gaze point determination unit 16 determines the position of the gaze in the virtual space, the simulated operation device 18, or the stationary display device 102 based on the eye tracking signal as the gaze point and outputs it as gaze point data. The data recording unit 20 records the gaze point data. The image rendering unit 10 determines the range of the presented image to be displayed on the stationary display device 102 based on the head tracking signal. The unit operation device described above may further include a horn button or any other device used for vehicle operation. Furthermore, the gaze point and gaze point data described above may be three-dimensional coordinates in Cartesian coordinates or data thereof. In addition, if only the direction of gaze is sufficient, they may be data that essentially specifies the gaze, such as spherical coordinates (polar angle and azimuth angle). Details of examples of devices that can be used as the tracker devices 14 and 106 are disclosed, for example, in Non-Patent Document 3.

[0035] The driving skill information acquisition system 1 may further include a scenario data storage unit 30 and a scenario progress management unit 40. In this embodiment, the scenario data storage unit 30 stores scenario data 32 for a simulated driving. The scenario data 32 may include any data for specifying the overall progress of the simulated driving in a virtual space. The scenario data 32 includes test event generation commands 322, 324 for preset test events. The scenario progress management unit 40 manages the progress of the scenario for the simulated driving based on the scenario data 32 stored in the scenario data storage unit 30 and issues drawing commands in response to the test event generation commands 322, 324. In this case, the image rendering unit 10 generates an image signal based on the drawing command from the scenario progress management unit 40, thereby including an image for the test event indicated by the test event generation commands 322, 324 in the presented image. At this time, the data recording unit 20 records the gaze point data 22 so that it can be associated with the test event. The scenario data 32 includes any events that may occur during the simulated driving, depending on progress-managing indicators such as time and vehicle position, and thus sets the situation in the virtual space and the order in which traffic elements appear. The scenario data 32 can have an easy-to-manage structure, such as a hierarchical structure. The test event generation commands 322 and 324 that may be included therein particularly refer to events for testing driving skills among the events that may be included in the scenario data. The gaze point data 22 that can be associated with test events includes not only gaze point data in which test events are directly associated with the gaze point data, but also data that can be treated as a relational database in which gaze point data and test events can be associated with each other. For such association, time data, for example, is used.

[0036] The driving skill information acquisition system 1 may further include a vehicle behavior calculation unit 100. The vehicle behavior calculation unit 100 calculates the behavior of the vehicle in the virtual space by reflecting the test subject's operation of the operation simulator 18. The vehicle behavior is reflected in the drawing command by the image rendering unit 10. This allows the test subject to feel as if he or she is driving the vehicle himself or herself in real time. The vehicle behavior may also be recorded in the data recording unit 20.

[0037] The head tracking signal includes the direction of the subject's head around the yaw axis or its change over time. The yaw axis, along with the pitch axis and roll axis, is a coordinate axis determined relative to the vehicle or driver traveling in the direction of travel. It is perpendicular to the vehicle's direction of travel and connects the top and bottom for the driver. Figure 4 shows the yaw axis above the head of subject 2. The driving skill information acquisition system 1 can adjust the display range of the presented image in the horizontal plane of the virtual space by utilizing the direction of the subject's head around the yaw axis or its change over time. The display range of the presented image in the horizontal plane is adjusted by utilizing the direction of the subject's head around the yaw axis or its change over time contained in the head tracking signal (details will be described later). This allows the subject's field of view in the virtual space to be expanded even when using a stationary display device 102 that does not necessarily cover the driver's entire field of view, as shown in Figure 3. In this case, as long as appropriate devices are used for the tracker devices 14 and 106, there is no need for subject 2 to wear any special equipment, and the subject's awareness during the simulated driving can be closer to that of driving a real vehicle.

[0038] FIG. 5 is an explanatory diagram illustrating a detailed implementation configuration of the driving skill information acquisition system 1. Some elements already described are omitted here. The driving skill information acquisition system 1 according to the above embodiment may further include a judgment criterion data storage unit 50 and a behavioral accuracy determination unit 602A. The judgment criterion data storage unit 50 stores judgment criterion data 52 associated with test events in the scenario data 32. The behavioral accuracy determination unit 602A determines the appropriateness of the final behavior of the subject 2 for each test event based on the judgment criterion data 52 stored in the judgment criterion data storage unit 50 and the unit operation data 24 recorded in the data recording unit 20. The determination also reflects the behavior of the vehicle as necessary. The data recording unit 20 can record the unit operation data 24 in a manner that allows it to be associated with the test event. The data recording unit 20 can also record judgment result data 28A indicating the appropriateness of the behavior of the subject 2 in a manner that allows it to be associated with the test event. The subject's driving skill ultimately depends on the appropriateness of the operation of the unit manipulation device to control the vehicle's behavior and the appropriateness of the vehicle's behavior itself. In an example where the traffic element is a "stop sign," this appropriateness is typically determined based on criteria that identify the final behavioral results, such as whether the brake pedal is depressed when the vehicle is within a first predetermined distance from the stop line corresponding to the stop sign, whether the vehicle decelerates at a predetermined deceleration rate, and whether the vehicle can be stopped within a second predetermined distance from the stop line. The behavioral appropriateness determination unit 602A determines the appropriateness of the behavior by referring to the determination criteria data 52, using the depression amount of the operation pedal 184 (unit manipulation device) as a result of the behavior and the corresponding vehicle behavior calculated, for example, by the vehicle behavior calculation unit 100. The behavioral appropriateness determination unit 602A can also determine the inappropriateness of the behavior itself. For example, if the accelerator pedal is depressed when the brake pedal should be depressed, the behavior is determined to be inappropriate.

[0039] The driving skill information acquisition system 1 of this embodiment may further include a judgment criterion data storage unit 50 and a detection adequacy determination unit 602B. The judgment criterion data storage unit 50 stores judgment criterion data 54 associated with test events in the scenario data 32. The detection adequacy determination unit 602B determines the adequacy of the subject 2's detection for each test event based on the judgment criterion data 54 stored in the judgment criterion data storage unit 50 and the gaze point data 22 recorded in the data recording unit 20. The determination also reflects the vehicle behavior as necessary. Here, the data recording unit 20 can record the gaze point data 22 in association with the test event. The data recording unit 20 can also record determination result data 28B indicating the adequacy of the subject 2's detection in association with the test event. In determining the subject's driving skill, the adequacy of detection as reflected in the line of sight and gaze point is important before determining the final adequacy of operation of the unit manipulation device. In the above example where the traffic element is a "stop sign," the appropriateness of this detection typically concerns the appropriateness of detection such as "whether the driver notices the stop sign," "whether the driver checks behind the vehicle," and "whether the driver checks the stop line." The appropriateness of this detection is determined based on a determination criterion that identifies the content of the detection. The detection appropriateness determination unit 602B determines the appropriateness of each detection by referring to the determination criterion data 54, using the movement of the line of sight and the point of gaze.

