Crew information processing device, in-vehicle system, and crew information processing method

Abstract

The present invention provides an occupant information processing device that can detect the driver's condition (such as fatigue level, drowsiness, and physical condition) and utilize the detection results for safer driving. [Solution] An occupant information processing device for determining the state of a vehicle driver, comprising: a biometric information acquisition unit that acquires biometric information based on data received from a millimeter-wave radar installed at a position capable of irradiating the driver with radio waves; a vehicle information acquisition unit that acquires vehicle information based on data received from a vehicle sensor; and an occupant state determination unit that determines the state of the driver based on the biometric information and the vehicle information.

Description

Technical Field

[0001] The present invention relates to an occupant information processing device, an in-vehicle system, and an occupant information processing method that utilize the output of a biometric sensor provided in a vehicle interior.

Background Art

[0002] As a system that utilizes the output of a biometric sensor provided in a vehicle interior, a vehicle control device disclosed in Patent Document 1 is known. For example, in the abstract of the same document, there is a description of "controlling the output from an output device provided in the vehicle interior space more finely than before" as a problem, and as a solution, "an acquisition unit (11) that acquires biometric information and position information of a living body from a biometric sensor (3), an attribute identification unit (12) that identifies the attribute of the living body based on the acquired biometric information, a position identification unit (13) that identifies the position of the living body based on the acquired position information, and an output unit (16) that controls a specific output of an output device (2) provided in the vehicle interior space to perform a specific output toward the vehicle interior space based on the identified attribute and position of the living body. " There is a description of "a vehicle control device (10) comprising".

[0003] Furthermore, paragraph 0034 of the same document states, "The attribute of a living organism is the age group to which the organism belongs. Specifically, the attribute identification unit 12 identifies whether the organism from which biological information has been detected is an infant (baby or toddler) or belongs to another age group. However, the attribute identification unit 12 may classify the age group to which the organism belongs in more detail and identify which age group the organism belongs to." Paragraph 0035 states, "When identifying the attribute of a living organism, the attribute identification unit 12 may refer to a table showing the correspondence between biological information and attributes, which is pre-stored in the attribute information storage unit 17. By referring to the table stored in the attribute information storage unit 17, the attribute identification unit 12 can identify the attribute of a living organism from the detected biological information. For example, the values ​​of heart rate, blood pressure, respiration, and body movement, which are biological information detected by the biological detection sensor 3, can be pre-associated to determine whether they are values ​​detected from an infant or an adult, and the above table can be created from the results of this association." [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-142718 [Overview of the project] [Problems that the invention aims to solve]

[0005] However, the vehicle control device described in Patent Document 1 only determines whether the person is an infant or an adult, and did not anticipate providing vehicle control tailored to the driver's condition.

[0006] Therefore, the present invention aims to provide an occupant information processing device, an in-vehicle system, and an occupant information processing method that can detect the driver's condition (such as fatigue level, drowsiness, and physical condition) and utilize the detection results for safe driving. [Means for solving the problem]

[0007] To solve the above problems, the occupant information processing device of the present invention is an occupant information processing device for determining the state of a vehicle driver, comprising: a biometric information acquisition unit that acquires biometric information based on data received from a millimeter-wave radar installed at a position capable of irradiating the driver with radio waves; a vehicle information acquisition unit that acquires vehicle information based on data received from a vehicle sensor; and an occupant state determination unit that determines the state of the driver based on the biometric information and the vehicle information. [Effects of the Invention]

[0008] According to the occupant information processing device, in-vehicle system, and occupant information processing method of the present invention, the driver's condition (such as fatigue level, drowsiness, and physical condition) can be detected, and the detection results can be utilized for safe driving. [Brief explanation of the drawing]

[0009] [Figure 1] Functional block diagram of the in-vehicle system of Example 1. [Figure 2A] An example of a millimeter-wave radar installation location. [Figure 2B] Another example of a millimeter-wave radar installation location. [Figure 3] Processing flowchart of the crew information processing device in Example 1. [Figure 4] A process flowchart showing the details of step S1 in Example 1. [Figure 5] A process flowchart showing the details of step S3 in Example 1. [Figure 6] An example of a score calculated by the occupant status determination unit in Example 1. [Figure 7] A process flowchart showing the details of step S5 in Example 1. [Figure 8] A process flowchart showing the details of step S3 in Example 2. [Figure 9] A process flowchart showing the details of step S5 in Example 2. [Figure 10] Functional block diagram of the server in Example 3.

