JP2014010461A - Road surface state identification system, road surface state identification device, road surface state identification method and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a road surface state identification system, a road surface state identification device, a road surface identification method and a computer program capable of more accurately identifying and giving notice of a skid place where a vehicle has a risk of skidding.SOLUTION: The road surface state identification system is configured to: acquire a skid history of each vehicle 3 as probe information therefrom traveling on a road; identify a skid place where the vehicle 3 has a risk of skidding, in consideration of likelihood of skidding, distinctly as "a transit alert place requiring caution in transiting" and "a transit difficult place difficult to transit due to higher likelihood of skidding than the transit alert place"; transmit skid place information on the identified skid place to each vehicle 3; and give notice of "the transit alert place" and "the transit difficult place" in different ways in the vehicle 3 to which the skid place information is delivered.

Description

  The present invention relates to a road surface state specifying system, a road surface state specifying device, a road surface state specifying method, and a computer program for specifying a road surface state of a road.

  Conventionally, road information obtained from map data such as navigation devices, traffic information obtained from the center, and various information related to vehicle travel, such as the current position specified by GPS, etc., are obtained, Various proposals have been made on techniques for assisting in driving, and further making driving appropriate by intervening in driving. Here, when the vehicle travels on the road, road slipping and snow slipping that occur in winter are one of the events that the driver must be most careful about.

  In order to prevent the vehicle from slipping, it is necessary that the driver knows in advance a point on the road where the slip is likely to occur, and avoids or travels around the point. It is important to drive at low speeds. Therefore, in Japanese Patent Application Laid-Open No. 2002-279777, when it is detected that a vehicle slips due to AHS or TRC mounted on the vehicle, slip detection information is transmitted from the slipped vehicle to the center, and the center receives information from each vehicle. There has been proposed a technique for specifying a point of a road surface state that is likely to slip based on received slip detection information and distributing it to each vehicle.

Japanese Unexamined Patent Publication No. 2002-279579 (page 3-4, FIG. 2)

  Here, in the technique described in Patent Document 1, a point where the number of slipped vehicles exceeds a predetermined number is specified as a point in a road surface state that is easily slipped. However, there is actually a large difference in the degree of the likelihood of slipping even at a point that is specified as being easy to slip, and the content of the driver's attention when traveling depends on the degree of the ease of slipping. However, in the technique described in Patent Document 1, it is possible to specify a point in a road surface state that easily slips, but specifically specify how much the point is likely to slip. I couldn't.

  The present invention has been made to solve the above-described conventional problems, and in addition to the slip point where the vehicle may slip, it is possible to specify the degree of ease of slipping at the slip point. It is an object of the present invention to provide a road surface state specifying system, a road surface state specifying device, a road surface state specifying method, and a computer program.

  In order to achieve the above object, a road surface condition specifying system (1) according to claim 1 of the present application acquires slip history information of a plurality of vehicles (3) traveling on a road as slip history information. By obtaining the slip history information of each vehicle acquired by the acquisition means (11, 33) and the slip history acquisition means, the same vehicle does not slip a plurality of times and passes through the slip point where the plurality of vehicles slip. By passing the slip history information of each vehicle acquired by the traffic attention point specifying means (11, 33) and the slip history acquisition means specified as the attention points, the slip point where the same vehicle slips a plurality of times is passed. Difficulty point identification means for identifying as a difficult traffic point that slips more easily than a caution point (11, 3), information distribution means (11, 33) for distributing information on the traffic attention point and information on the difficult traffic point to the vehicle, and information regarding the traffic attention point and the traffic in the distributed vehicle And information guide means (11, 33) for guiding information on difficult points in a different manner.

  Moreover, the road surface state specifying system (1) according to claim 2 is the road surface state specifying system according to claim 1, wherein the slip history acquisition means (11, 33) is configured such that the vehicle (3) slips. The traveling direction of the vehicle when slipping at a point is also acquired as the slip history information, and the caution point specifying means (11, 33) specifies the caution point for each direction of travel, and the difficult to pass point The specifying means (11, 33) is characterized by specifying the inaccessible point for each traveling direction.

  Further, the road surface condition specifying system (1) according to claim 3 is the road surface condition specifying system according to claim 2, wherein the passing attention point specifying means (11, 33) is the difficult passage point specifying means ( 11, 33), a point that is the same as the point specified as the difficult-to-pass point and has a different traveling direction is specified as the point of attention for passing.

  Moreover, the road surface state specifying system (1) according to claim 4 is the road surface state specifying system according to any one of claims 1 to 3, wherein the slip history acquisition means (11, 33) The vehicle speed immediately before or immediately after the vehicle (3) slips at the slip point is also acquired as the slip history information, and the inaccessible point specifying means (11, 33) has a vehicle speed of 0 immediately before or immediately after the same vehicle. A slip point that has repeatedly slipped a plurality of times in the state is specified as the inaccessible point.