[0040] In the above-described aspect of the driving skill information acquisition system 1 of this embodiment, the test events preset in the scenario data 32 may be a set of test events including a first test event and a second test event. In this case, the judgment criterion data storage unit 50 stores judgment criterion data associated with the first test event and the second test event in association with the set of test events. The appropriateness of the subject's behavior or detection is determined by associating the first test event and the second test event among the multiple test events. This determination can be made by the behavior accuracy determination unit 602A or the detection appropriateness determination unit 602B. This configuration is advantageous in that it can reproduce and analyze even complex real-world traffic situations and enable detailed analysis of driving skills from a short simulated drive. Furthermore, the above configuration is advantageous in that it can facilitate management of test events. As an illustrative example, a situation will be described in which a simulated drive in which a vehicle is moving forward in the direction of travel approaches an intersection with a pedestrian crossing controlled by traffic lights. The simulated driving scenario involves a left turn at the intersection (in a left-hand traffic jurisdiction). Multiple driving skills can be tested in this situation. Specifically, potential test subjects include checking for traffic signals ahead, operating turn signals, braking, steering, checking for collision prevention on the left rear, and checking for pedestrians at the crosswalk after turning left at the intersection. The test events corresponding to this simulated driving scenario can be broadly categorized into test events for actions such as turning turn signals, braking, and steering, and test events for detection, such as checking for traffic signals, checking for collision prevention, and checking for pedestrians. In this way, a wide range of driving skills can be tested through the simulated driving of "turning left at an intersection with a crosswalk controlled by traffic lights." It is also useful to correlate closely related test events, i.e., primary and secondary actions, for analysis. That is, in the simulated left turn described above, consider the case where the left turn is initiated by steering after braking to decelerate, checking the traffic lights, and checking to prevent collisions.At this stage, the steering operation is performed and the vehicle is moving. However, in order to make this movement, the driver should have checked for pedestrians and other obstacles at the crosswalk after the left turn at least once. The detection of the test event of checking for pedestrians and then turning left can be determined by whether or not the driver's gaze or gaze point movement for checking for pedestrians occurred before the left turn. However, even if the driver starts the left turn after checking for pedestrians and attempts to pass through the crosswalk after the left turn, another vehicle (e.g., a bicycle) may be visually detected on the crosswalk. In this case, the driver must be able to stop safely while also facing the new vehicle, so another visual detection and braking action are required. In this way, using multiple test events to determine the appropriateness of intermittent detections and actions is useful for determining whether the driver maintains a level of driving skill appropriate for complex real-world traffic situations.

[0041] The driving skill information acquisition system 1 of this embodiment can be configured to further include a surrounding environment data storage unit 70. The surrounding environment data storage unit 70 stores surrounding environment data 72 for identifying the surrounding environment of the vehicle in the virtual space. In this case, the image rendering unit 10 generates an image signal for a presentation image reflecting the surrounding environment based on the surrounding environment data 72 called from the surrounding environment data storage unit 70. The gaze point determination unit 16 determines the gaze point, which is the position where the line of sight arrives, from the eye tracking signal, head tracking signal, and surrounding environment data by associating it with coordinates in the virtual space where the surrounding environment is defined or with coordinates in the real space where the stationary display device 102 is located, and the data recording unit 20 records the gaze point data so that it can be associated with coordinates in the virtual space or the real space.

[0042] In the above embodiment, the ambient environment data 72 includes traffic element data 722 that identifies traffic elements to be presented to the subject for the simulated driving, and the image rendering unit 10 can generate an image signal by including a representation of the traffic elements in the presented image.

[0043] The above embodiment may include a head tracker device 106 ( FIG. 3 ) capable of detecting the head posture of the subject, and a visual accuracy determination unit 604. The head tracker device 106 is provided in, for example, the eye tracker device 14, but any sensor capable of detecting the head posture of the subject may be used. The visual accuracy determination unit 604 determines whether the position or movement of the gaze point determined by the gaze point determination unit 16 corresponds to a traffic element. The determination criterion data storage unit 50 stores determination criterion data 56, 58 used by the visual accuracy determination unit 604 for determination. Therefore, in the example where the traffic element is a "stop sign," the visual accuracy determination unit 604 determines that the position or movement of the gaze point corresponds to a traffic element based on a determination criterion such as the gaze point being located at the stop sign or within a certain area nearby for a certain period of time. In this case, the gaze point may be represented not only by three-dimensional coordinates but also by a numerical value specifying the direction of the gaze. The judgment for determining the timing of detection of whether the subject perceived the traffic element and the operation of the visual accuracy judgment unit for determining whether the subject accurately visually recognized the traffic element can be the same or different. The position and movement of the gaze point that can be said to correspond to the traffic element can be more strict than the judgment of unconscious detection based on the line of sight and movement of the gaze point. If a more direct judgment criterion of explicitly visually recognizing the traffic element is adopted, detection and action can be clearly separated.

[0044] Here, the coordinate axes are determined for the coordinate orientation of the real space, and also for the coordinate orientation of the virtual space. The frame shown in FIG. 1A can also depict the display range of the stationary display device 102. An example will be described in which a stationary display device is positioned so that its display range is larger than the windshield in front of the subject 2, as in the stationary display device 102 of FIG. 1. In this example, the subject 2 perceives the vehicle interior displayed on the stationary display device 102 as the actual vehicle interior, and the surrounding scenery displayed through the windshield at the position of the windshield displayed on the stationary display device 102 as the actual scenery outside the vehicle. For this reason, it is possible to fix the display range of the stationary display device 102 to the front direction as seen from the head of the subject 2 (the direction of the stationary display device 102 in real space), regardless of the movement of the subject 2's head. In this case, the display range of the stationary display device 102 only needs to be determined based on the direction of the vehicle in the virtual space and does not need to be changed even if the subject 2 moves his or her head. When such a display is used, in this embodiment, the subject 2 can experience a simulated driving experience without having to wear any equipment on his or her body. The coordinate orientation is adjusted in the same manner as is commonly used in vehicle driving simulators and vehicle driving video games. For example, as the simulated driving progresses, it may be necessary to adjust the coordinate orientation between the real space and the virtual space. This is because what is forward for the subject is determined by the seat in the real space, but in the virtual space, it must match the forward position of the vehicle in the virtual space. For this reason, the coordinate orientation determined for the virtual space can also be fixed relative to the vehicle in the virtual space, for example.