Mode for Carrying Out the Invention

[0010] Hereinafter, embodiments of the occupant information processing apparatus of the present invention will be described with reference to the drawings.

Embodiment

[0011] First, the occupant information processing apparatus 1 according to Embodiment 1 of the present invention will be described with reference to FIGS. 1 to 7.

[0012] FIG. 1 is a functional block diagram of an in-vehicle system 100 including the occupant information processing apparatus 1 of the present embodiment. As shown here, the in-vehicle system 100 is a system mounted on a vehicle V, including the occupant information processing apparatus 1, a millimeter-wave radar 2, a vehicle sensor 3, a notification device 4, a vehicle control device 5, a steering system 6, a drive system 7, and a braking system 8. Hereinafter, after explaining the outline from the millimeter-wave radar 2 to the braking system 8, the details of the occupant information processing apparatus 1 will be described.

[0013] <Millimeter-wave radar 2> The millimeter-wave radar 2 is a sensor that irradiates radio waves in the millimeter-wave band into the vehicle interior and acquires reflected wave data. This millimeter-wave radar 2 is mainly a sensor used to detect the presence or absence of occupants and luggage in the vehicle interior, and is provided for each seat so that the presence or absence of occupants and luggage can be detected for each seat.

[0014] FIGS. 2A and 2B are diagrams illustrating the installation positions of the millimeter-wave radar 2 for the driver's seat. In the example of FIG. 2A, a millimeter-wave radar 2 directed at the driver's seat is installed near the sun visor for the driver's seat, and in the example of FIG. 2B, a millimeter-wave radar 2 directed at the driver's seat is installed on the dashboard facing the driver's seat. Similarly, for the millimeter-wave radar 2 for the passenger seat, it may be installed facing the passenger seat near the sun visor for the passenger seat or on the dashboard facing the passenger seat, and for the millimeter-wave radar 2 for the rear seat, it may be installed facing the rear seat on the back of the driver's seat or the passenger seat.

[0015] <Vehicle sensor 3> The vehicle sensor 3 is a sensor for detecting vehicle information. Specifically, it includes a vehicle speed sensor 3a for detecting the vehicle speed and a steering angle sensor 3b for detecting the steering angle of the steering wheel.

[0016] <Notification device 4> The notification device 4 is a device for notifying the occupants of the vehicle V of desired information. Specifically, it includes a liquid crystal display and a speaker.

[0017] <Vehicle control device 5, steering system 6, drive system 7, braking system 8> The vehicle control device 5 is a device for controlling the movement of the vehicle V according to operations of the steering wheel (handle), accelerator pedal, brake pedal, etc. by the driver. It includes a steering system control unit 5a for controlling the steering system 6 including the steering wheel of the vehicle V, a drive system control unit 5b for controlling the drive system 7 including the driving engine of the vehicle V, and a braking system control unit 5c for controlling the braking system 8 including the braking engine of the vehicle V.

[0018] <Occupant information processing device 1> Specifically, the occupant information processing device 1 is a computer equipped with hardware such as an arithmetic device like a CPU, a storage device like a semiconductor memory, and a communication device, or an ECU (Electronic Control Unit), etc. The arithmetic device and the ECU execute a desired program to realize each function described later. Hereinafter, such well-known technologies will be appropriately omitted in the description.

