JP2010039920A - Safe driving evaluation system and safe driving evaluation program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a safe driving evaluation device for keeping high motivation of a driver for appropriate operations to safely stop a vehicle at a stop point. <P>SOLUTION: This safe driving evaluation system comprises: a warning means 16 which warns the driver if it is determined that the vehicle cannot safely stop at the stop point based on the current driving state of the vehicle at a predetermined position before the stop point; a ratio calculation means 22 which calculates a warning ratio which is the ratio of the number of warnings corresponding to the number of stop points where the warning is issued, to the number of the points corresponding to the stop points where the vehicle passes through; and an evaluation information acquisition means 23 which acquires evaluation information based on the warning ratio. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a safe driving evaluation system and a safe driving evaluation program for evaluating whether or not a vehicle can be safely driven before a temporary stop point.

  2. Description of the Related Art Conventionally, a technique for notifying a vehicle driver in advance that there is a point that needs to be temporarily stopped in front of a traveling direction in front of a temporary stop point is known. For example, in the following Patent Document 1, when the host vehicle approaches within a predetermined distance from the temporary stop point, the driver is notified of this, and then the current vehicle speed satisfies a predetermined condition. In addition, there is described a technique for alerting a driver by generating a warning sound while displaying a deceleration warning on a display.

JP 2000-46574 A

  In the technique described in Patent Document 1, when the current vehicle speed is higher than the warning start vehicle speed determined based on the relationship between the distance to the temporary stop point and the vehicle speed, the above alerting is performed. The driver can be urged to perform sufficient deceleration so that the vehicle can be safely stopped at the temporary stop point. However, in the technique described in Patent Document 1, only notification and attention are given to the driver in one direction, and feedback based on the driving operation of the driver who has received the notification or attention is provided. There was no reason. In other words, it is entirely up to the driver to fully decelerate in advance according to such notifications and alerts, and driving must actively take good driving actions that contribute to safe driving. It was not a system to encourage people.

  The present invention has been made in view of the above problems, and is a safe driving capable of keeping a driver highly motivated to perform an appropriate driving for safely stopping a vehicle at a temporary stop point. An object is to provide an evaluation system and a safe driving evaluation program.

  In order to achieve this object, the characteristic configuration of the safe driving evaluation system according to the present invention is to safely stop at a predetermined position before the temporary stop point based on the current driving situation of the vehicle. If it is determined that there is a possibility that the vehicle cannot be operated, the alerting means for alerting the driver, and the above-mentioned alert, which occupies the number of passing points corresponding to the number of temporary stopping points through which the vehicle has passed, are made. A ratio calculation means for calculating a warning ratio that is a ratio of the number of warnings corresponding to the number of temporary stop points, and an evaluation information acquisition means for acquiring evaluation information based on the warning ratio. .

  According to the above characteristic configuration, the alert rate is calculated every time the vehicle passes through the temporary stop point, and the evaluation information based on the alert rate is acquired. Thus, as an overall trend, it is possible to objectively inform how far the vehicle is safely traveling before the temporary stop point. Therefore, it is possible to improve the driver's awareness of safe driving at the temporary stop point, in other words, the driver's willingness to perform appropriate driving to safely stop the vehicle at the temporary stop point. It becomes possible to keep it high.

  Here, in order to stop safely at the temporary stop point, the reference situation acquisition means for acquiring the reference driving situation representing the minimum necessary driving situation that should be realized at the predetermined position, the current driving situation of the vehicle, and the It is preferable to have a configuration that includes a determination unit that determines whether there is a possibility that the vehicle cannot be safely stopped at the temporary stop point based on the reference operation state.

  According to this configuration, it is possible to appropriately determine whether or not there is a possibility that the vehicle cannot be safely stopped at the temporary stop point by comparing the reference driving state with the current driving state of the vehicle.

  Further, the apparatus includes a deviation degree acquisition unit that acquires a deviation degree representing a degree of deviation between the current driving situation of the vehicle and the reference driving situation, and the ratio calculating unit calculates the warning ratio when calculating the warning ratio. It is preferable that each temporary stop point that has been corrected is configured to correct the alerting rate according to the degree of deviation.

  In the case of this configuration, for example, the larger the degree of divergence is, the more the number of attentions required for calculating the attention ratio is corrected. Thereby, when passing through one temporary stop point, when driving with a large degree of deviation from the reference driving situation, the alerting rate can be increased more than usual. Since an increase in the alerting rate leads to a low evaluation, the above configuration makes it possible to maintain the driver's willingness to drive safely in accordance with the standard driving situation.

  In addition, an evaluation score acquisition means for deriving and acquiring an evaluation score obtained by quantifying and evaluating the degree of safe driving for safely stopping at the temporary stop point, the ratio calculation means calculates the alerting ratio At this time, it is preferable that the alerting rate is corrected in accordance with the evaluation score for each temporary stop point at which the alerting is performed.

  In the case of this configuration, for example, the lower the evaluation score, the larger the number of alerts for calculating the alert rate is corrected. Thereby, when passing through one temporary stop point, when the evaluation score is low, the alerting rate can be increased more than usual. The increase in the alert rate leads to low evaluation, so adopting the above configuration can keep the driver's willingness to drive safely so that high evaluation points can be derived. It becomes.

  In addition, it comprises accident information acquisition means for acquiring information on the number of accidents that have occurred in the past at each temporary stop point, and the ratio calculation means calculates each of the temporary stop points at which the warning has been made when calculating the warning ratio. It is preferable to correct the alerting rate according to the number of accidents at the temporary stop point.

  In the case of this configuration, for example, correction is performed so that the number of alerts for calculating the alert rate increases as the number of past accidents at each temporary stop point increases. Thereby, when an alert is made when passing through a temporary stop point where the number of accidents is large, the alert rate can be increased more than usual. The increase in the alert rate leads to low evaluation, so adopting the above configuration keeps the driver highly motivated to pay more attention and drive safely at the stop points where there are many accidents. It becomes possible to make it.

  The vehicle further comprises stop ratio acquisition means for acquiring stop ratio information, which is statistical information relating to the stop ratio representing the ratio of the vehicle actually stopping at each temporary stop point, and the ratio calculation means calculates the alerting ratio. In doing so, it is preferable that the alerting rate is corrected according to the stopping rate for each temporary stop point where the alerting has been made.

  In the case of this configuration, for example, correction is performed so that the number of alerts for calculating the alerting ratio increases as the ratio of actual suspension of other vehicles at each temporary stop point increases. Thereby, when a warning is made when passing through a temporary stop point with a high stop rate, the alert rate can be increased more than usual. The increase in the alerting rate leads to low evaluation, so adopting the above configuration encourages the driver to drive safely at a point where other vehicles stop at a high rate. It becomes possible to keep it high.

  Further, the vehicle further includes a front vehicle detection unit that detects that another vehicle exists within a predetermined distance in front of the host vehicle, and the presence of the other vehicle in front of the host vehicle is detected at the predetermined position. In addition, it is preferable that the ratio calculating unit excludes a temporary stop point corresponding to the position from a target for calculating the alerting ratio.

  When there is another vehicle ahead of the host vehicle, it is possible to appropriately determine whether there is a possibility that the vehicle cannot be stopped safely at the temporary stop point depending on the relationship with the other vehicle. There are cases where it is not possible. Therefore, by adopting the above configuration, it is possible to make the calculated alerting rate more suitable for the actual situation and inform the driver of more appropriate evaluation information.

  Further, it is preferable that the driving situation is at least one of a vehicle speed, a brake operation amount, and an accelerator opening.

  According to this configuration, based on at least one of the vehicle speed, the brake operation amount, and the accelerator opening that are important elements for stopping the vehicle at the temporary stop point, the vehicle cannot be safely stopped at the temporary stop point. It is possible to appropriately determine whether or not there is a possibility.

  Further, the evaluation information acquisition means, the points given according to the alerting rate, the advice sentence of the content according to the alerting rate, and a graph display that visually represents the alerting rate at each time point, It is preferable that at least one piece of information is acquired as the evaluation information.

  According to this structure, the content of evaluation according to the alerting ratio can be appropriately communicated to the driver.

  In addition, the information collection means for collecting information on the alerting ratio from a plurality of vehicles is further provided, the evaluation information acquisition means based on the information collected by the information collection means in comparison with other vehicles A configuration for acquiring, as the evaluation information, one or both of the ranks of each vehicle related to the alerting rate and the class assigned based on the past alerting rate of each vehicle in comparison with other vehicles; This is preferable.

  According to this configuration, in the case of collecting information on the alerting ratio from a plurality of vehicles, the content of the evaluation information can be the content of evaluation based on comparison with other vehicles. Therefore, the content of evaluation according to the alerting ratio can be conveyed to the driver more appropriately.

  Further, the safe driving evaluation system includes an in-vehicle terminal device mounted on a vehicle and a centralized management device provided to be able to communicate with the plurality of in-vehicle terminal devices. When the main power supply of the vehicle on which the in-vehicle terminal device is mounted is turned off, the information regarding the alerting ratio between the main power on and off is transmitted to the central management device, and the central management device It is preferable that the evaluation information for the in-vehicle terminal device is generated based on the information related to the alerting ratio received from the terminal device.

  According to this configuration, information on the alerting ratio from the in-vehicle terminal devices mounted on each of the plurality of vehicles is collected in the central management device, and each in-vehicle terminal device is based on the information on the alerting ratio for the plurality of vehicles. It is possible to generate the evaluation information. Therefore, it is possible to provide each vehicle-mounted terminal device with appropriate evaluation information based on comparison among a plurality of vehicles. In addition, when the main power supply of the vehicle equipped with the in-vehicle terminal device is turned off, information on the alerting ratio between the main power supply on and off is sent to the central control device. Information about the alerting rate while the main power is on can be collected in the central management device. Therefore, a large amount of information can be efficiently collected in the centralized management device, and more appropriate evaluation information can be provided to each in-vehicle terminal device.