[0045] FIG. 6 is an explanatory diagram illustrating control of the display range of the stationary display device 102 employed in the driving skill information acquisition system 1. This explanatory diagram is a plan view of the test subject 2 shown in FIG. 4 viewed from above. In this embodiment, a wider field of view can be achieved for the test subject 2. To achieve this, the image rendering unit 10 adjusts and outputs the display range in the horizontal plane of the presented image based on at least one of the direction of the test subject 2's head around the yaw axis and the time change in that direction, which are included in the head tracking signal from the head tracker device 106. As shown in FIG. 6 , the stationary display device 102, which has a cylindrical side surface shape in this example, does not cover the entire azimuth angle φ in the horizontal plane of the virtual space. If the presented image displayed on the stationary display device 102 is within a fixed range of the azimuth angle φ, when the test subject 2 rotates his / her head from the forward direction O to the rightward direction S during the simulated driving, the content that the test subject 2 wants to view will often not be included in the presented image displayed on the stationary display device 102. In this embodiment, adjusting the display range of the presented image in the horizontal plane increases the number of situations in which the presented image includes the content that the subject 2 wants to view, allowing the subject 2 to experience a more natural simulated driving experience. To achieve this, the direction around the yaw axis in the virtual space is determined based on the direction of the subject 2's head around the yaw axis, and that range is used as the display range. In other words, it is advantageous to control the display range based on at least the movement around the yaw axis among the movements of the field of view that occur when the subject 2 moves his or her head in real space. The stationary display device 102 displays a display range determined based on the direction around the yaw axis in the virtual space. For example, when the posture of the subject 2's head in the real space is rotated at a certain angle from the front, which is clockwise about the yaw axis, as shown in FIG. 6, the direction around the yaw axis in the virtual space is determined based on that angle, and a range 102a shifted in the R direction in FIG. 1A based on the direction around the yaw axis in the virtual space can be used as the display range. 1A, the field of view is moved in the direction of the L or R arrow depending on the direction around the yaw axis among the up, down, left, and right directions of the U, D, L, and R arrows. If the display range of the stationary display device 102 is controlled in accordance with the movement of the field of view, it is possible to provide the subject 2 with a wide field of view that exceeds the size of the stationary display device 102.As a result, the subject 2 perceives a highly realistic image, becoming immersed in the virtual space and experiencing the sensation of driving in the real world. This allows the subject 2 to experience a more natural simulated driving experience. The angle of the display range from the front around the yaw axis in the virtual space may be the same as that of the subject 2's head around the yaw axis in the real world, as shown in FIG. 6 , or may be proportional, for example, to half the angle. For this processing, the image rendering unit 10 selects the range to be output to the stationary display device 102 from images prepared for all directions, based on the direction of the subject 2's head around the yaw axis contained in the head tracking signal from the head tracker device 106. This processing is performed quickly enough that a typical subject perceives it as being processed in real time, so it does not cause any significant discomfort. This allows the subject 2 to view a wide field of view even when the stationary display device 102 is of a realistic size, thereby achieving a highly realistic simulated driving experience.

[0046] While the description here relates the angle from the front about the yaw axis in the virtual space for the display range to the angle from the front about the yaw axis in the real space of the subject 2's head, the angle from the front about the yaw axis in the virtual space for the display range can also be related to the time change (time change in direction) of the angle from the front about the yaw axis in the real space of the subject 2's head, or the direction itself and the time change in direction can be combined, for example, as a linear sum of the two. When controlling the display range in this way, in addition to the need to align the virtual space with the front of the vehicle in the virtual space, a calibration process can also be appropriately performed so that the front in the virtual space coincides with the front in the real space. Controlling the display range in this way has the advantage that a realistic-sized display device can be used for the stationary display device 102. In addition, combined with the use of the eye tracker device 14 and the head tracker device 106, which do not require the subject 2 to wear devices on their body, it also has the advantage of realizing a wide field of view, allowing for a natural simulated driving experience.

[0047] FIG. 7 is a plan view showing the layout of a virtual driving course modified from a real driving course prepared for driving ability assessment or driving training. FIGS. 8A and 8B are graphs showing some data measured on the virtual driving course using a healthy subject and a stroke patient, respectively. In this embodiment, the scenario for the simulated driving may be provided as a series of events or as a task based on the driving course. The driving course defining the simulated driving scenario in this embodiment may be based on any driving course prepared to assess the driving ability of a subject by having them actually drive a vehicle or to train a subject who is to undergo driving ability training. For example, a real driving course may be used that can set a task combining typical scenes from real traffic situations. Alternatively, as shown in FIG. 7, a virtual driving course modified from a real driving course may also be used. The virtual driving course shown in FIG. 7 is a real driving course modified for simulated driving, assuming that the subject is unfamiliar with simulated driving. Such modifications are completed by modifying the data provided in the virtual space, and therefore are not particularly difficult. Here, a straight road is added for practicing driving operations in the driving skill information acquisition system 1. Such a course is a typical example of a course reproduced in virtual driving. For such operations, the scenario data 32 (FIG. 4) may include data on real driving courses and virtual driving courses. The data for real driving courses may be map data of driving courses or, for example, data on driving courses photographed by a drone. This allows for the creation of a realistic driving operation practice environment, reduces the equipment costs and human resources required for running a vehicle on a real course to conduct assessment tests and training, and makes it easier to standardize conditions. Using the course data for virtual driving, as in this embodiment, is advantageous in terms of these costs and resources, and also in terms of the ease with which conditions can be standardized and consistency can be achieved.

[0048] Figures 8A and 8B show graphs of log data for each driving area, specifying an arbitrary driving area after departure from top to bottom. The horizontal axis of each graph plots the angle of rotation of the steering wheel 182, the angle of the subject's line of sight around the yaw axis, and the angle of the subject's head around the yaw axis. The right direction on the paper corresponds to the right direction from the subject's perspective. For the able-bodied subject shown in Figure 8A, the driving skill information acquisition system 1 was configured to provide the same driving controls as a normal vehicle. For the stroke subject shown in Figure 8B, the driving controls were configured with a steering grip (steering wheel spinner) attached to the steering wheel to enable one-handed steering, and an accelerator pedal located to the left of the operating pedals 184 to enable both braking and accelerating with the left foot. Comparing Figures 8A and 8B reveals that both the able-bodied subject and the stroke subject performed roughly similar driving operations. For example, in the case of a healthy subject (Figure 8A), head yaw behavior and steering direction are generally perfectly aligned. Based on the global behavior of visual elements reflected in head movement, gaze behavior exhibits even more subtle and rapid behavior. When comparing the typical behavior of a healthy subject with the characteristics of a stroke patient (Figure 8B), while driving the same course, the patient's steering operation is nearly identical to that of the healthy subject, but their head position is generally shifted to the right. This behavioral characteristic is due to the patient's visual field impairment in the lower right due to brain damage. In other words, this patient, who is aware of poor visibility in the lower right, always focuses their attention to the right while driving, and this characteristic can be objectively grasped as data. Furthermore, the use of a simulator environment allows for the evaluation of the driving course and signal timing to be completely consistent across subjects, making it possible to objectively grasp and evaluate behavioral characteristics within a given course within the same time period. This is the advantage of this developed system.

[0049] 9A-9D are graphs illustrating the principle by which detection and action can be distinguished in the driving skill information acquisition system. These graphs show the time variations in the polar angle component (FIG. 9A) and azimuth angle component (FIG. 9B) of the gaze or gaze point, as well as the time variations in the brake pedal depression amount (FIG. 9C) and calculated vehicle speed (FIG. 9D), which are unit operation devices. FIGS. 9A and 9B are expressed using the polar angle θ from above and the azimuth angle φ in the horizontal plane in coordinates fixed to the driving skill information acquisition system 1. Timings T0, T1, T2, and T3 in FIGS. 9A-9D are, respectively, the traffic element presentation timing, visual detection timing, action timing, and completion timing. The traffic element presentation timing T0 is, for example, the timing of a traffic light transition or the timing at which a crosswalk with pedestrians becomes visible in the virtual space. The visual detection timing T1 is the timing at which the movement of the gaze or gaze point corresponding to the traffic element is objectively detected. The action timing T2 is typically the timing at which it is objectively determined that operation of the unit operation device has begun. For example, if the unit operation device is a brake pedal, this is the timing when the amount of depression exceeds a certain threshold. Completion timing T3 is the timing when the purpose of the behavior is achieved, for example, when the vehicle's speed becomes zero. Thus, after presentation timing T0, visual detection timing T1 precedes behavior timing T2. This visual detection timing T1 is the timing when the subject reacts to the presentation of a traffic element, regardless of whether they are aware of it or not.