[0019] As shown in FIG. 1, the millimeter-wave radar 2 and the vehicle sensor 3 are arranged on the input side of the occupant information processing device 1, and the notification device 4 and the vehicle control device 5 are arranged on the output side. Further, the occupant information processing device 1 includes an occupant presence determination unit 11, a biometric information acquisition unit 12, a vehicle information acquisition unit 13, and an occupant state determination unit 14. Hereinafter, the details of each unit will be described while referring to a processing flowchart, etc.

[0020] FIG. 3 is a flowchart of the processing executed by the occupant information processing device 1.

[0021] <<Step S1>> In step S1, the occupant information processing device 1 determines whether there is an occupant in each seat. The details of this step will be explained using the processing flowchart in Figure 4. Here, we will explain the process assuming that the presence or absence of an occupant (driver) in the driver's seat is being determined.

[0022] First, in step S11, the occupant presence / absence determination unit 11 determines whether reflected wave data (hereinafter also referred to as "reference value") observed by the millimeter-wave radar 2 with the driver's seat unoccupied and no luggage placed in the driver's seat has been registered. If the reference value has not been registered, the process proceeds to step S12; if the reference value has been registered, the process proceeds to step S13.

[0023] In step S12, the occupant presence / absence determination unit 11 prompts the driver to register a reference value via the notification device 4. This step is repeated until a reference value is registered.

[0024] In step S13, the occupant presence / absence determination unit 11 acquires reflected wave data when millimeter waves are irradiated onto the driver's seat.

[0025] In step S14, the occupant presence / absence determination unit 11 compares the reflected wave data acquired in step S13 with the reference value reflected wave data and determines whether they are approximately identical. If they are approximately identical, the unit proceeds to step S15; otherwise, it proceeds to step S16.

[0026] In step S15, the occupant presence determination unit 11 determines that there is no driver seated in the driver's seat and no luggage is placed there.

[0027] In step S16, the occupant presence / absence determination unit 11 determines whether any biological information can be detected from the reflected wave data acquired in step S13. Here, biological information refers to information such as heart rate, heart rate variability, respiratory rate, and driving posture, which are detected based on the reflected wave data. If biological information is detected, the process proceeds to step S17; otherwise, the process proceeds to step S18.

[0028] In step S17, the occupant presence determination unit 11 determines that an occupant (driver) is seated in the driver's seat.

[0029] On the other hand, in step S18, the occupant presence determination unit 11 determines that there is no occupant (driver) seated in the driver's seat and that luggage is placed in it.

[0030] <<Step S2>> In step S2, the occupant information processing device 1 checks the determination result of the occupant presence / absence determination unit 11. If the driver is not seated, the process shown in Figure 3 is terminated; if the driver is seated, the process proceeds to step S3.

[0031] <<Step S3>> In step S3, the occupant information processing device 1 determines the state of the driver's seat. The details of this step will be explained using the processing flowchart in Figure 5.

[0032] First, in step S31, the biometric information acquisition unit 12 acquires the driver's biometric information (heart rate, heart rate variability, respiratory rate, driving posture) based on reflected wave data acquired from the millimeter-wave radar 2. Note that the biometric information only needs to be acquired at predetermined intervals as an average value over a predetermined period; for example, the average value of biometric information over one minute can be acquired at 20-minute intervals.

[0033] In step S32, the biometric information score calculation unit 14a within the occupant state determination unit 14 calculates a biometric information score based on the biometric information acquired in step S31. This biometric information score is an index calculated from biometric information originating from the millimeter-wave radar 2 to represent the degree of the driver's drowsiness and fatigue. It is assigned a value on a 10-point scale, with a score of 1 for the minimum level of drowsiness, etc., and a score of 10 for the maximum level of drowsiness, etc. This biometric information score is calculated, for example, as follows. (1) Method for calculating biometric scores based on heart rate: When you are sleepy or highly fatigued, your heart rate tends to be lower than normal. Therefore, if your heart rate is normal, the biometric score is set to 1, and the lower your heart rate, the higher the biometric score you should set. (2) Method for calculating biometric scores based on heart rate variability: When you are relaxed, your heart rate variability tends to be high, while under high stress or fatigue, it tends to be low. Therefore, if your heart rate variability is high, set the biometric score to 1, and the lower your heart rate variability, the higher the biometric score you should set. (3) Method for calculating a vital signs score based on respiratory rate: When a person is drowsy or highly fatigued, their respiratory rate tends to be lower than normal. Therefore, the biometric score is set to 1 when the respiratory rate is normal, and a higher biometric score is assigned as the respiratory rate decreases. (4) Method for calculating biometric information score based on driving posture: When a person is drowsy or highly fatigued, the position of their arms holding the steering wheel tends to be lower than normal. Therefore, the biometric score is set to 1 when the arm position is normal, and a higher biometric score is assigned as the arm position decreases.