  The technical features of the safe driving evaluation system according to the present invention having the above-described configurations can also be applied to a safe driving evaluation method and a safe driving evaluation program. Therefore, the present invention also includes such a method and program. Can be subject to rights.

  In this case, the characteristic configuration of the safe driving evaluation program determines that there is a possibility that the vehicle cannot be stopped safely at the temporary stop point based on the current driving situation of the vehicle at a predetermined position before the temporary stop point. In response to the alert function that alerts the driver and the number of passing points corresponding to the number of temporary stopping points that the vehicle has passed, The ratio calculation function for calculating the alerting ratio, which is the ratio of the number of alerts to be performed, and the evaluation information acquisition function for acquiring the evaluation information based on the alerting ratio are realized in a computer.

  Naturally, this safe driving evaluation program can also obtain the operational effects of the above-described safe driving evaluation system, and it is possible to incorporate some additional techniques mentioned as examples of suitable configurations thereof.

  Next, embodiments of the present invention will be described with reference to the drawings. Here, a case where the safe driving evaluation system according to the present invention is configured by an in-vehicle navigation device 1 and a centralized management server 2 provided to be communicable with a plurality of navigation devices 1 will be described as an example. FIG. 1 is a block diagram showing a schematic configuration of the navigation device 1. The navigation device 1 constituting the safe driving evaluation system may not be able to stop safely at the temporary stop point based on the current driving situation of the vehicle 3 at a predetermined position before the temporary stop point. When judged, the driver is alerted and the number of passing points corresponding to the number of stopping points that the vehicle 3 has passed, the number corresponding to the number of temporarily stopped points that are alerted. Evaluation information 61 (see FIGS. 7 and 8) is acquired and output based on the ratio of the number of arousals. The evaluation information 61 becomes a better evaluation as the ratio of the temporary stop points at which alerts are made is lower. Accordingly, the driver of the vehicle 3 equipped with the navigation device 1 can objectively know how far the vehicle is traveling safely before the temporary stop point as an overall tendency based on the evaluation information 61. . Therefore, the driver's awareness about safe driving at the temporary stop point is improved. That is, it is possible to keep the driver highly motivated to perform appropriate driving for safely stopping the vehicle at the temporary stop point.

  FIG. 2 is a block diagram illustrating a schematic configuration of the central management server 2. The central management server 2 collects information from a plurality of navigation devices 1 mounted on each of the plurality of vehicles 3 and aggregates the information. Then, evaluation information 61 is generated from the collected information and distributed to each navigation device 1. In the present embodiment, the navigation device 1 corresponds to the “in-vehicle terminal device” in the present invention, and the central management server 2 corresponds to the “central management device” and the “information collecting unit 46” in the present invention.

1. Configuration of Navigation Device First, the configuration of the navigation device 1 will be described. The functional units of the navigation device 1 shown in FIG. 1 are hardware units that perform various processes on input data using a common arithmetic processing unit such as a CPU as a core member. Alternatively, it is implemented by software (program) or both. In the present embodiment, the navigation device 1 includes a transmission / reception unit 11, a host vehicle position information acquisition unit 12, a navigation calculation unit 13, a driving situation acquisition unit 14, a reference situation acquisition unit 15, a notification processing unit 16, and a divergence degree acquisition unit. 17, an evaluation point acquisition unit 18, a spot information acquisition unit 19, a ratio calculation unit 22, an evaluation information acquisition unit 23, a main power supply monitoring unit 28, a transmission processing unit 29, and an update processing unit 30. Each of these functional units is configured to be able to exchange information with each other via a communication line such as a digital transfer bus. Here, when each function part is comprised with software (program), the said software is memorize | stored in memory | storage means, such as RAM and ROM which an arithmetic processing unit can refer. The map database 31 includes a recording medium (storage means) such as a hard disk drive, a flash memory, a DVD drive with a DVD-ROM, and a CD drive with a CD-ROM as a hardware configuration. The memory 32 includes a recording medium capable of storing and rewriting information as a hardware configuration, such as a hard disk drive and a flash memory. The memory 32 may be provided in a common recording medium with the map database 31 when the map database 31 is composed of a rewritable recording medium. Hereinafter, the configuration of each part of the navigation device 1 according to the present embodiment will be described in detail.

1-1. Map Database The map database 31 is a database in which map data 34 is stored. For example, as shown in FIG. 3, the map data 34 is road network data including a plurality of nodes n corresponding to a plurality of intersections and a plurality of links k corresponding to roads connecting the nodes n. R is included. FIG. 3 shows an example of road network data R corresponding to roads and intersections arranged in a grid pattern (orthogonal grid pattern) as an example. In addition to the road network data R, the map data 34 includes drawing information necessary for map display processing by the navigation calculation unit 13 and various guidance information necessary for route guidance processing. Here, the drawing information includes background information necessary for displaying road shapes, buildings, rivers, and the like, character information necessary for displaying city names, road names, and the like. In addition to this, the map data 34 stored in the map database 31 includes stop point information indicating the position of a point for which a temporary stop is required (hereinafter referred to as “temporary stop point”). Such stop point information is stored as, for example, attribute information of the link k corresponding to the temporary stop point (for example, information indicating that the link end on one side has a stop obligation).

1-2. Transmission / Reception Unit The transmission / reception unit 11 includes a communication device that transmits / receives data to / from the central management server 2 via a wireless base station or the like by wireless communication. As such a wireless communication method, for example, a known communication network such as a mobile phone network or a wireless local area network (LAN) can be used. In the present embodiment, the transmission / reception unit 11 transmits information on the alerting ratio to the central management server 2 as described later. Further, the transmission / reception unit 11 receives evaluation information 61 (see FIGS. 7 and 8) based on comparison with other vehicles 3 such as rank information 65 and class information 66 from the central management server 2, and also includes a memory 32. Update information for updating the correction rule 40, the point rule 38, and the advice data 37 stored in the table is also received. These points will be described later. Further, the transmission / reception unit 11 receives point information that is information regarding each temporary stop point from the central management server 2. Here, the location information includes, for example, accident information that is information on the number of accidents that have occurred in the past at each temporary stop point, and statistical information about the stop rate that indicates the rate at which the vehicle actually stops at each temporary stop point. Stop ratio information and the like.

1-3. Own vehicle position information acquisition unit The own vehicle position information acquisition unit 12 functions as own vehicle position information acquisition means for acquiring own vehicle position information indicating the current position of the own vehicle. Here, the vehicle position information acquisition unit 12 is connected to the GPS receiver 41, the direction sensor 42, and the distance sensor 43. Here, the GPS receiver 41 is a device that receives a GPS signal from a GPS (Global Positioning System) satellite. This GPS signal is normally received every second and output to the vehicle position information acquisition unit 12. The own vehicle position information acquisition unit 12 can analyze a signal from a GPS satellite received by the GPS receiver 41 and acquire information such as the current own vehicle position (coordinates), traveling direction, and moving speed. The direction sensor 42 is a sensor that detects a traveling direction of the host vehicle or a change in the traveling direction. The azimuth sensor 42 is constituted by, for example, a gyroscope, a geomagnetic sensor, or the like. Then, the orientation sensor 42 outputs the detection result to the vehicle position information acquisition unit 12. The distance sensor 43 is a sensor that detects a vehicle speed and a moving distance of the host vehicle. This distance sensor 43 integrates, for example, a vehicle speed pulse sensor that outputs a pulse signal each time a drive shaft or wheel of the vehicle rotates by a certain amount, a yaw / G sensor that detects the acceleration of the host vehicle, and the detected acceleration. It is composed of a circuit or the like. Then, the distance sensor 43 outputs information on the vehicle speed and movement distance as the detection result to the vehicle position information acquisition unit 12.

  Based on the outputs from the GPS receiver 41, the azimuth sensor 42, and the distance sensor 43, the own vehicle position information acquisition unit 12 performs a calculation for specifying the own vehicle position by a known method. In addition, the own vehicle position information acquisition unit 12 performs a known map matching process based on the map data 23 stored in the map database 31 to correct the own vehicle position on the road indicated by the map data 23. Do. The correction result of the vehicle position information by such map matching processing is reflected in the vehicle position information. In this way, the vehicle position information acquisition unit 12 acquires vehicle position information including information on the current vehicle position represented by coordinates (latitude and longitude) and the traveling direction thereof.

1-4. Navigation Calculation Unit The navigation calculation unit 13 operates in accordance with an application program in order to execute navigation functions such as displaying the vehicle position, calculating a route from the departure place to the destination, route guidance to the destination, and searching for the destination. Arithmetic processing means. For example, the navigation calculation unit 13 acquires the map data 34 around the host vehicle from the map database 31 and displays a map image on the display input device 47, and based on the host vehicle position information on the map image. The self-position mark is superimposed and displayed. The navigation calculation unit 13 uses one or both of the display input device 47 and the audio output device 48 based on the route from the departure point to the destination calculated by a known method and the vehicle position information. Provide route guidance. The display input device 47 outputs evaluation information 61 (details will be described later) input from the evaluation information acquisition unit 23. In addition, the navigation calculation unit 13 is connected to various known configurations necessary for the navigation device 1 such as a remote controller and a user interface such as a touch panel provided integrally with the display input device 47. .