[0050] In the above embodiment, more preferably, the driving skill information acquisition system 1 further includes a head tracker device 106, a visual accuracy determination unit 604, and a range definition unit 606. Here, the head tracker device 106 can detect the posture of the subject's head, and the visual accuracy determination unit 604 determines whether the gaze point determined by the gaze point determination unit 16 corresponds to a unit display element. The unit display element is any display element that serves as a unit for determining the subject's conscious or unconscious response. The unit display element can typically be a traffic element, such as a traffic sign, including the aforementioned "stop sign," or a traffic light. The determination by the visual accuracy determination unit 604 can also provide clues about the subject's visual acuity and color vision. Additionally, the range definition unit 606 defines the range of the gaze point corresponding to the traffic element in the virtual space or the simulated operation device 18 as a relative range with respect to the subject's head, and outputs the visual range data. The major factors that affect a subject's driving skills are visual acuity, color vision, and visual field (collectively referred to here as "visual function"). Changes in visual function over time for some reason are difficult to notice in daily life or everyday driving. The visual accuracy determination unit 604 can make a determination that reflects aspects of visual acuity, such as whether the subject can notice a traffic light from a distance. The visual accuracy determination unit 604 can also provide clues about color vision, which is known to change to some extent with age. Furthermore, the range definition unit 606 can utilize the fact that the gaze point corresponds to a traffic element to define the range of the gaze point relative to the head of the subject 2. This is because if the subject 2 can match his or her gaze point to a presented traffic element, the location of that traffic element can be said to be within the visual field range. Data on visual function (e.g., data on visual acuity, data on color vision, and data on the visual field range) can also provide objective data on changes in the subject's driving skills. Various methods can be considered for identifying the visual field range here, depending on the type of tracker device 14, 106. In one example, the direction is determined relative to the head of the subject 2, so not only gaze point data but also head posture data from the head tracker device 106 is used. In another example, the method can be performed using only gaze point data, regardless of the posture of the head of the subject 2.Visual function tests can be performed using images suitable for testing rather than simulated driving. This allows, for example, confirmation of whether traffic lights can be accurately recognized in peripheral vision. It can also be used to diagnose visual functions directly related to driving function, such as light adaptation, dark adaptation, chromatic adaptation, and glare tolerance.

[0051] The driving skill information acquisition system 1 of the present disclosure further includes a vehicle structure data storage unit 80 that stores vehicle structure data 82 for identifying the vehicle structure of a portion of the vehicle that can be seen by the test subject 2. In the driving skill information acquisition system 1 of this aspect, the image rendering unit 10 generates an image signal for a presentation image that reflects the vehicle structure based on the vehicle structure data called from the vehicle structure data storage unit 80. Furthermore, the gaze point determination unit 16 determines, as the gaze point, a position on the vehicle structure where the gaze reaches, based on the eye tracking signal from the eye tracker device 14 and the vehicle structure data 82. The data recording unit 20 records the gaze point data so that it can be associated with the vehicle structure.

[0052] In the driving skill information acquisition system 1 of the above embodiment, preferably, the vehicle structure data includes data for unit display elements to be presented to the subject for simulated driving, and the image rendering unit generates an image signal by including a display of the unit display element in the presented image.

[0053] In the above-described embodiment, the vehicle structure may be any part that the subject may see. Therefore, vehicle structure not directly related to driving is not required. However, the vehicle structure here may include not only the structure but also the display content. Non-limiting examples of the vehicle structure include image display devices such as instruments and rearview monitors, their display content, warning lights and their displays, mirrors, and content to be displayed on the mirrors (e.g., the display of a following vehicle in a rearview mirror). For example, suppose a simulated driving situation is being performed in which a following vehicle is relatively close, and the traffic light changes to red. When operating the brake pedal in response, the movement of the driver's gaze point can be reflected in the side mirrors and rearview mirror to indicate whether the driver is paying attention to the following vehicle. Therefore, if gaze point data corresponding to the vehicle structure is recorded in the data recording unit 20, it can provide objective data on the driver's driving skill.

[0054] The driving skill information acquisition system 1 of the present disclosure further includes a surrounding environment data storage unit 70, a trajectory calculation unit 608, and a lane-following ability determination unit 610. The surrounding environment data storage unit 70 stores surrounding environment data 72 for identifying the surrounding environment of the vehicle in a virtual space. Here, the surrounding environment data includes data for road markings of lanes in the virtual space that are presented to the test subject for the simulated driving. The trajectory calculation unit 608 calculates the vehicle's trajectory in the virtual space during the simulated driving based on the unit operation data. This trajectory calculation may be performed directly based on the unit operation data, or may utilize the calculation results of the vehicle behavior calculation unit 100 (FIG. 3). The lane-following ability determination unit 610 determines the lane-following ability of the vehicle during the simulated driving by the test subject. In this case, the image rendering unit 10 generates an image signal for a presentation image that reflects the surrounding environment based on the surrounding environment data 72 retrieved from the surrounding environment data storage unit 70. Here, the presentation image includes a display of road markings. The lane-tracking ability determination unit 610 determines lane-tracking ability, for example, based on the trajectory and road markings. Alternatively, the lane-tracking ability determination unit 610 can determine inappropriate movements based on unit operation data for a unit operation device, such as a steering wheel. One example of a subject's driving skill is lane-keeping ability. If a driver's ability to recognize the position of their own vehicle declines due to aging and they find it difficult to accurately trace a gently curving lane, their lane-keeping ability may decline, resulting in a polygonal, less smooth trajectory or jerky movements due to sudden steering. Therefore, when road markings indicate the boundaries of a lane, determining the lane-tracking ability of the subject's simulated driving of the vehicle is useful in obtaining objective data on lane-keeping ability. Note that the vehicle trajectory here is for a certain period of time at any coordinates that can identify the vehicle's position. The coordinates here may include, for example, the coordinates of the center of the vehicle, the coordinates of the wheels of the vehicle (there may be multiple coordinates), and the coordinates of the outer edge of the vehicle.Furthermore, by linking data on gaze and point of focus with lane-keeping skills, it will be possible to analyze the causes of a decline in lane-keeping skills, such as whether visual detection, such as visual detection of road markings for the lane or visual detection of the direction of a curve in the road ahead, is inappropriate, or whether subsequent steering is inappropriate.

[0055] In the present disclosure, an embodiment may also be a data management system related to the driving skill information acquisition system 1 that displays, for an individual subject, at least a portion of the data obtained for each subject recorded in the data recording unit 20. If a subject uses the data management system to query and display data about their own driving skill at a certain point in time recorded in the data recording unit 20, they can confirm objective data about their own driving skill at that time. Using such a data management system makes it easy to understand changes over time in the objective driving skill of a specific subject.