[0034] In step S33, the vehicle information acquisition unit 13 acquires vehicle information from the vehicle sensor 3. Specifically, the vehicle speed information acquisition unit 13a acquires vehicle speed information from the vehicle speed sensor 3a, and the steering angle information acquisition unit 13b acquires steering angle information from the steering angle sensor 3b. The vehicle information only needs to be obtained as an average value over a predetermined period at predetermined intervals; for example, the average value of vehicle information over one minute can be obtained at 20-minute intervals.

[0035] In step S34, the vehicle information score calculation unit 14b within the occupant state determination unit 14 calculates a biometric information score based on the vehicle information acquired in step S33. This vehicle information score is an index calculated from vehicle information originating from the vehicle sensor 3 to represent the degree of the driver's drowsiness and fatigue. It is assigned a value on a 10-point scale, with a score of 1 for the minimum level of drowsiness, etc., and a score of 10 for the maximum level of drowsiness, etc. This vehicle information score is calculated, for example, as follows. (1) Method for calculating biometric information score based on vehicle speed: When you are drowsy or highly fatigued, the muscles in the foot pressing the accelerator pedal tend to relax, causing the vehicle speed to decrease. Therefore, the vehicle information score is set to 1 when the vehicle speed is normal, and the vehicle information score increases as the vehicle speed decreases. (2) Method for calculating biometric information score based on rudder angle: When drowsy or highly fatigued, the muscles in the arms holding the steering wheel relax, and improper steering operations tend to cause the vehicle V to waver. Therefore, the vehicle information score is set to 1 when the steering angle is normal, and a larger vehicle information score is set as the steering angle wavers.

[0036] In Figure 5, steps S31 and S32 are executed in parallel with steps S33 and S34, but it is also possible to execute one step after the other.

[0037] In step S35, the score summing unit 14c within the occupant state determination unit 14 calculates a total score by adding the biometric information score calculated in step S32 and the vehicle information score calculated in step S34. Here, a specific example of the transition of the total score will be explained using Figure 6. (1) Figure 6(a) shows an example of the total score obtained during the period from 8:00 to 8:40. In this example, both the biometric score and the vehicle information score are low, resulting in a low total score. Therefore, this example should be judged as a situation where the driver's drowsiness and fatigue level are low. (2) Figure 6(b) shows an example of the total score obtained during the period from 10:00 to 10:40. In this example, both the biometric information score and the vehicle information score are high, resulting in a high total score. Therefore, this example should be judged as a situation where the driver is experiencing significant drowsiness or fatigue. (3) Figure 6(c) shows an example of the total score obtained during the period from 18:00 to 18:40. In this example, the fluctuation in the biometric score is large, and therefore the fluctuation in the total score is also large. Accordingly, this example should be judged as a situation in which the driver's drowsiness and fatigue level fluctuated greatly.

[0038] In step S36, the state determination unit 14d within the crew state determination unit 14 determines whether the total score calculated in step S35 is less than the first threshold. The first threshold is, for example, 45. If the total score is less than the first threshold, the process proceeds to step S37; if the total score is equal to or greater than the first threshold, the process proceeds to step S38. Therefore, if the first threshold is 45, in the example in Figure 6, the process proceeds to step S38 at the 10:40 timing in Figure 6(b), and to step S37 at other timings. Note that even if the total score is less than the first threshold, the process may proceed to step S38 if there is a large fluctuation in the total score, as in the example in Figure 6(c).