1-5. Driving Status Acquisition Unit The driving status acquisition unit 14 functions as driving status acquisition means for acquiring the driving status of the vehicle. In the present embodiment, the driving situation acquisition unit 14 is connected to an accelerator opening sensor 44, a brake operation amount sensor 45, and a vehicle speed sensor 46. Here, the accelerator opening sensor 44 is a sensor for detecting the accelerator opening from the depression amount of the accelerator pedal. The accelerator opening is acquired with the accelerator opening being 0% when the accelerator is fully closed and the accelerator opening being 100% when the accelerator is fully open. The brake operation amount sensor 45 is a sensor for detecting the brake operation amount from the brake hydraulic pressure. The vehicle speed sensor 46 is a sensor for detecting the vehicle speed, and detects the vehicle speed from, for example, the rotational speed of a drive shaft that is drivingly connected to the wheels of the vehicle. Among these, the information regarding the brake operation amount and the vehicle speed is output to the notification processing unit 16 and is used for determining whether or not alerting described later is performed. Moreover, the information regarding an accelerator opening degree and a vehicle speed is output to the evaluation score acquisition part 18, and is used for an evaluation score acquisition process.

1-6. Reference situation acquisition unit The reference situation acquisition unit 15 functions as a reference situation acquisition unit that acquires a reference driving situation representing a minimum necessary driving situation that should be realized at a predetermined position in order to stop safely at a temporary stop point. . Here, the predetermined position is, for example, a second predetermined position (which will be described later in detail) where alert processing is performed when the notification processing unit 16 satisfies a predetermined condition, or the vehicle is more than the second predetermined position. Or the position on the near side (rear side of the vehicle) with respect to the traveling direction. The reference data 35 stored in the memory 32 stores the relationship between the distance from the temporary stop point to the predetermined position, the reference vehicle speed, and the reference brake operation amount. In the present embodiment, the reference situation acquisition unit 15 has a reference vehicle speed that is a minimum necessary vehicle speed to be realized at a predetermined position as a reference driving situation, and a reference brake operation amount that is a minimum required brake operation amount. Is obtained with reference to the reference data 35.

1-7. Notification Processing Unit The notification processing unit 16 functions as a notification processing unit that provides guidance to the driver that there is a temporary stop point ahead, or alerts the driver when a predetermined condition is satisfied. Based on the stop point information stored in the map database 31 and the own vehicle position information acquired by the own vehicle position information acquisition unit 12, the notification processing unit 16 has a first predetermined position in front of the temporary stop point. When a call is made, a process of performing voice guidance indicating that there is a temporary stop point ahead through the voice output device 48 is performed. Here, the first predetermined position is a distance (for example, 100 m, as appropriate) that allows the vehicle to be stopped at the temporary stop point with a sufficient margin by performing an appropriate braking operation on the basis of the temporary stop point. It can be a point on the near side (rear side of the vehicle) with respect to the traveling direction of the vehicle. Such voice guidance is always performed when the host vehicle reaches the first predetermined position before the temporary stop point.

  In addition, the notification processing unit 16 determines whether or not the temporary stop point is based on the current driving state of the vehicle acquired by the driving state acquisition unit 14 when the host vehicle approaches the second predetermined position before the temporary stop point. When it is determined that there is a possibility that the vehicle cannot be stopped safely, a process for performing voice guidance for alerting the driver via the voice output device 48 is performed. Here, the second predetermined position is located closer to the temporary stop point than the first predetermined position, and the distance that is required to be reduced at the minimum in order to stop the vehicle at the temporary stop point with reference to the temporary stop point. Only (for example, 20 m, which can be changed as appropriate) is a point on the near side (rear side of the vehicle) with respect to the traveling direction of the vehicle. At this time, the notification processing unit 16 compares these based on the current driving state of the vehicle acquired by the driving state acquisition unit 14 and the reference driving state acquired by the reference state acquisition unit 15, and pauses. It is determined whether there is a possibility that the vehicle cannot be safely stopped at the point. More specifically, for example, when the current vehicle speed is larger than the reference vehicle speed and the current brake operation amount is smaller than the reference brake operation amount, the notification processing unit 16 stops safely at the temporary stop point. It is determined that it may not be possible. In this case, the notification processing unit 16 performs voice guidance for alerting via the voice output device 48. On the other hand, for example, when the current vehicle speed is equal to or less than the reference vehicle speed, and the current brake operation amount is equal to or greater than the reference brake operation amount, the notification processing unit 16 displays the temporary stop point. It is determined that it can be safely stopped. In this case, voice guidance for alerting is not made. In addition, when performing guidance or alerting of a temporary stop point, a configuration in which guidance is provided by displaying characters or icons via the display input device 47, or a configuration in which guidance by displaying characters or icons and voice guidance are used in combination. Also good. In the present embodiment, the notification processing unit 16 serves as both the “determination means” and the “attention calling means” in the present invention.

  Further, the notification processing unit 16 may be configured to notify the accident information and the stop ratio information as the point information regarding each temporary stop point together when guiding the temporary stop point. These pieces of information are received from the central management server 2 via the transmission / reception unit 11 and acquired by the point information acquisition unit 17 including the accident information acquisition unit 18 and the stop rate acquisition unit 19.

1-8. Deviation Degree Acquisition Unit The divergence degree acquisition unit 17 functions as a divergence degree acquisition unit that acquires a divergence degree indicating the degree of divergence between the current driving situation of the vehicle and the reference driving situation. In the present embodiment, when the current driving state of the vehicle does not reach the reference driving state (the situation is less favorable than the reference driving state from the viewpoint of safely stopping at the temporary stop point), the deviation occurs. Get the degree. As described above, in the present embodiment, since the reference vehicle speed and the reference brake operation amount are acquired as the reference driving situation, the deviation degree acquired by the deviation degree acquisition unit 17 also relates to the vehicle speed and the brake operation amount. For example, with respect to the vehicle speed, it can be a ratio of the reference vehicle speed exceeding the reference vehicle speed. Further, the brake operation amount can be set to a ratio less than the reference brake operation amount with respect to the reference brake operation amount. In the present embodiment, the larger of the divergence degrees related to the vehicle speed and the brake operation amount is acquired as the divergence degree. Information on the degree of divergence acquired in this way is output to the ratio calculation unit 22.

1-9. Evaluation point acquisition unit The evaluation point acquisition unit 18 functions as an evaluation point acquisition unit that derives and acquires an evaluation point obtained by quantifying and evaluating the degree of safe driving for safely stopping at a temporary stop point. Here, the evaluation score acquisition unit 18 derives and acquires an evaluation score when the vehicle position is within a predetermined distance from the temporary stop point. The predetermined distance at this time can be a distance (for example, 100 m) from the temporary stop point to a first predetermined position that is a point where voice guidance indicating that there is a temporary stop point ahead is performed. In the present embodiment, as shown in FIG. 4, two areas A1 (area from the first predetermined position to the second predetermined position) and area A2 (from the first predetermined position to the first predetermined position) and the area A2 ( The area from the second predetermined position to the temporary stop point) is set, and the evaluation point acquisition unit 18 performs an accelerator opening change and a vehicle speed change as evaluation items regarding the driving operation of the vehicle in each of the areas A1 and A2. Based on this, it is configured to derive and obtain an evaluation score obtained by quantifying and evaluating the degree of safe driving.

In this embodiment, a positive driving operation and a negative driving operation are set in advance for each evaluation item. Here, the positive driving operation is a driving operation that contributes to safely stopping the vehicle at the temporary stop point. For example, the accelerator opening change is exemplified for the accelerator opening change, and the vehicle speed is reduced for the vehicle speed change. In the table of FIG. 5, a driving operation with “+” is a positive driving operation.
The negative driving operation is a driving operation that inhibits the vehicle from being safely stopped at the temporary stop point. For example, an accelerator opening increase is exemplified for the accelerator opening change, and a vehicle speed increase is exemplified for the vehicle speed change. In the table of FIG. 4, the driving operation with “−” is a positive driving operation.

  Note that the driving operation with “0” is a neutral driving operation that does not contribute to or inhibit the safe stopping of the vehicle at the temporary stop point, and does not affect the derivation of the evaluation score. . For example, it is exemplified that there is no change in both accelerator opening change and vehicle speed change. However, here, it is assumed that there is no change when the change amount of each evaluation item is within a predetermined range, and there is a change such as an increase or decrease when the change exceeds a predetermined threshold. . Regarding the accelerator opening, for example, when the absolute value of the change amount is within a range of 10% or less, there is no change. On the other hand, when the absolute value of the change amount exceeds 10%, the accelerator opening increases. Alternatively, the accelerator opening is decreased. Further, regarding the vehicle speed, for example, when the absolute value of the change amount is within a range of 5 km / h or less, no change is made. On the other hand, when the absolute value of the change amount exceeds 5 km / h, the vehicle speed increases. Alternatively, the vehicle speed is reduced. However, the numerical values of 10% and 5 km / h shown here are merely examples, and can be changed as appropriate.

  When it is determined that a positive driving operation is performed in the areas A1 and A2, a positive evaluation score corresponding to the positive driving operation is a basic point (0 points in this example). When it is determined that a negative driving operation has been made, a negative evaluation score corresponding to the positive driving operation is deducted from the base point. When the evaluation score is derived, the evaluation score acquisition unit 18 refers to the evaluation score data 36 stored in the memory 32. FIG. 5 shows, as an example, evaluation score data 36 referred to by the evaluation score acquisition unit 18 in the present embodiment. As is clear from this figure, even in the driving operations related to the same evaluation item, different evaluation points (positive evaluation point, negative evaluation point) are set in area A1 and area A2. In the example shown in the drawing, regarding the accelerator opening decrease, which is a positive operation for the accelerator opening change, “10” is set as the basic evaluation point in the area A2 where the distance from the temporary stop point is relatively close, In the area A1 that is relatively far from the temporary stop point, “20” that is larger than “10” is set as the basic evaluation point. The positive driving operation is a driving operation that contributes to safely stopping the vehicle, and it is naturally expected that such operation is performed when approaching the temporary stop point, This is not always the case when it is some distance away from the stop point. However, in order to stop at a temporary stop point more safely, it is effective to perform a positive driving operation as soon as possible. Therefore, in order to evaluate such driving behavior higher, a positive evaluation for a positive driving operation The point is set so as to increase as the distance from the temporary stop point increases. The same applies to positive evaluation points for positive driving operations regarding changes in vehicle speed.