[0056] The driving skill information acquisition system 1 of the present disclosure may be capable of communicating with a data management server 90 through a computer network 9. FIG. 10 is an explanatory diagram illustrating an example of an implementation configuration in which the driving skill information acquisition system 1 employs a data management server via the computer network 9. In this case, the data management server 90 includes a database recording unit 902 that can identify and record at least a portion of data obtained from each subject's simulated driving and transmit a portion of the data via the computer network 9 in response to a query that identifies the subject. The driving skill information acquisition system 1 may employ cloud-based data management. That is, the data management server 90 that can communicate via a computer network may be employed for the driving skill information acquisition system 1. To achieve this function, the data management server 90 may have various associated functional units. For example, the query processing unit 904 executes query processing via an access processing unit 922 of an access terminal 920 accessed via the computer network 9. In response to the query result from the access processing unit 922, the access terminal 920 identifies the subject and displays information about the test, graphically displays the results, or displays necessary explanatory text on its display device 924.

[0057] The driving skill information acquisition system 1 of the present disclosure may further include a statistical processing unit 612 and an evaluation unit 614. The statistical processing unit 612 calculates statistics for a population to which the subject belongs for at least a portion of the data obtained for each subject. The evaluation unit 614 outputs an evaluation value based on the statistics for at least a portion of the data for each subject. The population to which the subject belongs includes not only the population to which the subject currently belongs, but also the population to which the subject may belong and the population to which the subject should belong. The statistical values ​​may include, for example, the mean, standard deviation, median, and mode. The evaluation value includes, for example, an index such as a deviation value and a percentile. For example, the statistical processing unit 612 calculates the mean and standard deviation as statistics for all subjects from a large amount of past data, and the evaluation unit 614 calculates the deviation value and percentile for the subject's data. The statistical processing unit 612 is typically implemented in the data management server 90 (FIG. 7) or, in some cases, the access processing unit 920.

[0058] In the driving skill information acquisition system 1 of the above embodiment, preferably, at least a portion of the data is data on the subject's visual detection function, and the evaluation value is the subject's detection function evaluation value. As described with reference to Figures 9A and 9B, the subject's visual detection timing (visual detection reaction time) T1-T0 is an objective indicator of the subject's driving skill. Therefore, the evaluation value of the subject's detection function calculated in accordance with statistics is also an objective indicator.

[0059] In the driving skill information acquisition system 1 according to the above embodiment, preferably, at least a portion of the data is data on the subject's behavioral functions, and the evaluation value is the subject's behavioral function evaluation value. As described in relation to FIG. 9C, the timing of the subject's behavior (behavioral reaction time) T2-T0 is also an objective index of the subject's driving skill. Therefore, the evaluation value of the subject's behavioral functions calculated in accordance with statistics is also an objective index.

[0060] Furthermore, in the driving skill information acquisition system 1 of the above embodiment, the database recording unit 902 of the data management server 90 preferably records at least a portion of the data for each subject 2 in association with test date and time data, and further includes a time-series data extraction unit that outputs at least a portion of the data or evaluation values ​​for each subject for multiple test dates and times. It is even more preferable that this driving skill information acquisition system 1 further includes a time-series change calculation unit that calculates the amount of change over time in a numerical value related to at least one of the subject's visual detection function or behavioral function based on the data for each subject on a first date and the data for a second date that follows the first date from the data recording unit. Objective data and evaluation values ​​can be compared because they are objective beyond the test date and time. This makes it possible to objectively grasp changes over time, making it possible to understand and predict the temporal progression of a subject's driving skills, past or future.

[0061] Additionally, in the driving skill information acquisition system 1 of the above embodiment, the population is preferably stratified based on the attributes of the subjects, and the statistical processing unit calculates statistics for the stratified population. Stratification in statistics, also known as classification, can be achieved by dividing the attributes of the subjects from any perspective. For such stratification, it is useful to tag and record the attributes of the subjects' data. Stratifying the population of subjects based on, for example, actual age, years of driving experience, gender, vehicle type, license type, and place of residence makes it possible to display data and evaluation values ​​obtained for the subjects for each attribute of the subjects, which can be useful for judging driving skills. Stratified data can be used in a variety of ways, including for example, licensing systems, regional transportation systems, and vehicle design.

[0062] In addition, the driving skill information acquisition system 1 of the above embodiment preferably further comprises a deviation description selection unit that selects a predetermined explanatory text in accordance with the deviation of the subject's data based on the statistics calculated by the statistical processing unit.In addition, the driving skill information acquisition system 1 of the above embodiment further comprises a time-varying description selection unit that selects a predetermined explanatory text in accordance with the amount of change over time calculated by the time-varying calculation unit.Numerical values ​​of driving skill that can be measured and considered objective are not necessarily easy to understand.In this case, aiding understanding with appropriate explanatory text enhances the practicality of the driving skill information acquisition system 1.

[0063] Therefore, the present disclosure may also be embodied in a data management system that displays, on a display device 924, at least a portion of the data obtained for each subject from the driving skill information acquisition system 1 and recorded in the database recording unit 902 of the data server, for each individual subject queried via a computer network.

[0064] The actual field of view for the subject depends on the display range of the image display device, which is the stationary display device 102, and the visual field of the subject 2. When the image display device has a sufficient display range, the visual field of the subject determines the field of view. By using a flat panel display, whose display surface is curved in the shape of a cylindrical inner surface, as the stationary display device 102, a wide field of view can be achieved while suppressing any discomfort felt by the subject.

[0065] The driving skill information acquisition system 1 of the present disclosure may include a pair of speakers (not shown). The pair of speakers may emit sound waves toward each ear of the subject 2. In this case, the image rendering unit 10 generates an image signal for a presented image corresponding to the head direction of the subject 2 in the virtual space. The sound wave signal generation unit (not shown) generates signals for causing the pair of speakers to emit sound waves that cause the subject 2 to perceive the position or direction of a radiation source, based on a signal regarding the head posture of the subject 2 from the head tracker device 106 and the binaurally processed sound wave signal. In this case, the scenario progress management unit 40 may issue a sound output command 326 based on the test event generation command, and the sound wave signal generation unit generates signals for sound waves to be emitted by the speakers toward each ear of the subject in accordance with the sound output command 326 of the scenario progress management unit 40. In the driving skill information acquisition system 1 of the above aspect of the present disclosure, it is preferable that the radiation source is located behind the subject in the traveling direction, and the sound waves are a reverse warning sound that warns the subject to reverse the vehicle. In the driving skill information acquisition system 1 according to the above aspect of the present disclosure, the sound wave is preferably a collision warning sound that warns of a vehicle collision.