  Further, the road surface state specifying device (2, 4) according to claim 5 is a slip history acquisition means (11) for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles (3) traveling on the road. 33) and the slip history information of each vehicle acquired by the slip history acquisition means is statistically determined so that the same vehicle does not slip a plurality of times and a slip point where a plurality of vehicles slip is specified as a passing caution point. The slip history information of each vehicle acquired by the traffic attention point specifying means (11, 33) and the slip history acquisition means is statistically calculated so that the slip point where the same vehicle slips a plurality of times is more than the traffic attention point. Difficulty point specifying means (11, 33) for specifying as a difficult to pass point that slips easily, Information distribution means (11, 33) for distributing information on points and information on the difficult-to-pass points to the vehicle, and in the distributed vehicle, the information on the attention point and the information on the difficult-to-pass points are different. And an information guide means (11, 33) for guiding in a mode.

  A road surface state specifying method according to claim 6 includes a slip history acquisition step of acquiring information relating to a slip history of each vehicle as slip history information for a plurality of vehicles (3) traveling on a road, and the slip history acquisition step. The slip history information of each vehicle acquired by the above, the same vehicle does not slip a plurality of times, and the slip point where a plurality of vehicles slip is specified as a traffic attention point, and the slip A difficult passage point identifying step for identifying a slip point where the same vehicle slips a plurality of times as a difficult passage point that slips more easily than the warning point by statistically calculating the slip history information of each vehicle acquired by the history acquisition step; , Information on the traffic warning points and the difficult-to-access areas An information distribution step of distributing information on the vehicle to the vehicle, and an information guidance step of guiding the information on the traffic attention point and the information on the difficult-to-pass point in a different manner in the distributed vehicle. Features.

  The computer program according to claim 7 further includes a slip history acquisition function for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles (3) traveling on a road, and said slip history acquisition. By statistically calculating the slip history information of each vehicle acquired by the function, the same vehicle does not slip a plurality of times, and the traffic caution point identifying function that identifies the slip point where the plurality of vehicles slipped as a traffic caution point, By determining the slip history information of each vehicle acquired by the slip history acquisition function, it is possible to specify a difficult-to-pass point identification function that identifies a slip point where the same vehicle slips a plurality of times as a difficult-to-pass point that is more likely to slip than the caution point. And information on the traffic warning point and the difficulty in passing An information distribution function for distributing information regarding points to the vehicle, and an information guidance function for guiding the information regarding the passage warning point and the information regarding the difficult passage point in different modes in the distributed vehicle. It is characterized by that.

  According to the road surface state specifying system according to claim 1 having the above-described configuration, a slip point where the vehicle may slip is detected based on the slip history of the vehicle acquired from each vehicle traveling on the road. In consideration of ease, it is possible to identify and identify the “passing point where traffic should be careful” and the “passing point where it is easier to slip and difficult to pass” than the passing point and guide the user. Become. As a result, it becomes possible for the user to grasp the degree of ease of slipping at a slip point where the vehicle may slip, and to perform more efficient driving to avoid slipping. It becomes.

  In addition, according to the road surface condition specifying system according to claim 2, since a traffic caution point and a difficult-to-pass point are specified for each traveling direction, for example, on a road composed of a plurality of lanes, a lane in one traveling direction In the case where an event that easily slips only occurs, it is possible to more accurately identify and guide the passage warning point and the difficult passage point.

  Further, according to the road surface state specifying system according to claim 3, since the point that is the same as the point specified as the difficult-to-pass point and the point in which the traveling direction is different is specified as the caution point, the slip acquired from each vehicle Even when the history information is insufficient, it is possible to appropriately specify a point predicted to easily slip as a traffic caution point.

  Further, according to the road surface condition specifying system according to claim 4, since the slip point where the same vehicle has slipped a plurality of times with the vehicle speed immediately before or immediately after being zero is specified as a difficult-to-pass point, the road surface of the hill is frozen. In particular, a point where the vehicle is predicted to slip easily, such as a point where the vehicle is running, can be appropriately identified as a difficult-to-pass point.

  In addition, according to the road surface condition specifying device according to claim 5, it is easy to slip a slip point where the vehicle may slip based on the slip history of the vehicle acquired from each vehicle traveling on the road. In consideration of the above, it is possible to distinguish and specify “a traffic attention point where traffic should be noted” and “a traffic difficulty point where slipping is easier and traffic is difficult than the traffic attention point”, and the user can be guided. As a result, it becomes possible for the user to grasp the degree of ease of slipping at a slip point where the vehicle may slip, and to perform more efficient driving to avoid slipping. It becomes.

  Further, according to the road surface state specifying method according to claim 6, it is easy to slip a slip point where the vehicle may slip based on the slip history of the vehicle acquired from each vehicle traveling on the road. In consideration of the above, it is possible to distinguish and specify “a traffic attention point where traffic should be noted” and “a traffic difficulty point where slipping is easier and traffic is difficult than the traffic attention point”, and the user can be guided. As a result, it becomes possible for the user to grasp the degree of ease of slipping at a slip point where the vehicle may slip, and to perform more efficient driving to avoid slipping. It becomes.