  On the other hand, regarding the accelerator opening increase which is a negative driving operation for the accelerator opening change, “10” is set as the basic evaluation point in the area A1 which is relatively far from the temporary stopping point, and the temporary stopping is performed. In the area A2 where the distance from the point is relatively short, “20” larger than “10” is set as the basic evaluation point. A negative driving operation is a driving operation that hinders safe stopping of the vehicle, and if it is some distance from the temporary stop point, even if such an operation is performed somewhat, depending on the subsequent driving operation, While it is not impossible to stop safely at the temporary stop point, if it is made close to the temporary stop point, a very dangerous situation may occur. Therefore, in order to warn such driving behavior, the negative evaluation score for the negative driving operation is set to be larger as the distance from the temporary stop point is shorter. The same applies to negative evaluation points for negative driving operations related to vehicle speed. As described above, the evaluation score acquisition unit 18 acquires an evaluation score (positive evaluation) for the driving operation related to the same evaluation item according to the distance from the temporary stop point to the point where the driving operation related to the evaluation item is performed. Point, negative evaluation score).

  Each time the evaluation score acquisition unit 18 detects a driving operation related to the evaluation item in the areas A1 and A2, the evaluation score acquisition unit 18 acquires an evaluation score corresponding to the driving operation with reference to the evaluation score data 36, and calculates the total score. As an evaluation point when passing through the temporary stop point. Information regarding the evaluation score acquired in this manner is output to the ratio calculation unit 22.

1-10. Ratio calculation part The ratio calculation part 22 is a warning that is a ratio of the number of alerts corresponding to the number of paused points to which the alert has been made in the number of passing points corresponding to the number of temporarily stopped points that the vehicle 3 has passed. It functions as a ratio acquisition means for calculating a ratio. Specifically, the rate calculation unit 22 calculates the alerting rate by the following formula (1).
Alert rate [%] = (Number of alerts) / (Number of passing points) x 100
... (1)
The alerting ratio calculated in this way represents the ratio of the temporary stop points at which there is a possibility that it cannot be stopped safely at the temporary stop points. In other words, if the alerting rate is X [%], the rate indicated by (100-X) [%] was stopped with sufficient margin and was able to pass safely. It represents the percentage of points. Therefore, it is evaluated that the safer driving is performed as the alerting ratio is smaller.

  When the vehicle 3 travels on the road and passes through the temporary stop point, the ratio calculation unit 22 determines whether or not to perform alerting by the notification processing unit 16, and in the alerting ratio calculation formula (1), A predetermined count is added to one or both of “the number of passing points” as the denominator and “the number of alerts” as the numerator, and the alerting rate is updated. In the present embodiment, the “number of passing points” serving as the denominator is the number of temporary stopping points through which the vehicle 3 has passed, and the “number of warnings” serving as the numerator is the number of temporary stopping points that have been alerted. The correction value is corrected according to a predetermined rule. For this reason, when the notification processing unit 16 calls attention, “1” as a count number is added to the “number of passing points” as a denominator and the corrected count is added to the “number of warnings” as a numerator. Add a number. The corrected count number is calculated by adding a correction count number described later to “1” as a normal count number. Thereby, the alerting rate is corrected. On the other hand, when the notification processing unit 16 does not call attention, “1” as the count number is added only to “number of passing points” serving as a denominator.

  As mentioned above, the “numerical alert number” that is the numerator is the correction value that is corrected according to the prescribed rule for the number of pause points where alerts are made, and is corrected each time alerts are issued at the pause points. The count number is added. At this time, the present embodiment is configured such that the “number of alerts” is corrected according to the degree of deviation and the evaluation score. FIG. 6 is a diagram illustrating an example of the correction count number used for correcting the number of alerts for calculating the alerting ratio. FIG. 6A is a table showing the relationship between the degree of deviation and the correction count number, and FIG. 6B is a table showing the relationship between the evaluation score and the correction count number. These are stored in the memory 32 as the correction rule 40. When alerting is performed by the notification processing unit 16, the ratio calculation unit 22 refers to the correction rule 40 based on the deviation degree acquired by the deviation degree acquisition unit 17 and the evaluation score acquired by the evaluation point acquisition unit 18. Then correct the “number of alerts” that will be the numerator.

  Here, the correction count number is set to increase as the deviation degree increases. In the example shown in FIG. 6A, the correction count number is “0” when the deviation degree is less than 10%, and the correction count number is “+0.1” when the deviation degree is 10% or more and less than 20%. The correction count number when the degree is 20% or more is “+0.2”. In this way, setting the correction count so that the greater the deviation is, the greater the number of corrections is. This is to increase the ratio more than usual so as to warn such driving and keep the driver highly motivated to drive safely in accordance with the standard driving situation.

  Further, the correction count number is set to be larger as the evaluation score is lower. However, in the present embodiment, the correction count number is set only when the evaluation score is less than a predetermined value. In the example shown in FIG. 6B, the correction count number is set when the evaluation score is less than −5 points, and the correction count number when the evaluation score is −25 points or more and less than −5 points is “+0. 1 ”, and the correction count when the evaluation score is less than −25 points is“ +0.2 ”. In this way, the lower the evaluation score, the larger the correction count number is set so that when passing through the temporary stop point, the driving attention ratio is set when the driving is performed with a lower evaluation score. This is because the driving force is increased to a greater degree than usual so that such driving is commanded and the driver's willingness to drive safely so that a high evaluation point can be derived is maintained.

  The correction rule 40 referred to by the ratio calculation unit 22 can be updated by the update information received from the central management server 2. This update process is performed by the update processing unit 30. That is, when the update processing unit 30 receives the update information of the correction rule 40 from the central management server 2 via the transmission / reception unit 11, the update processing unit 30 updates the correction rule 40 stored in the memory 32 based on the update information. To do. This makes it possible to change the rules from time to time, for example, so that the alerting ratio becomes a more appropriate value based on the total points acquired so far (described later), the skill level of the driver, driving history, etc. It becomes.

  Next, based on FIG. 3, the calculation of the alerting rate by the rate calculating unit 22 will be described based on a specific example. Here, it is assumed that the vehicle 3 has traveled from the departure point S along the route B indicated by a thick solid line and has arrived at the current location P. Further, in the route B, it is assumed that there is a temporary stop point at the upper link end (corresponding to the positions of the nodes n2, n4, n5, n6, and n8) of the links k1 to k5 in FIG. Of these, it is assumed that alerts are made by the notification processing unit 16 at the temporary stop points corresponding to the nodes n4 and n5, and no alert is made at the temporary stop points corresponding to the nodes n2, n6, and n8. Note that “15%” and “−20 points” are acquired as the divergence degree and the evaluation point at the temporary stop point corresponding to the node n4, respectively, and the divergence degree and the evaluation score are acquired at the temporary stop point corresponding to the node n5. Assuming that “5%” and “−10 points” are acquired, respectively.

First, since the alert is not made at the temporary stop point corresponding to the node n2, only the “number of passing points” serving as the denominator is calculated in the calculation formula (1) for the ratio calculation unit 22 to calculate the alert ratio. "1" is added as the count number. Therefore, the alerting ratio immediately after passing through the temporary stop point is calculated by the following equation (2).
Attention rate [%] = 0/1 x 100 = 0 [%] (2)

Next, since the alert is made at the temporary stop point corresponding to the node n4, the ratio calculating unit 22 uses the “number of passing points” as a denominator in the calculation formula (1) for calculating the alerting ratio. “1” as the count number is added to “2” to add “2”, and the corrected count number is added to the “numerical alert number” as the numerator. The corrected count number is “1” as the normal count number, and the corrected count numbers based on the deviation degree “15%” and the evaluation point “−20 points” (“+0.1”, “+0.1”, respectively) ) Is added to “1.2”. Therefore, the ratio calculation unit 22 adds “1.2” as the corrected count number to the “numerical alert number” serving as the numerator to obtain “1.2”. Therefore, the alerting ratio immediately after passing through the temporary stop point is calculated by the following equation (3).
Attention rate [%] = 1.2 / 2 x 100 = 60 [%] (3)

Next, since the alert is made at the temporary stop point corresponding to the node n5, the “number of passing points” serving as the denominator in the calculation formula (1) for the ratio calculating unit 22 to calculate the alerting ratio. “1” as the count number is added to “3”, and the corrected count number is added to the “number of cautions” that is the numerator. The corrected count number is set to “1” as the normal count number, and the corrected count numbers based on the deviation degree “5%” and the evaluation point “−10 points” (“0” and “+0.1” respectively). The added value is “1.1”. Therefore, the ratio calculation unit 22 adds “1.1” as the corrected count number to the “number of cautions” that is a numerator to obtain “2.3”. Therefore, the alerting ratio immediately after passing through the temporary stop point is calculated by the following equation (4).
Attention rate [%] = 2.3 / 3 × 100 = 77 [%] (4)

Note that the temporary stop points corresponding to the nodes n6 and n8 are the same as those at the temporary stop point corresponding to the node n2, and thus the description thereof will be omitted, but after passing through the temporary stop point corresponding to the node n8 (current location) The alerting ratio in P) is calculated by the following equation (5).
Attention rate [%] = 2.3 / 5 × 100 = 46 [%] (5)

1-11. Evaluation Information Acquisition Unit The evaluation information acquisition unit 23 functions as an evaluation information acquisition unit that acquires the evaluation information 61 based on the alerting ratio calculated by the ratio calculation unit 22. Here, as shown in FIG. 1, the evaluation information acquisition unit 23 includes a point calculation unit 24, a graph generation unit 25, an advice sentence acquisition unit 26, and an external information acquisition unit 27. Then, the evaluation information acquisition unit 23 acquires point information 62, advice sentence information 63, evaluation graph information 64, rank information 65, and class information 66 as the evaluation information 61. The memory 32 stores a point rule 38 and advice data 37 that are referred to by the evaluation information acquisition unit 23. 7 and 8 show an example of a screen when the evaluation information 61 acquired by the evaluation information acquisition unit 23 is displayed on the display input device 47. FIG. Here, FIG. 7 is an example of a comprehensive evaluation screen for displaying a result of comprehensive evaluation regarding the conventional alerting rate, and FIG. 8 sequentially shows changes in the alerting rate while the vehicle 3 is traveling. It is an example of the guidance screen which displayed the evaluation graph information 64 for expressing. In the example of FIG. 8, in addition to the evaluation graph information 64, class information 66 and a guidance map for route guidance are displayed.