[0066] In the driving skill information acquisition system 1 disclosed herein, the eye tracker device 14 distinguishes between and detects the gaze of both eyes of the subject 2, and the gaze point determination unit 16 can use the position of the approaching gaze of both eyes contained in the eye tracking signal to determine the gaze point. Multiple elements may be located in the subject 2's gaze. For example, if the steering wheel has an opening located inside its outer circumference and the display of a driving instrument is shown to the subject through the opening, using the gaze of both eyes makes it easier to determine whether the subject's gaze point is on the steering wheel or on the display of the driving instrument. Similar cases can occur, such as when checking the rear through a side mirror or checking the traffic conditions outside the door. If the gazes of both eyes intersect, the intersection is used as the gaze point. However, if the gazes of both eyes are relatively close to each other, the proximity can be used to determine the gaze point.

[0067] FIG. 11 is an explanatory diagram showing a detailed configuration of a function for determining detection timing in the driving skill information acquisition system 1 according to an embodiment of the present disclosure. FIG. 12 is a graph showing an example of time-series data in the driving skill information acquisition system according to an embodiment of the present disclosure. The driving skill information acquisition system 1 according to the present disclosure may further include an event occurrence timing determination unit 632, a visual detection timing determination unit 634, a behavior timing determination unit 636, and a detection operation separation unit 638. The event occurrence timing determination unit 632 determines the timing of presenting a test event to the subject 2. The visual detection timing determination unit 634 determines the visual detection timing of the subject 2, as revealed in the eye movement, in accordance with the test event. The behavior timing determination unit 636 determines the behavior timing of the subject 2, as indicated by the unit operation data, in accordance with the test event. The detection operation separation unit 638 calculates a visual detection reaction time and a behavior reaction time in accordance with the test event, according to the event occurrence timing, visual detection timing, and behavior timing. In the driving skill information acquisition system 1 according to the above aspect of the present disclosure, more preferably, the event occurrence timing determination unit 632 determines the presentation timing in response to at least one of the test event generation commands 322, 324 and the drawing command, and the visual detection timing determination unit 634 determines the visual detection timing in response to at least one of the gaze indicated by the eye tracking signal and the gaze point determined by the gaze. Here, the presentation timing, visual detection timing, and action timing are, for example, timings T0, T1, and T2 in Figures 9A to 9D. The action timing can also be timing T3 in Figures 9A to 9D. The visual detection reaction time and action reaction time are, respectively, T1-T0 and T2-T0. The presentation timing, visual detection timing, action timing, visual detection reaction time, and action reaction time provide useful objective data on the subject's driving skill.

[0068] Furthermore, the driving skill information acquisition system 1 according to the above-described embodiment of the present disclosure further preferably includes an evaluation image generation unit 640 that generates an image that allows the visual detection reaction time and the behavioral reaction time corresponding to the test event calculated by the detection operation separation unit 638 to be distinguished from each other and observed simultaneously. FIG. 12 shows an example in which the visual detection reaction time and the behavioral reaction time are distinguished from each other. If timings T0 to T3 can be displayed, the difference in timing, such as the visual detection reaction time (T1-T0) and the behavioral reaction time (T2-T0), as well as T2-T1 (the difference between the visual detection reaction time and the behavioral reaction time), can be easily grasped through a graphical display, facilitating understanding of the objective data. As shown in FIG. 12, if the changes over time in the objective data for the test two tests ago, the previous test, and the current test are displayed, it becomes easier to understand changes in driving skill through understanding the current situation and predicting the future.

[0069] 4. Variations The above-described embodiments of the present disclosure can be further implemented with various modifications.

[0070] 4-1. Implementation In the above explanations, a driving skill information acquisition system 1 using a computer 1000 has been described, but the driving skill information acquisition system 1 disclosed herein can also be constructed, for example, by using multiple computers connected to each other via a network, or by creating a dedicated device.

[0071] 4-2. Modifications related to hardware The driving skill information acquisition system 1 of the present disclosure allows for various modifications to its hardware. As described with reference to FIG. 8B, if the subject 2 is a hemiplegic patient, modifications can be made to enable driving operations with one hand or one foot. A steering wheel / pedal / turn signal conversion mechanism may be implemented to enable one-handed driving. For subjects who wish to drive using only their upper limbs, such as spinal cord-injured individuals with paralysis of the lower body, implementing a manual driving device is also useful. The driving skill information acquisition system 1 of the present disclosure can also determine whether a person with a disability is ready to resume driving. The driving skill information acquisition system 1 of the present disclosure can also determine whether an assistive device used for driving is suitable for the subject using objective indicators. Furthermore, to enhance the practicality of the driving skill information acquisition system 1 of the present disclosure itself, it is preferable to provide a flat seat that is height-matched to the wheelchair seat level to make it easier for hemiplegic patients to get in and out. Modifying the hardware of the driving skill information acquisition system 1 allows for training in the operation of a driving assistance device while confirming the effectiveness of the device installed in an actual vehicle. It is also possible to create a mobile system that is integrated into the cockpit and includes the eye tracker device 14.

[0072] 4-2. Variations regarding data recording In the driving skill information acquisition system 1 of the present disclosure, it is useful to control the display range of the stationary display device 102 in conjunction with the rotation of the head of the subject 2 around the yaw axis using the head tracker device 106 as described with reference to FIG. 6. Also, as shown in FIGS. 8A and 8B, operation logs of the steering wheel, accelerator, and brake pedals related to driving operations can be recorded synchronously with gaze data. By employing the eye tracker device 14 and head tracker device 106, which are non-contact and do not need to be worn on the body, head and gaze data can be recorded without restraining the body of the subject 2.

[0073] 4-3. Modifications to Software The driving skill information acquisition system 1 of the present disclosure can employ a variety of scenarios in the virtual space. As shown in FIG. 7, the course layout can be varied and changed in various ways within the virtual space to define the scenario, allowing various aspects of driving skill to be investigated in as much detail as necessary. Furthermore, when using the driving skill information acquisition system 1 of the present disclosure for training purposes, a course layout tailored to the individual user's characteristics can be adopted. Similarly, when using the driving skill information acquisition system 1 of the present disclosure for training purposes, it is also useful to implement a sequence program, such as a drill task, that repeatedly executes tasks related to the recognition of traffic signals and signs ("recognition and operation tasks") as a scenario. To make driving in a real vehicle more realistic, it is also preferable to implement a function such as a lane departure warning system (LDA) that detects deviations to the left or right from the driving route in the driving skill information acquisition system 1 of the present disclosure, thereby simulating driving with safety support functions that are increasingly being installed in real vehicles. The driving skill information acquisition system 1 disclosed herein can set various drill tasks, including straight-line driving, stopping at traffic lights, sign recognition, pedestrian recognition, and intersection driving. Specifically, the straight-line driving task evaluates basic operations related to stable straight-line driving using LDA. The stop-light task evaluates the driver's decisions to stop, slow down, and continue driving based on the red, yellow, and green (blue) signals of traffic lights positioned at 50-m intervals. The sign recognition task evaluates whether the driver can recognize the surrounding environment while continuing straight-line driving by performing a so-called dual task of reading out numbers displayed on the shoulder of a straight-line road. The pedestrian recognition task evaluates whether the driver can detect pedestrians at crosswalks positioned at 50-m intervals and their crossing, stop at the appropriate time, and avoid a collision. The intersection driving task evaluates whether the driver can perform appropriate driving operations and recognize visual information in response to the location of oncoming vehicles and pedestrians and right / left turn instructions provided by voice navigation, while maintaining the same intersection entry timing. Furthermore, as shown in Figures 2D to 2G, simulator operation is possible under a variety of weather conditions, including sunny, cloudy, rainy, and nighttime.Furthermore, although not shown, the scenario allows for arbitrary selection of information processing modality, making it possible to easily recreate realistic situations such as determining the degree of response to voice navigation information, making a preceding vehicle appear in a virtual space and tracking it, or making an oncoming vehicle appear and determining how to respond to it.