[0039] In step S37, the state determination unit 14d determines that the driver's drowsiness and fatigue level are low, and therefore no safety measures are required on the in-vehicle system 100 side.

[0040] On the other hand, in step S38, the state determination unit 14d determines that the driver is drowsy or fatigued to a high degree, and therefore measures such as ensuring safety on the in-vehicle system 100 side are necessary.

[0041] <<Step S4>> In step S4, the crew information processing device 1 checks the determination result of the status determination unit 14d. If safety measures are necessary, the device proceeds to step S5; otherwise, it returns to step S3.

[0042] <<Step S5>> In step S5, the occupant information processing device 1 instructs the in-vehicle system 100 to execute appropriate measures according to the state of the driver's seat. The details of this step will be explained using the processing flowchart in Figure 7.

[0043] First, in step S51, the command transmission unit 14e within the occupant status determination unit 14 determines whether the total value of the vehicle information score calculated in step S34 is less than the second threshold. The second threshold is, for example, 11. If the total value of the vehicle information score is less than the second threshold, the process proceeds to step S52; if the total score is equal to or greater than the second threshold, the process proceeds to step S53.

[0044] In step S52, the command transmission unit 14e sends a warning to the driver via the notification device 4 prompting them to take a break.

[0045] Meanwhile, in step S53, the command transmission unit 14e issues a warning to the driver via the notification device 4 prompting him to take a break, and controls the steering system 6 and braking system 8 via the vehicle control device 5 to bring the vehicle V to a safe stop.

[0046] The reason for the different countermeasures in steps S52 and S53 is as follows: In step S52, although the driver's drowsiness or fatigue is detected, the behavior of vehicle V is within the range of safe driving, so it is sufficient to encourage the driver to take a break at an appropriate time. In contrast, in step S53, the behavior of vehicle V is outside the range of safe driving, so it is necessary to have the driver rest immediately.

[0047] As described above, the occupant information processing device 1 of this embodiment can accurately detect driver drowsiness and fatigue by considering both a biometric information score based on a biometric detection sensor (millimeter-wave radar) and a vehicle information score based on a vehicle sensor. By implementing countermeasures according to the degree of drowsiness and fatigue, safe driving can be supported. [Examples]

[0048] Next, the crew information processing device 1 according to Embodiment 2 of the present invention will be described using Figures 8 and 9. Note that common points with Embodiment 1 will not be explained again.

[0049] In Example 1, the driver's drowsiness and fatigue were detected, but in this embodiment, the drowsiness and fatigue of occupants other than the driver, such as those seated in the passenger seat or rear seat, are detected. In this case, unlike the driver, it is not appropriate to detect drowsiness or fatigue by considering the vehicle information score, and even if drowsiness or fatigue is detected, there is no need to make an emergency stop of vehicle V. Therefore, in this embodiment, the processing flowchart for step S3 is replaced from Figure 5 to Figure 8, and the processing flowchart for step S5 is replaced from Figure 7 to Figure 9.

[0050] In other words, as is evident from a comparison of Figures 5 and 8, in step S3 of this embodiment, steps S33 for acquiring vehicle information, S34 for calculating the vehicle information score, and S35 for summing the biometric information score and the vehicle information score are omitted. Also, instead of step S36 for comparing the total score with the first threshold, step S36a for comparing the biometric information score with the third threshold is provided. As a result, in step S3 of this embodiment, drowsiness and fatigue of passengers in the front passenger seat and rear seat can be detected based solely on the biometric information score based on the biometric detection sensor (millimeter-wave radar).

[0051] Furthermore, as is evident from the comparison of Figures 7 and 9, in step S5 of this embodiment, step S51 for comparing the vehicle information score with the second threshold and step S53 for stopping vehicle V are omitted. As a result, in step S5 of this embodiment, even if drowsiness or fatigue of the occupant is detected, only an alarm prompting a break is issued, and an emergency stop of vehicle V does not occur.