  The point calculation unit 24 calculates points given according to the alerting ratio. At this time, the point calculation unit 24 refers to the point rule 38 stored in the memory 32 and calculates the points given according to the point rule 38. The point rule 38 is a rule that defines the relationship between the alerting rate calculated by the rate calculating unit 22 and the points given. In this embodiment, as an example, the point rule 38 is a rule that 1 point is given per (100−X) [%] when the alerting rate is X [%]. However, since the number of alerts for calculating the alerting rate is corrected, the alerting rate calculated by the rate calculating unit 22 for each run from the main power on to the off of the vehicle 3 is 100 [%. ], 0 points are awarded (in other words, no points are given). Or it is good also as a rule which strips 1 point per (X-100) [%].

  Moreover, the point calculation part 24 integrates the points for every driving | running | working calculated as mentioned above, and calculates the total point acquired so far. The total points are accumulated and totaled every predetermined period, for example, every year, and when the year changes, the total points are accumulated again from zero, or the accumulated values of all the points acquired so far. The points for each run and the total points calculated by the point calculation unit 24 are stored in the memory 32 as vehicle point data 39. Then, the point calculation unit 24 causes the display input device 47 to display the points acquired by the previous run (previous acquisition points) and the point information 62 representing the total points based on the vehicle point data 39 stored in the memory 32. . In the example shown in FIG. 7, such point information 62 is displayed on a part of the comprehensive evaluation screen.

  The point rule 38 referred to by the point calculation unit 24 can be updated by update information received from the central management server 2. This update process is performed by the update processing unit 30. That is, when the update processing unit 30 receives the update information of the point rule 38 from the central management server 2 via the transmission / reception unit 11, the update processing unit 30 updates the point rule 38 stored in the memory 32 based on the update information. To do. Thereby, for example, it is possible to change the rules as needed so that the points to be given become more appropriate values, or to change the rules so as to increase the points given for a limited time. The content of the point rule 38 is merely an example, and the content of this rule can be set arbitrarily. Therefore, for example, it is also preferable to set the point rule 38 so as to change the points to be given even with the same alerting rate according to the distance traveled by the vehicle 3 in one run.

  The graph generation unit 25 generates a graph display that visually expresses, at each time point, a safe driving ratio that is derived based on the alerting ratio and that represents the ratio of safely driving the temporary stopping point. The safe driving ratio [%] is derived as (100−X) [%] when the alerting ratio is X [%]. However, if the alerting rate exceeds 100 [%] due to correction of the alerting number for calculating the alerting rate, the safe driving rate is set to 0 [%]. Specifically, as illustrated in FIG. 8, the graph generation unit 25 generates evaluation graph information 64 for sequentially representing changes in the safe driving ratio while the vehicle 3 is traveling. The graph generation unit 25 displays the generated evaluation graph information 64 on the display input device 47. The evaluation graph information 64 includes a graph of the current value of the safe driving ratio and a graph of the past average value of the safe driving ratio, and is arranged adjacent to each other so that they can be compared with each other. Here, the graph of the current value of the safe driving rate is a graph for displaying the safe driving rate for the route traveled from the time the main power is turned on until the present time while sequentially updating as the vehicle 3 travels. is there. The graph of the past average value of the safe driving ratio is a graph for displaying the average value of the past information about the safe driving ratio for the route traveled from when the main power source is turned on to off. The value is updated for each run. In the illustrated example, both graphs are bar graphs. Note that information stored in the navigation device 1 or information stored for each vehicle 3 in the central management server 2 is used as the past safe driving ratio information.

  The advice sentence acquisition unit 26 acquires the advice sentence information 63 having contents corresponding to the alerting ratio. Here, the advice sentence acquisition unit 26 reads out and acquires the advice sentence information 63 having contents corresponding to the alerting ratio from the advice data 37 stored in the memory 32. The advice sentence acquisition unit 26 causes the display input device 47 to display the acquired advice sentence information 63. The advice sentence information 63 is information of a sentence for informing the driver of the contents of evaluation according to the alerting ratio according to the alerting ratio. FIG. 9 shows an example of advice data 37 stored in the memory 32. According to this example, when the alerting rate is as low as less than 20%, a sentence with content that gives up is acquired as the advice sentence information 63, and the alerting rate is relatively low as 20% or more and less than 100%. In this case, a sentence having a content that recommends that the accelerator opening is decreased and the vehicle speed is decreased is acquired as the advice sentence information 63. When the alerting ratio is 100% or more, a sentence having a content that strongly recommends that the accelerator opening be decreased and the vehicle speed be decreased is acquired as the advice sentence information 63. In the example illustrated in FIG. 7, the advice sentence information 63 is displayed on a part of the comprehensive evaluation screen.

  The advice data 37 stored in the memory 32 can be updated by the update information received from the central management server 2. This update process is performed by the update processing unit 30. That is, when the update processing unit 30 receives the update information of the advice data 37 from the central management server 2 via the transmission / reception unit 11, the update processing unit 30 updates the advice data 37 stored in the memory 32 based on the update information. To do. Thereby, the content of the advice text information 63 can be changed to a more appropriate one at any time, for example, the content of the advice text information 63 is changed according to the driving operation tendency or driving history of the driver. It becomes. The content of the advice data 37 is merely an example, and the content can be arbitrarily set.

  The external information acquisition unit 27 performs processing for acquiring the evaluation information 61 from the central management server 2 provided outside the vehicle 3. Specifically, the external information acquisition unit 27 communicates with the central management server 2 via the transmission / reception unit 11 and receives evaluation information 61 by comparison with other vehicles 3 such as rank information 65 and class information 66. As will be described later, the central management server 2 is provided so as to be communicable with the navigation device 1 mounted on the plurality of vehicles 3, and collects and aggregates information on the alerting ratio from the plurality of vehicles 3. In the present embodiment, the centralized management server 2 gives the points given from the navigation device 1 of each vehicle 3 according to the alerting rate, the number of passing points that are the original information when calculating the alerting rate, and after correction Are collected and aggregated, and rank information 65 and class information 66 are generated as a result of the aggregation. The external information acquisition unit 27 of each navigation device 1 requests and acquires the rank information 65 and the class information 66 generated in this way from the central management server 2 at a predetermined timing. In the present embodiment, the external information acquisition unit 27 requests the order information 65 and the class information 66 from the central management server 2 when the main power source of the vehicle 3 on which the navigation device 1 is mounted is turned on.

  The rank information 65 is information representing the rank of each vehicle 3 regarding the alerting ratio in comparison with the other vehicle 3 or the safe driving ratio derived based on this. The rank information 65 can be, for example, information such as the rank order of the average value of each vehicle within a predetermined period, the rank of the total points acquired by each vehicle within the predetermined period, and the like. Here, various periods such as one year, one month, one week, one day, and the like can be set as the predetermined period. Then, the external information acquisition unit 27 displays the acquired rank information 65 on the display input device 47. In the present embodiment, as shown in the example of FIG. 7, the rank information 65 includes a rank in comparison with the other vehicle 3 of the total points acquired by each vehicle 3 every month, and the rank is relative to the previous month. It contains an arrow image that indicates whether it has gone up or down.

  The class information 66 is information representing a class given based on a past alerting ratio of each vehicle 3 in comparison with the other vehicle 3 or a safe driving ratio derived based on this. As the class information 66, for example, the ranking of average values such as the alert ratio of each vehicle within a predetermined period, the ranking of the total points acquired by each vehicle 3 within the predetermined period, and each vehicle 3 so far According to the acquired total points, etc., it can be used as information on the class to which each vehicle belongs when each vehicle is divided into a plurality of classes. In the present embodiment, the class information 66 is determined by moving the current class up and down according to the ranking of the total points acquired during a predetermined period (for example, one year). Here, as the class, for example, A, B, C,..., 1, 2, 3,. Then, the external information acquisition unit 27 displays the acquired class information 66 on the display input device 47. In the present embodiment, as shown in the example of FIG. 7, the class information 66 uses classes of A, B, C,..., And in the illustrated example, the vehicle 3 belongs to the “B” class. Is displayed.

1-12. Main Power Monitoring Unit The main power monitoring unit 28 functions as main power monitoring means for monitoring the state of the main power switch 4 of the vehicle 3. Then, the state in which the main power switch 4 is turned on and power is supplied to each part of the vehicle 3 is determined as the main power supply on state, and the main power switch 4 is turned off and power is supplied to each part of the vehicle 3. It is determined that the main power is off.

1-13. Transmission Processing Unit The transmission processing unit 29 performs processing for transmitting information related to the alerting rate to the central management server 2 at a predetermined timing. More specifically, when the main power supply of the vehicle 3 on which the navigation device 1 is mounted is turned off, the transmission processing unit 29 displays information related to the alerting ratio between the main power supply on and off. Process to send to. The main power supply monitoring unit 28 determines whether the main power supply is on or off. In the present embodiment, the transmission processing unit 29 passes the point information for each run given according to the alerting rate from turning on to off of the main power source, and the original information when calculating the alerting rate. Information on the number of points and the number of alerts after correction is transmitted to the central management server 2.