[0074] 4-4. Variations in data analysis The driving skill information acquisition system 1 disclosed herein can also collect statistics on gaze direction data or gaze point coordinate data while driving. For example, the left-right distribution of gaze direction and gaze point coordinates can quantify the effects of spatial awareness and visual field obstructions. When understanding behavioral characteristics during driving, differences in the driving area and duration to be evaluated are inevitable due to individual differences in accelerator, brake, and steering operation, as well as fluctuations in driving speed. The driving skill information acquisition system 1 disclosed herein can also newly set a simulated driving mode in addition to the free driving mode. That is, in simulated driving mode, vehicle movement itself is realized using instructions from properly driving a predetermined course in advance, and gaze and head data can be recorded while viewing the same driving scene without the need for accelerator, brake, or steering operation. The simulated driving mode not only has the advantage of enabling data analysis across subjects over the same length of time, but is also thought to be advantageous in understanding the visual information processing and behavioral characteristics required for driving, even for subjects whose driving operation itself has room for improvement.

[0075] 5. Anticipated Uses The driving data collected by using the driving skill information acquisition system 1 of the present disclosure can be expected to have various applications. It is useful to analyze in detail the driving behavior of subjects with higher brain dysfunction after a stroke using the driving skill information acquisition system 1 of the present disclosure. In particular, by analyzing the gaze and gaze point of such subjects, it is possible to make a data-based judgment on how attention is allocated to the left and right spaces while driving and whether sufficient predictive behavior is being taken to avoid danger.

[0076] The driving skill information acquisition system 1 disclosed herein has high environmental reproducibility and can stabilize environmental conditions, facilitating inter-subject comparisons. By appropriately configuring the evaluation algorithm, the driving skill information acquisition system 1 disclosed herein can identify individual differences and common characteristics, as well as temporal changes. For example, if data collected from healthy subjects can be stored in a database, criteria can be established for determining whether elderly subjects or subjects with illnesses possess behavioral characteristics that lead to dangerous driving. Assessments based on such criteria can be performed somewhat automatically because both the stored data and the data from the subjects being assessed are objective. One typical example of such behavioral characteristics is cognitive decline associated with aging. By accumulating knowledge about the driving characteristics that are affected by cognitive decline, it becomes possible to visualize changes in driving aptitude over time. Furthermore, by constructing a database for subjects who are still affected by higher brain dysfunction after a stroke, it becomes possible to gain insight into how higher brain dysfunction manifests itself in driving behavior. Once sufficient knowledge is accumulated and analysis based on aging and illness progresses, it may be possible to develop algorithms that can present a score that could be called a "safe driving index" and indicate risks while driving.

[0077] The driving skill information acquisition system 1 disclosed herein can also objectively evaluate spatial cognition and attention disorders manifested in left-right deviations in gaze, gaze point, or head posture. This can lead to medical and scientific support for enabling impaired drivers to resume driving. The driving skill information acquisition system 1 disclosed herein can numerically and objectively evaluate characteristics related to driving behavior, making it possible to detect behavioral characteristics that lead to dangerous driving based on healthy data. In addition, it is also possible to extract from the database how age-related cognitive decline manifests itself during driving.

[0078] The embodiments of the present disclosure have been specifically described above. The above-mentioned embodiments, modifications, and examples have been described to explain the invention disclosed in this application, and the scope of the invention of this application should be determined based on the description of the claims. Modifications within the scope of the present disclosure, including other combinations of the embodiments, are also included in the scope of the claims. [Explanation of symbols]

[0079] 1. Driving Skill Information Acquisition System 10 Image rendering section 100 Vehicle behavior calculation unit 1000 computers 102 Stationary display device (stationary image display device) 106 Head Tracker Device 12 line of sight 14 Eye tracker device 16. Point of interest determination unit 18 Simulated operating device 182 Steering wheel (unit operation device) 184 Operation pedal (unit operation device) 186 Directional switch (unit operation device) 188 Gear selector device (unit operation device) 2. Subjects 20 Data recording unit 22 gaze data 24 Unit Operation Data 26 Visibility Data 28 Judgment result data 30 Scenario data storage section 32 Scenario Data 322, 324 Inspection event generation command 326 Sound output command 40 Scenario Progress Management Department 50 Criteria data storage section 52, 54, 56, 58 Criteria data 602 Behavioral certainty judgment unit 604 Visual certainty determination unit 606 Range Delimitation Section 608 Trajectory calculation section 610 Followability judgment section 612 Statistical Processing Unit 614 Evaluation Department 616 Time-lapse data extraction section 618 Time-dependent change calculation unit 620 Deviation Description Selection Section 622 Time-dependent narrative selection section 632 Event occurrence timing determination unit 634 Visual detection timing decision unit 636 Action Timing Decision Unit 638 Detection and Operation Separation Unit 640 Evaluation image generation unit 70 Surrounding environment data storage unit 72 Surrounding environment data 722 Traffic Element Data 80 Vehicle structure data storage unit 82 Vehicle structure data 9. Computer Networks 90 Data Management Server 902 Database Recording Section 904 Query Processing Unit 920 Access Terminal 922 Access processing unit 924 Display device

Claims

1. an image rendering unit that generates an image signal of an image to be presented to a subject for simulating driving a vehicle in a virtual space; A simulation operation device that accepts operations by the subject for the simulated operation, includes a unit operation device operated by the subject, and outputs unit operation data indicating the operation status of the unit operation device by the subject; an eye tracker device that outputs an eye tracking signal that can identify a line of sight of at least one eye of the subject; a head tracker device that outputs a head tracking signal that can identify the posture of the subject's head; at least one stationary image display device that is disposed in front of the subject when the subject assumes a driving posture in a direction that allows the subject to view the presented image, and that provides the presented image based on an image signal from the image rendering unit; a gaze point determination unit that determines a position where the line of sight reaches in the virtual space or the operation simulator based on the eye tracking signal as a gaze point and outputs the determined position as gaze point data; a data recording unit that records the gaze point data; A driving skill information acquisition system comprising:

2. The image rendering unit adjusts a display range in a direction within a horizontal plane of the presented image based on at least one of the direction of the subject's head around a yaw axis included in the head tracking signal and a change in the direction over time, and outputs the adjusted display range. The driving skill information acquisition system according to claim 1 .

3. The eye tracker device can identify the subject's line of sight or gaze point without being worn by the subject while in a driving position; The head tracker device is capable of identifying the head posture of the subject without being worn by the subject while in a driving position. The driving skill information acquisition system according to claim 1 or 2.