[0052] Furthermore, according to the occupant information processing device 1 of this embodiment, even if a child seat is installed facing backward in the passenger seat or rear seat, and the seated infant cannot be directly viewed from the position of the millimeter-wave radar 2, it is still possible to accurately determine whether or not an infant is seated in a child seat. This is because, based on the output of the millimeter-wave radar 2, it is possible to extract biometric information of infants in positions that cannot be directly viewed from the millimeter-wave radar 2. [Examples]

[0053] Next, the crew information processing server 9 according to Embodiment 2 of the present invention will be explained using Figure 10. Note that common points with the above-described embodiment will not be explained again.

[0054] While the in-vehicle system 100 in Embodiment 1 included an occupant information processing device 1, the in-vehicle systems 100 in each vehicle of this embodiment do not include an occupant information processing device 1. Instead, they are equipped with a communication device that communicates with a millimeter-wave radar 2, vehicle sensors 3, notification device 4, and vehicle control device 5 using short-range wireless communication such as Bluetooth®, and also communicates with an occupant information processing server 9 via a wireless communication network such as a mobile phone network. This communication device is a terminal with a unique ID registered, for example, a smartphone with a registered phone number.

[0055] Figure 10 is a functional block diagram of the occupant information processing server 9 of this embodiment. As shown here, the occupant information processing server 9 is a server with the same functions as the occupant information processing device 1 of Embodiment 1, and can communicate with the in-vehicle systems 100 of multiple vehicles V via a wireless communication network. Therefore, the occupant information processing server 9 can detect drowsiness and fatigue in occupants of multiple vehicles and provide vehicle control to multiple vehicles according to the detection results.

[0056] If the communication device of each in-vehicle system 100 is a smartphone, the in-vehicle system 100 can transmit sensor information acquired from the millimeter-wave radar 2 and vehicle sensors 3, as well as ID information and location information, to the occupant information processing server 9. Therefore, the large-capacity storage device of the occupant information processing server 9 can store a large amount of sensor information, ID information, location information, and score information calculated within the server, all of which are associated with the information received from the communication device.

[0057] This allows the crew information processing server 9 to calculate more appropriate biometric and vehicle information scores that take into account the individuality of each driver, based on the biometric and vehicle information for each ID that has been accumulated in the past.

[0058] Furthermore, if biometric or vehicle information obtained from communication devices of different vehicles suddenly changes at the same specific location, it is considered that there are some special circumstances at that location, such as an environment with a high probability of accidents occurring. In such cases, the driver of a vehicle approaching that location may be alerted via the notification device 4. [Explanation of Symbols]

[0059] 100 in-vehicle systems, 1. Crew information processing device, 11 Crew presence / absence determination unit, 12. Biological Information Acquisition Unit, 13. Vehicle Information Acquisition Unit, 13a Vehicle speed information acquisition unit, 13b Rudder angle information acquisition unit, 14 Crew status determination unit, 14a Biological information score calculation unit, 14b Vehicle information score calculation unit, 14c Score summing section, 14d State determination unit, 14e Command transmission unit, 2 mm wave radar, 3. Vehicle sensors, 31. Vehicle speed sensor, 32. Steering angle sensor, 4. Notification device, 5. Vehicle control device, 51 Steering system control unit, 52 Drive system control unit, 53 Braking system control unit, 6. Steering system, 7. Drivetrain, 8 Braking system, 9 servers

Claims

1. A passenger information processing device for determining the status of the vehicle driver, A biological information acquisition unit that acquires biological information based on data received from a millimeter-wave radar installed in a position capable of irradiating the driver with radio waves, A vehicle information acquisition unit that acquires vehicle information based on data received from vehicle sensors, An occupant status determination unit that determines the driver's status based on the aforementioned biometric information and vehicle information, A crew information processing device characterized by comprising the following:

2. In the crew information processing device according to claim 1, The occupant status determination unit is, A biological information score calculation unit that calculates a biological information score based on the aforementioned biological information, A vehicle information score calculation unit calculates a vehicle information score based on the aforementioned vehicle information, A score summing unit calculates a total score by adding the biometric information score and the vehicle information score, A command transmission unit that changes the command to be transmitted according to the total score, A crew information processing device characterized by comprising the following:

3. In the crew information processing device according to claim 2, The crew information processing device is characterized in that, if the total score is equal to or greater than a first threshold, the command transmission unit transmits a warning command to the notification device to prompt the driver to take a break.

4. In the crew information processing device according to claim 3, The occupant information processing device is characterized in that, when the vehicle information score is equal to or greater than a second threshold, the command transmission unit transmits a command to the vehicle control device to stop the vehicle.

5. In the crew information processing device according to any one of claims 1 to 4, The occupant information processing device is characterized in that the aforementioned biological information is information on one of the following: heart rate, heart rate variability, respiratory rate, or driving posture.

6. In the crew information processing device according to any one of claims 1 to 4, The occupant information processing device is characterized in that the vehicle information is information about vehicle speed or steering angle.

7. In the crew information processing device according to any one of claims 1 to 4, An occupant information processing device further comprising an occupant presence determination unit that determines whether the driver is seated in the driver's seat based on data received from the millimeter-wave radar.

8. In the crew information processing device according to claim 7, The occupant presence / absence determination unit compares a reference value observed by the millimeter-wave radar when the driver's seat is unoccupied with data received from the millimeter-wave radar. If both conditions are nearly identical, it is determined that the driver is not seated in the driver's seat and that no luggage is placed in it. If the two do not substantially match, and biometric information is confirmed, it is determined that the driver is seated in the driver's seat. An occupant information processing device characterized by determining that luggage is placed in the driver's seat when the two do not substantially match and no biometric information can be confirmed.

9. A crew information processing device according to any one of claims 1 to 4, A millimeter-wave radar installed in a position that can illuminate the driver's seat, A notification device that receives commands from the aforementioned crew information processing device, A vehicle control device that receives commands from the aforementioned occupant information processing device, An in-vehicle system characterized by comprising a steering system, a drive system, and a braking system, all controlled by the vehicle control device.

10. A method for processing occupant information to determine the state of the vehicle driver using a computer, A biometric information acquisition step in which biometric information is acquired based on data received from a millimeter-wave radar installed in a position capable of irradiating the driver with radio waves, A vehicle information acquisition step that acquires vehicle information based on data received from vehicle sensors, A passenger status determination step in which the driver's status is determined based on the biometric information and the vehicle information, A crew information processing method characterized by comprising the following:

11. In the crew information processing method according to claim 10, The aforementioned occupant status determination step is: A biometric information score calculation step, which calculates a biometric information score based on the aforementioned biometric information, A vehicle information score calculation step, which calculates a vehicle information score based on the aforementioned vehicle information, A score totaling step is to calculate a total score by adding the biometric information score and the vehicle information score, A command transmission step that changes the command to be transmitted according to the total score, A crew information processing method characterized by comprising the following:

12. In the crew information processing method according to claim 11, The aforementioned computer is a server that communicates with the in-vehicle communication device. A crew information processing method characterized by storing sensor information, ID information, and location information transmitted from the aforementioned communication device in association with each other.

13. In the crew information processing method according to claim 12, In the biometric information score calculation step, the biometric information score is calculated by also considering past biometric information corresponding to the ID information. The crew information processing method is characterized in that, in the step of calculating the vehicle information score, past vehicle information corresponding to the ID information is also taken into consideration when calculating the vehicle information score.

14. In the crew information processing method according to claim 12, A method for processing occupant information, further comprising a command transmission step, which transmits a warning command to the notification device of a vehicle approaching a specific location if biometric information or vehicle information acquired from the communication devices of different vehicles changes suddenly at the same specific location.

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