2. Configuration of Central Management Server Next, the configuration of the central management server 2 will be described. As shown in FIG. 2, the central management server 2 is provided so as to be able to communicate with a plurality of navigation devices 1 mounted on each of a plurality of vehicles 3. Then, the central management server 2 collects and aggregates information about the alerting ratio from each navigation device 1 and generates evaluation information 61 for each navigation device 1 based on the aggregated information. Further, the central management server 2 distributes the generated evaluation information 61 in accordance with a request from each navigation device 1.

  Each functional unit of the centralized management server 2 shown in FIG. 2 is a functional unit for performing various processes on input data using a common processing unit such as a CPU or the like as a core member. Hardware and / or software (program) or both. In the present embodiment, the central management server 2 includes a transmission / reception unit 52, a storage processing unit 53, a totalization processing unit 54, and a distribution processing unit 55 as functional units. Each of these functional units is configured to be able to exchange information with each other via a communication line such as a digital transfer bus. Here, when each functional unit is configured by software (program), the software is stored in a storage unit such as a RAM or a ROM that can be referred to by the arithmetic processing unit. Further, the user database 51 includes, as a hardware configuration, a recording medium (storage means) capable of storing and rewriting information, such as a hard disk drive and a flash memory. Hereinafter, the configuration of each unit of the centralized management server 2 according to the present embodiment will be described in detail.

2-1. Transmission / Reception Unit The transmission / reception unit 52 includes a communication device that transmits / receives data to / from the navigation device 1 mounted on the plurality of vehicles 3 via a wireless base station or the like. For this wireless communication method, the same communication method as that of the transmission / reception unit 11 of the navigation device 1 is used. As described above, in the present embodiment, the transmission / reception unit 52 is information about the alerting rate, specifically, the points given according to the alerting rate and the original information when calculating the alerting rate. Information on the number of passing points and the corrected number of alerts is received from the navigation device 1. The transmission / reception unit 52 also includes evaluation information 61 based on comparison with other vehicles 3 such as rank information 65 and class information 66, and correction rules 40, point rules 38, and advice data 37 stored in the memory 32 of the navigation device 1. Update information for updating is transmitted to the navigation device 1.

2-2. Storage Processing Unit The storage processing unit 53 performs processing for storing information on the alerting rate received from the navigation device 1 mounted on each vehicle 3 by the transmission / reception unit 52 for each vehicle 3 and storing the information in the user database 51. As described above, in this embodiment, in the information on the alerting rate, the points given according to the alerting rate, the number of passing points that are the original information when calculating the alerting rate, and the corrected alert Contains information on the number of arousals. Here, the information of the points given according to the alerting rate is specifically point information for each run given according to the alerting rate from turning on to off of the main power supply. Further, the information on the number of passing points and the number of alerts after correction is also information on the distance for each run from the main power supply on to off. These pieces of information are transmitted from the navigation device 1 as information for each travel of the vehicle 3 and received by the transmission / reception unit 52 when the main power is turned off in each vehicle 3. The storage processing unit 53 stores the received information regarding the alerting rate in the user database 51 in a state in which the information is associated with the identification information of each vehicle 3 and the information of the reception date and time. Here, as the identification information of each vehicle 3, for example, the identification code of each vehicle 3 or each navigation device 1, the number of the number plate of each vehicle 3, or the like can be used.

2-3. Aggregation Processing Unit The aggregation processing unit 54 performs a process of aggregating information on the alerting ratio for each vehicle 3 stored in the user database 51 and generating evaluation information 61 for each vehicle 3 (each navigation device 1). Specifically, the tabulation processing unit 54 tabulates information on points for each run received from each vehicle 3 for each predetermined period, and generates rank information 65 indicating the rank of the total points obtained by comparing the plurality of vehicles 3. To do. In the present embodiment, the totalization processing unit 54 calculates the sum of points acquired by each vehicle 3 every month, and generates rank information 65 that represents the rank in comparison with other vehicles 3. Furthermore, the totalization process part 54 totalizes the points which each vehicle 3 acquired within the predetermined period, and produces | generates the class information 66 showing the class provided according to the totalization result. In the present embodiment, the aggregation processing unit 54 increases the rank if the rank is high and descends the rank if the rank is low, according to the rank of the total points acquired during a predetermined period (for example, one year). The class of each vehicle 3 is determined. In addition, the class until the predetermined period passes for the first time can be arbitrarily set, such as the lowest class or an intermediate class. The generated rank information 65 and class information 66 are stored in the user database 51 in a state associated with the identification information of each vehicle 3.

  Moreover, the totalization process part 54 integrates the information of the point for every driving | running | working received from each vehicle 3 for every vehicle 3, and calculates the total point acquired so far. As described above, the total point is an integrated value integrated every predetermined period, or an integrated value of all the points acquired so far. The calculated total point information is stored in the user database 51 in a state associated with the identification information of each vehicle 3. Thus, the total point information stored in the user database 51 is used for backup and confirmation of the total point information stored in the memory 32 of each navigation device 1. Therefore, this information matches the total point information stored in the memory 32 as the vehicle point data 39 in the navigation device 1.

2-4. Distribution Processing Unit The distribution processing unit 55 receives rank information 65 and class information 66 as evaluation information 61 generated by the aggregation processing unit 54 from the user database 51 in response to a request from the external information acquisition unit 27 of each navigation device 1. A process of reading and transmitting to each navigation device 1 is performed. In addition, when update information for updating the point rules 38 and the advice data 37 is generated by an update information generation unit (not shown), the distribution processing unit 55 performs processing for transmitting the update information to the navigation device 1. .

3. Procedure of Operation Process Next, a procedure of a safe driving evaluation process (safe driving evaluation method) executed in the navigation device 1 according to the present embodiment will be described. FIG. 10 is a flowchart showing an overall procedure of the safe driving evaluation process according to the present embodiment. FIG. 11 is a flowchart showing the procedure of the alerting rate calculation process in step # 05 of FIG. Hereinafter, it demonstrates according to a flowchart.

3-1. Overall Procedure for Safe Driving Evaluation Processing First, the overall procedure for safe driving evaluation processing will be described. As shown in FIG. 10, when the main power switch 4 of the vehicle 3 on which the navigation device 1 is mounted is turned on (step # 01: Yes), the external information acquisition unit 27 causes the central management server 2 to The rank information 65 and the class information 66 as the evaluation information 61 for the vehicle 3 are requested, and these pieces of information are received (step # 02). Then, the comprehensive evaluation screen is displayed (step # 03). As shown in FIG. 7, this comprehensive evaluation screen displays the points acquired by the previous run (previous acquisition points) and point information 62 representing the total points, advice sentence information 63, rank information 65, and class information 66. Contains. Here, the point information 62 is calculated by the point calculation unit 24 and acquired from the vehicle point data 39 stored in the memory 32. The advice sentence information 63 is acquired by the advice sentence acquisition unit 26 by reading out the advice sentence information 63 having the content corresponding to the alerting ratio at the previous travel from the advice data 37 stored in the memory 32. The rank information 65 and the class information 66 are received from the central management server 2 and acquired in step # 02. The comprehensive evaluation screen is configured by arranging these pieces of information according to a predetermined format.

  And when the vehicle 3 starts driving | running | working (step # 04: Yes), the process which calculates an alerting ratio is performed by the ratio calculation part 22 (step # 05). This attention calling ratio calculation process will be described later in detail based on the flowchart of FIG. Next, the graph generation unit 25 generates and displays the evaluation graph information 64 (step # 06). As shown in FIG. 8, the evaluation graph information 64 is a graph display that visually represents the safe driving ratio derived based on the alerting ratio at each time point, and is a graph of the current value of the safe driving ratio and And a graph of a past average value of the safe driving ratio. Steps # 05 and # 06 are repeatedly executed until the main power is turned off. Therefore, after the main power supply of the vehicle 3 is turned on and until the main power supply is turned off (step # 07: No), the alerting rate at each time point is calculated as needed, and safe driving at each time point is performed. Evaluation graph information 64 displaying the ratio is displayed on the display input device 47.

  Thereafter, when the main power supply is turned off (step # 07: Yes), the transmission processing unit 29 transmits information on the alerting ratio between the main power supply on and off to the central management server 2 (step # 07). # 08). Here, as described above, the information on the alerting rate to be transmitted includes the point information for each run, the information on the number of passing points and the corrected alerting number as the original information when calculating the alerting rate. Is included. Here, the point information for each run is information on points given according to the alerting ratio from turning on to turning off the main power. It should be noted that the alerting rate from turning on to turning off the main power source is equal to the alerting rate at the time point calculated at step # 05 immediately before the main power source is turned off. This completes the entire procedure of the safe driving evaluation process.

3-2. Procedure of Attention Awareness Ratio Calculation Processing Next, the procedure of the attention attraction ratio calculation processing at step # 05 in FIG. As shown in FIG. 11, when the vehicle 3 on which the navigation device 1 is mounted is close to the temporary stop point, that is, when the vehicle 3 reaches the first predetermined position (step # 21: Yes), the notification processing unit 16 provides guidance to the driver that there is a temporary stop point ahead through the audio output device 48 (step # 22). Next, the driving status acquisition unit 14 acquires the current driving status of the vehicle (step # 23), and the reference status acquisition unit 15 acquires the reference driving status (step # 24). Next, the notification processing unit 16 compares these based on the current driving state of the vehicle acquired in step # 23 and the reference driving state acquired in step # 24, and safely compares them at the temporary stop point. It is determined whether or not there is a possibility that it cannot be stopped (step # 25). If it is determined that there is a possibility that the vehicle cannot be safely stopped at the temporary stop point (step # 25: Yes), the notification processing unit 16 provides a voice guidance for alerting via the voice output device 48. Perform (step # 26).