4. a scenario data storage unit storing scenario data for the simulated driving, wherein the scenario data includes a test event generation command for a preset test event; a scenario progress management unit that manages the progress of a scenario for the simulated driving based on the scenario data stored in the scenario data storage unit and issues a drawing command in response to the test event generation command; It also has the image rendering unit generates the image signal based on a drawing command from the scenario progress management unit, thereby allowing an image for the inspection event indicated by the inspection event generation command to be included in the presented image, The data recording unit records the gaze point data so that the gaze point data can be associated with the inspection event. The driving skill information acquisition system according to claim 1 or 2.

5. The data recording unit records the unit operation data so that the data can be associated with the inspection event, a criterion data storage unit that stores criterion data associated with the inspection event in the scenario data; a behavioral appropriateness determining unit that determines whether the subject's operation is appropriate for each test event based on the judgment criterion data stored in the judgment criterion data storage unit and the unit operation data recorded in the data recording unit; and Furthermore, The data recording unit records the judgment result data indicating whether the operation of the subject is appropriate or not in such a manner that the judgment result data can be associated with the test event. The driving skill information acquisition system according to claim 1 or 2.

6. The data recording unit records the unit operation data so that the data can be associated with the inspection event, a criterion data storage unit that stores criterion data associated with the inspection event in the scenario data; a detection adequacy determination unit that determines whether the subject is detected for each test event based on the determination criterion data stored in the determination criterion data storage unit and the gaze point data recorded in the data recording unit; and Furthermore, The data recording unit records determination result data indicating whether the detection of the subject is successful or not in a manner that can be associated with the test event. The driving skill information acquisition system according to claim 4 .

7. the inspection events preset in the scenario data are a set of inspection events including a first inspection event and a second inspection event; the determination criterion data storage unit stores determination criterion data associated with the first inspection event and the second inspection event in association with a set of the inspection events; The first test event and the second test event among the plurality of test events are associated with each other to determine whether the subject's behavior or detection is appropriate. The driving skill information acquisition system according to claim 4 .

8. a surrounding environment data storage unit that stores surrounding environment data for identifying the surrounding environment of the vehicle in the virtual space; Furthermore, the image rendering unit generates an image signal for the presentation image that reflects the surrounding environment based on the surrounding environment data retrieved from the surrounding environment data storage unit, the gaze point determination unit determines the gaze point, which is a position where the line of sight arrives, from the eye tracking signal and the surrounding environment data in correspondence with the surrounding environment, The data recording unit records the gaze point data so that the gaze point data can be associated with the surrounding environment. The driving skill information acquisition system according to claim 1 or 2.

9. the ambient environment data includes traffic element data that identifies traffic elements to be presented to the subject for the simulated driving; The image rendering unit generates the image signal by including a display of the traffic element in the presentation image. The driving skill information acquisition system according to claim 8.

10. a visual certainty determination unit that determines whether the position of the gaze point or the movement of the gaze point determined by the gaze point determination unit corresponds to a traffic element; It is equipped with The judgment criterion data storage unit stores judgment criterion data for judgment by the visual certainty judgment unit. The driving skill information acquisition system according to claim 9.

11. a vehicle structure data storage unit that stores vehicle structure data for specifying the vehicle structure of a portion of the vehicle that is visible to the subject; Furthermore, the image rendering unit generates an image signal for the presentation image that reflects the vehicle structure based on the vehicle structure data retrieved from the vehicle structure data storage unit, the gaze point determination unit determines a position in the vehicle structure at which the line of sight arrives as a gaze point based on the eye tracking signal and the vehicle structure data, The data recording unit records the gaze point data so that the gaze point data can be associated with the vehicle structure. The driving skill information acquisition system according to claim 1 or 2.

12. the vehicle structure data includes data for unit display elements to be presented to the subject for the simulated driving; the image rendering unit generates the image signal by including a display of the unit display element in the presented image. The driving skill information acquisition system according to claim 11.

13. The eye tracker device detects the gaze of both eyes of the subject separately, The gaze point determination unit uses the position where the gazes of both eyes are approaching, which is included in the eye tracking signal, to determine the gaze point. The driving skill information acquisition system according to claim 1 or 2.

14. an event occurrence timing determination unit that determines a timing for presenting the test event to the subject; a vision detection timing determination unit that determines a vision detection timing of the subject that appears in eyeball movement in correspondence with the test event; an action timing determination unit that determines the action timing of the subject indicated by the unit operation data in correspondence with the test event; a detection operation separation unit that calculates a visual detection reaction time and an action reaction time in correspondence with the test event according to the event occurrence timing, the visual detection timing, and the action timing; Further equipped The driving skill information acquisition system according to claim 4 .

15. capable of communicating with a data management server through a computer network; The data management server includes a database recording unit that records at least a portion of the data obtained from each subject's simulated driving by identifying the subject, and transmits the portion of the data through the computer network in response to an inquiry that identifies the subject. The driving skill information acquisition system according to claim 1 or 2.

16. 3. A data management system that displays, for an individual subject, at least a portion of the data obtained for each subject recorded in the data recording unit of the driving skill information acquisition system according to claim 1 or 2.

17. A data management system that displays at least a portion of the data obtained for each subject from the driving skill information acquisition system described in claim 15 and recorded in the database recording unit of the data server for an individual subject queried via a computer network.

18. a computer having a computing unit, a recording unit and a graphics unit; an eye tracker device connected to the computer, the eye tracker device outputting an eye tracking signal capable of identifying a gaze of at least one eye of a subject for simulating driving a vehicle in a virtual space; a head tracker device that outputs a head tracking signal that can identify the head posture of the subject for the simulated driving; at least one stationary image display device that is disposed in front of the subject when the subject assumes a driving posture in a direction that allows the subject to view a presented image; an operation simulation device connected to the computer and configured to receive operations by the subject for the simulated operation, the operation simulation device including a unit operation device operated by the subject, and outputting unit operation data indicating the operation status of the unit operation device operated by the subject; A computer program for implementing the driving skill information acquisition system according to claim 1 or 2 by operating a computer system comprising: The arithmetic unit, the recording unit, and the graphic unit of the computer are caused to function as the data recording unit, the gaze point determining unit, and the image rendering unit. Computer program.

19. a computer having a computing unit, a recording unit and a graphics unit; an eye tracker device connected to the computer, the eye tracker device outputting an eye tracking signal capable of identifying a gaze of at least one eye of a subject for simulating driving a vehicle in a virtual space; a head tracker device that outputs a head tracking signal that can identify the head posture of the subject for the simulated driving; at least one stationary image display device that is disposed in front of the subject when the subject assumes a driving posture in a direction that allows the subject to view a presented image; A simulation operation device connected to the computer and accepting operations by the subject for the simulated operation, the simulation operation device including a unit operation device operated by the subject, and outputting unit operation data indicating the operation status of the unit operation device by the subject; A computer program for implementing the driving skill information acquisition system according to claim 4 by operating a computer system comprising: The arithmetic unit, the recording unit, and the graphics unit of the computer are caused to function as the data recording unit, the gaze point determining unit, the scenario data storage unit, the scenario progress management unit, and the image rendering unit. Computer program.

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