  Thereafter, the divergence degree acquisition unit 17 acquires the divergence degree based on the current driving state of the vehicle acquired in step # 23 and the reference driving state acquired in step # 24 (step # 27). Here, the divergence degree is acquired for each of the vehicle speed and the brake operation amount, and the divergence degree acquisition unit 17 acquires the larger one of these as the divergence degree. Next, the evaluation score acquisition unit 18 acquires an evaluation score when passing through the temporary stop point (step # 28). As described above, the evaluation score acquisition unit 18 acquires the evaluation score corresponding to the driving operation by referring to the evaluation score data 36 every time the driving operation related to the evaluation item is detected in the areas A1 and A2. The point acquisition unit 18 acquires these total points as evaluation points. Next, the ratio calculation unit 22 acquires the correction count number with reference to the correction rule 40 stored in the memory 32 based on the deviation degree acquired in step # 27 and the evaluation score acquired in step # 28. (Step # 29). Then, the ratio calculation unit 22 adds “1” as the count number to the “number of passing points” serving as the denominator in the calculation formula (1) for calculating the attention calling ratio, and the “number of alerts” serving as the numerator. "1+ (correction count number)" is added to "" to update the alerting ratio (step # 30). On the other hand, if it is determined by the notification processing unit 16 that the stop can be safely stopped at the temporary stop point (step # 25: No), the ratio calculation unit 22 calculates the alerting ratio. In (1), “1” as a count number is added only to “number of passing points” as a denominator, and the alerting rate is updated (step # 31). In addition, when passing the temporary stop point for the first time after the main power supply of the vehicle 3 is turned on, a warning ratio is newly calculated in step # 30 or # 31. Thereafter, the process returns to step # 21, and every time the vehicle 3 travels and passes through the temporary stop point, the alerting rate is updated, and the alerting rate at each time point is calculated.

[Other Embodiments]
(1) In the above embodiment, the divergence degree and evaluation point acquisition unit acquired by the divergence degree acquisition unit 17 for each temporary stop point at which the attention is made when the ratio calculation unit 22 calculates the alerting ratio. The case where the number of alerts for calculating the alerting rate is corrected according to the evaluation score acquired by 18 has been described as an example. However, the embodiment of the present invention is not limited to this. In other words, when alerting is made, in the calculation formula (1) for calculating the alerting ratio, the “number of passing points” as a denominator and the numerator “are uniform regardless of the degree of divergence and the evaluation score. A configuration in which “1” is added to each “number of alerts” is also a preferred embodiment of the present invention.

  In addition to the degree of deviation and evaluation points, information on the number of accidents that occurred in the past at each temporary stop point acquired by the accident information acquisition unit 20 and the vehicle at each temporary stop point acquired by the stop rate acquisition unit 21 It is good also as a structure which correct | amends the number of alerts for calculating an alerting rate according to the stop rate information etc. which are the statistical information regarding the stop rate showing the rate of actually stopping. More specifically, it is preferable that correction is made so that the number of alerts for calculating the alerting ratio increases when the alert is given to the temporary stop points where the number of accidents that occurred in the past is large. In this way, it is possible to maintain a high level of willingness to drive safely and pay more attention to the driver at a temporary stop point where the number of accidents is large. Moreover, it is preferable to correct so that the number of alerts for calculating the alerting rate increases when the alert is given to the temporary stop points where the stop rate of other vehicles is high. In this way, it is possible to maintain a high willingness to drive safely at a temporary stop point where the driver has a high stop rate.

(2) In the above embodiment, when the alerting ratio is calculated when alerting is made, the “number of passing points” serving as the denominator is set as the number of temporary stopping points where the vehicle 3 has passed, and “ As an example, the case where the alerting rate is corrected by setting the number of alerting points to the correction value corrected in accordance with a predetermined rule is the number of temporary stop points where the alerting has been made. However, the embodiment of the present invention is not limited to this. That is, for example, the “number of passing points” serving as the denominator is set to a correction value obtained by correcting the number of temporary stopping points through which the vehicle 3 has passed in accordance with a predetermined rule, and the “numerical alert number” serving as the numerator is temporarily It is good also as a structure which calculates an alerting ratio as the number of stop points. In this case, when the notification processing unit 16 calls attention, the corrected count number is added to the “number of passing points” as the denominator and the “number of warnings” as the numerator is counted. Add "1" as a number. The corrected count number is preferably calculated by subtracting a predetermined correction count number (see FIG. 6) set in the correction rule 40 from “1” as a normal count number. is there. In addition, for example, the alerting rate may be corrected by adding or subtracting a predetermined value to the alerting rate calculated based on the calculation formula (1) or multiplying the alerting rate by a predetermined coefficient.

(3) In the above embodiment, the case where the ratio calculation unit 22 corrects the alerting ratio according to the evaluation score only when alerting is performed has been described as an example. However, the embodiment of the present invention is not limited to this. That is, it is also one of preferred embodiments of the present invention that the ratio calculating unit 22 corrects the alerting rate according to the evaluation score regardless of whether or not the alerting is performed by the notification processing unit 16. It is. FIG. 12 is a flowchart showing the procedure of the attention calling ratio calculation process in this case. Steps # 41 to # 47 are the same as steps # 21 to # 27 in the flowchart of FIG. 11, and steps # 48 to # 50 are the same as steps # 29 to # 31 in the flowchart of FIG. Since these are the same, description of these steps will be omitted.

  In the illustrated alerting rate calculation process, after updating the alerting rate based on the degree of divergence from step # 41 to step # 50, the evaluation score acquisition unit 18 acquires an evaluation score when passing through the temporary stop point. (Step # 51). Next, the ratio calculation unit 22 refers to the correction rule 40 stored in the memory 32 based on the evaluation score acquired in Step # 51 and acquires the correction count number (Step # 52). Here, it is preferable that the correction count number is set to be smaller as the evaluation score is higher. When the evaluation score is positive (0 or more), the correction count number is negative (0 or less), and when the evaluation score is negative (less than 0), the correction count number is positive (greater than 0). It is preferable that it is set to. Then, the ratio calculation unit 22 adds the correction count obtained in step # 52 to the “number of alerts” that is the numerator in the calculation formula (1) for calculating the alert ratio, and updates the alert ratio. (Step # 53). Thereafter, the process returns to step # 21, and every time the vehicle 3 travels and passes through the temporary stop point, the alerting rate is updated, and the alerting rate at each time point is calculated. With this configuration, when a good driving operation such as sufficient deceleration is performed before the temporary stop point, a warning is issued according to the evaluation point regardless of whether or not a warning is issued. Since the ratio is corrected to be small, it is possible to maintain the driver's willingness to perform such driving even higher. When the evaluation score is positive (0 or more), the correction count number is also positive (0 or more), and when the evaluation score is negative (less than 0), the correction count number is negative (less than 0). When calculating the alerting ratio in step # 53, the correction count number may be added to the “number of passing points” as the denominator.

(4) In the above-described embodiment, the case where all the temporary stop points are targets for calculating the alerting ratio has been described. However, the embodiment of the present invention is not limited to this. That is, in a situation where it is considered that it may not be possible to appropriately determine whether there is a possibility that the vehicle cannot be safely stopped at the temporary stop point, the ratio calculation unit 22 alerts the temporary stop point. It is good also as what excludes from the object for calculating a ratio. For example, when there is another vehicle in front of the host vehicle before the temporary stop point, the driving situation of the vehicle 3 before the temporary stop point is affected by the presence of the other vehicle, and safety It is considered that it is not possible to appropriately determine whether or not there is a possibility that it cannot be stopped. Therefore, when such a situation is detected, the ratio calculation unit 22 excludes the temporary stop point from the target for calculating the alerting ratio. In this way, it is possible to inform the driver of more appropriate evaluation information 61 by making the calculated alerting rate more suitable for the actual situation. A situation in which another vehicle exists within a predetermined distance ahead of the host vehicle can be acquired by a forward vehicle detection unit such as a millimeter wave radar or a front camera installed in the vehicle 3.

(5) In the above embodiment, the notification processing unit 16 has been described as an example in which it is determined whether or not to perform alerting based on information regarding the brake operation amount and the vehicle speed. However, the embodiment of the present invention is not limited to this. That is, it may be configured to determine whether or not to perform alerting using only one of these or other information such as accelerator opening information.

(6) In the above embodiment, the driving condition acquisition unit 14 is connected to the accelerator opening sensor 44, the brake operation amount sensor 45, and the vehicle speed sensor 46, and the accelerator opening degree, the brake operation amount, and the vehicle speed are set as the driving state of the vehicle. The case of obtaining has been described as an example. However, the embodiment of the present invention is not limited to this. That is, in addition to these, for example, a configuration may be employed in which the inter-vehicle distance, the driver's face orientation, and the like are acquired. In this case, it is preferable that an inter-vehicle distance sensor, a face direction sensor, or the like is connected to the driving condition acquisition unit 14. By using these pieces of information to execute determination processing according to more criteria, it is possible to more appropriately determine whether or not to call attention and derive evaluation points.

(7) In the above embodiment, the point information 62, the advice sentence information 63, the evaluation graph information 64, the rank information 65, and the class information 66 are acquired as the evaluation information 61 and output so that the driver can know. The case where it does is demonstrated as an example. However, the embodiment of the present invention is not limited to this. That is, it is also a preferred embodiment of the present invention that only a part of the information is obtained as the evaluation information 61. Moreover, it is suitable also as a structure which acquires the various information showing evaluation regarding the alerting rate other than these as the evaluation information 61. FIG.

(8) In the above embodiment, only the advice sentence information 63 as the evaluation information 61 based on the alerting ratio is used as the comprehensive evaluation screen as the sentence information for conveying the evaluation contents for the driving operation to the driver of the vehicle 3. The case of displaying in the above has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, the advice sentence information based on the evaluation score acquired by the evaluation score acquisition unit 18 may be displayed. As described above, since the evaluation score acquisition unit 18 evaluates the degree of safe driving for safely stopping at the temporary stop point for each temporary stop point, the advice score information based on the evaluation point is displayed. Is preferably displayed together with evaluation graph information 63 for sequentially representing changes in the safe driving ratio during travel of the vehicle 3 as shown in FIG. In addition, it is preferable that the advice data that is the basis of the advice sentence information in that case is configured to be stored in the memory 32 together with the evaluation point data 36 based on each driving operation as shown in FIG. Then, for example, by obtaining and displaying advice text information about an evaluation item having a relatively low evaluation score among the individual evaluation scores acquired by the evaluation score acquisition unit 18, the driving operation is performed for the driver. Appropriate advice that will lead to improvement of

(9) In the above embodiment, the point calculation unit 24 included in the navigation device 1 calculates a point for each travel and the total points acquired so far, and stores them in the memory 32 of the navigation device 1 as an example. As explained. However, the embodiment of the present invention is not limited to this. That is, for example, the point information for each travel calculated by the point calculation unit 24 is transmitted to the central management server 2, and the central management server 2 calculates the total points for each vehicle 3, or for each travel It is also suitable as a configuration in which the information on the alerting rate is transmitted to the central management server 2 and the central management server 2 calculates the points for each run and the total points. In this case, the navigation apparatus 1 acquires the information on the total points of the vehicle 3 and the points for each run from the central management server 2 through the transmission / reception unit 11 at a predetermined timing by the external information acquisition unit 27.

(10) In each of the above embodiments, the case where the position of the temporary stop point is acquired based on the map data 34 (particularly the stop point information) stored in the map database 31 included in the navigation device 1 has been described as an example. . However, the embodiment of the present invention is not limited to this. That is, for example, temporarily stopped by information provided from a facility installed outside the vehicle 3, such as road traffic information distributed from VICS (registered trademark; Vehicle Information and Communication System). It is good also as a structure which acquires the information (location coordinates of a temporary stop point, the remaining distance to a temporary stop point, etc.) regarding a point. In this case, the distance from the temporary stop point to the vehicle position is estimated based on the information about the vehicle speed detected by the vehicle speed sensor 46. Then, based on the estimated distance from the temporary stop point to the vehicle position, guidance processing and alert processing to the effect that there is a temporary stop point ahead is performed.

(11) The assignment of the functional units included in each of the navigation device 1 and the central management server 2 described in the above embodiment is merely an example. Therefore, each functional unit may be provided in either the navigation device 1 or the centralized management server 2 except for functional units that need to be provided on the navigation device 1 side, such as the vehicle position information acquisition unit 12. Good. Therefore, for example, it is also a preferred embodiment of the present invention that all the configurations of the travel route evaluation system are provided in the navigation device 1 as the in-vehicle terminal device. In this case, the navigation device 1 includes a travel route evaluation system. In addition, for example, it is also a preferred embodiment of the present invention that all the main components of the travel route evaluation system are provided in the central management server 2 as the central management device. Here, the main configuration of the travel route evaluation system includes a notification processing unit 16 as an alerting unit, a rate calculating unit 22 as a rate calculating unit, and an evaluation information acquiring unit 23 as an evaluation information acquiring unit.

(12) In the above embodiment, the case where the in-vehicle terminal device constituting the safe driving evaluation system according to the present invention is the navigation device 1 has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, it is also one preferred embodiment of the present invention that the in-vehicle terminal device constituting the travel route evaluation system according to the present invention is a control device for the vehicle 3 unrelated to the navigation device 1. is there.

  The present invention can be suitably used for a safe driving evaluation system and a safe driving evaluation program for evaluating whether or not a vehicle can be safely driven before a temporary stop point.

The block diagram which shows schematic structure of the navigation apparatus which concerns on embodiment of this invention. The block diagram which shows schematic structure of the centralized management server which concerns on embodiment of this invention A diagram showing an example of the travel route from the departure location to the current location, superimposed on the road network data The figure which shows the example of a setting of the several area according to the distance from a temporary stop point The figure which shows an example of evaluation score data and advice data stored in memory The figure which shows an example of the correction count number used for correction of the number of attentions to calculate the attention ratio The figure which shows an example of the comprehensive evaluation screen which displays the evaluation information acquired by the evaluation information acquisition part The figure which shows an example of the guidance screen which displayed the evaluation graph information for expressing the change of the alerting ratio during driving | running | working sequentially The figure which shows an example of the advice data stored in the memory The flowchart which shows the whole procedure of the safe driving evaluation process which concerns on embodiment of this invention. Flow chart showing the procedure of the alerting rate calculation process The flowchart which shows the procedure of the alerting rate calculation process which concerns on another embodiment

Explanation of symbols

1 Navigation device (on-vehicle terminal device)
2 Centralized management server (centralized management device, information collection means)
15 Standard situation acquisition part (standard situation acquisition means)
16 Notification processing part (attention alerting means, determination means)
17 Deviation degree acquisition unit (Deviation degree acquisition means)
18 Evaluation point acquisition unit (Evaluation point acquisition means)
20 Accident Information Acquisition Department (Accident Information Acquisition Means)
21 Stop ratio acquisition unit (stop ratio acquisition means)
22 Ratio calculation part (ratio calculation means)
23 Evaluation Information Acquisition Unit (Evaluation Information Acquisition Unit)
61 Evaluation information 62 Point information 63 Advice sentence information 64 Evaluation graph information 65 Order information 66 Class information

Claims (12)

When it is determined that there is a possibility that the vehicle cannot be safely stopped at the temporary stop point based on the current driving situation of the vehicle at a predetermined position before the temporary stop point, alert the driver. An alerting means to perform,
A ratio calculating means for calculating a warning ratio, which is a ratio of the number of alerts corresponding to the number of temporary stop points where the alert is made, in the number of passing points corresponding to the number of temporary stop points where the vehicle has passed;
Evaluation information acquisition means for acquiring evaluation information based on the alerting rate;
Safe driving evaluation system with In order to stop safely at the temporary stop point, reference status acquisition means for acquiring a reference driving status representing the minimum required driving status that should be realized at the predetermined position;
A determination means for determining whether there is a possibility that the vehicle cannot be safely stopped at the temporary stop point based on the current driving state of the vehicle and the reference driving state;
The safe driving evaluation system according to claim 1, comprising: A divergence degree acquisition means for acquiring a divergence degree representing a degree of divergence between a current driving situation of the vehicle and the reference driving situation;
3. The safe driving evaluation system according to claim 2, wherein, when calculating the warning ratio, the ratio calculation unit corrects the warning ratio according to the degree of divergence for each temporary stop point at which the warning has been made. . Equipped with an evaluation point acquisition means for deriving and acquiring an evaluation point obtained by quantifying and evaluating the degree of safe driving for safely stopping at a temporary stop point,
The said ratio calculation means correct | amends the said alerting rate according to the said evaluation score about each temporary stop point where the said alerting was made, when calculating the said alerting rate. Safe driving evaluation system described in 1. Accident information acquisition means to acquire information on the number of accidents that occurred in the past at each temporary stop point,
The ratio calculation means corrects the warning ratio according to the number of accidents at the temporary stop point for each temporary stop point at which the warning is made when calculating the warning ratio. The safe driving evaluation system according to any one of the above. A stop rate acquisition means for acquiring stop rate information, which is statistical information about a stop rate representing the rate at which the vehicle actually stops at each pause point;
The said rate calculation means correct | amends the said alerting rate according to the said stop rate about each temporary stop point where the said alerting was made, when calculating the said alerting rate. Safe driving evaluation system described in 1. The vehicle further comprises a forward vehicle detection means for detecting the presence of another vehicle within a predetermined distance in front of the host vehicle,
When it is detected that another vehicle is present in front of the host vehicle at the predetermined position, the ratio calculation means uses a temporary stop point corresponding to the position as a target for calculating the alerting ratio. The safe driving evaluation system according to any one of claims 1 to 6, which is excluded from the above.   The safe driving evaluation system according to any one of claims 1 to 7, wherein the driving situation is at least one of a vehicle speed, a brake operation amount, and an accelerator opening.   The evaluation information acquisition means includes at least a point given according to the alerting rate, an advice sentence having contents according to the alerting rate, and a graph display that visually represents the alerting rate at each time point. The safe driving evaluation system according to any one of claims 1 to 8, wherein one piece of information is acquired as the evaluation information. Further comprising information collecting means for collecting information on the alerting rate from a plurality of vehicles;
The evaluation information acquisition means, based on the information collected by the information collection means, the rank of each vehicle regarding the alerting ratio in comparison with other vehicles, and the past of each vehicle in comparison with other vehicles The safe driving evaluation system according to any one of claims 1 to 9, wherein information on one or both of classes assigned based on the alerting ratio is acquired as the evaluation information. A vehicle-mounted terminal device mounted on a vehicle, and a centralized management device provided to be able to communicate with the plurality of vehicle-mounted terminal devices,
When the main power of a vehicle on which the in-vehicle terminal device is mounted is turned off, the in-vehicle terminal device transmits information on the alerting ratio between the main power on and off to the centralized management device,
The said centralized management apparatus produces | generates the said evaluation information about the said vehicle-mounted terminal device based on the information regarding the said alerting ratio received from the said vehicle-mounted terminal device, The safe driving | operation as described in any one of Claim 1 to 10 Evaluation system. When it is determined that there is a possibility that the vehicle cannot be safely stopped at the temporary stop point based on the current driving situation of the vehicle at a predetermined position before the temporary stop point, alert the driver. An alert function to perform,
A ratio calculation function for calculating a warning ratio, which is a ratio of the number of alerts corresponding to the number of temporary stop points where the alert is made, in the number of passing points corresponding to the number of temporary stop points where the vehicle has passed;
An evaluation information acquisition function for acquiring evaluation information based on the alerting rate;
A safe driving evaluation program for realizing a computer.

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