  Furthermore, according to the computer program of the seventh aspect, the slip point where the vehicle may slip is considered based on the slip history of the vehicle acquired from each vehicle traveling on the road. Thus, it is possible to classify and specify the “passing attention point where traffic should be watched” and the “passing difficulty point where slipping is easier and difficult to pass” than the traffic attention point, and guide the user. As a result, it becomes possible for the user to grasp the degree of ease of slipping at a slip point where the vehicle may slip, and to perform more efficient driving to avoid slipping. It becomes.

It is a schematic structure figure showing the road surface state specific system concerning this embodiment. It is the block diagram which showed the structure of the road surface state specific system which concerns on this embodiment. It is the figure which showed an example of the probe information memorize | stored in probe information DB. It is the figure which showed an example of the slip point information memorize | stored in probe statistical information DB. It is a block diagram which shows typically the control system of the navigation apparatus which concerns on this embodiment. It is a flowchart of the probe information collection processing program concerning this embodiment. It is a flowchart of the road surface state specific process program which concerns on this embodiment. It is the figure which showed the example of the slip point specified as a "passing point". It is the figure which showed the example of the slip point specified as a "passing point". It is the figure which showed the example of the slip point specified as "a traffic attention point". It is a flowchart of the slip point guidance processing program which concerns on this embodiment. It is a figure explaining the example of guidance of a slip point.

  Hereinafter, based on one embodiment which materialized a road surface condition specific system concerning the present invention, it explains in detail, referring to drawings. First, a schematic configuration of the road surface condition identification system 1 according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram showing a road surface condition specifying system 1 according to the present embodiment. FIG. 2 is a block diagram showing a configuration of the road surface condition identification system 1 according to the present embodiment.

  As shown in FIG. 1, the road surface state specifying system 1 according to the present embodiment collects probe information from each vehicle 3 equipped with a navigation device 2 and each vehicle 3, and traffic information based on the collected probe information. It is basically composed of a probe center 4 that performs creation and distribution.

  The vehicle 3 is a vehicle that travels on roads throughout the country, and forms a probe car system as a probe car together with a probe center 4 described later. Here, the probe car system is a system that collects information using a vehicle as a sensor. Specifically, the vehicle 3 includes the speed data and the operation status of each system such as the steering operation and the shift position together with the GPS position information. Hereinafter, it is a system in which data is transmitted to the probe center 4 via a communication module) and the collected data is reused as various information on the center side.

  In addition, the probe center 4 collects and accumulates probe information including the current time and travel information transmitted from each vehicle 3 traveling all over the country, and traffic information such as traffic jam information from the accumulated probe information. This is an information distribution center that generates distribution information (probe statistical information) such as slip point information about a slip point where the vehicle 3 may slip and distributes the generated distribution information to the vehicle 3. Further, in the road surface condition identifying system 1 according to the present embodiment, as the probe information, information indicating the slip point when the vehicle 3 slips and the behavior of the vehicle (specifically, the position coordinates of the slipped point) Also, information regarding slip history such as the vehicle speed immediately before the slip, the vehicle speed immediately after the slip, the traveling direction of the vehicle when the vehicle slips, etc., hereinafter referred to as slip history information) is also acquired. Then, the probe center 4 identifies a slip point where the vehicle 3 may slip based on the acquired slip history information, and generates the above-described slip point information.

  A navigation device 2 is installed in the vehicle 3. The navigation device 2 displays a map around the vehicle position based on the stored map data, displays the current position of the vehicle on a map image, and searches and guides a route to a set destination. Machine. The navigation device 2 also guides traffic information such as traffic jam information and slip point information received from the probe center 4 to the user. The details of the navigation device 2 will be described later.

  In addition, the vehicle 3 includes an ABS (Antilock Brake System) that reduces the occurrence of sliding due to wheel locks during brake operation, a TRC (Traction Control) that is a device that prevents tire slipping during start and acceleration, Various vehicle control devices such as VSC (Vehicle Stability Control), which is a device for preventing side slip of the vehicle, are installed. And in the road surface state identification system 1 of this embodiment, it detects that the vehicle 3 slipped by detecting operation | movement of said ABS, TRC, and VSC. The details of ABS, TRC, and VSC are already known and will be omitted.

  Next, the configuration of the probe center 4 constituting the road surface state identification system 1 will be described in more detail with reference to FIG.

  As shown in FIG. 2, the probe center 4 basically includes a server 11, a probe information DB 12 as information recording means connected to the server 11, a probe statistical information DB 13, and a center communication device 14. .

  The server 11 is an electronic control unit that performs various controls in the probe center 4. The CPU 21 as the arithmetic device and the control device, the RAM 22 used as a working memory when the CPU 21 performs various arithmetic processes, a control program, a probe information collection processing program (FIG. 6) described later, and the road surface state An internal storage device such as a ROM 23 in which a specific processing program (FIG. 7) is stored is provided. The server 11 constitutes various means as processing algorithms together with the ECU of the navigation device 2. For example, the slip history acquisition means acquires information regarding the slip history of each vehicle as slip history information for a plurality of vehicles traveling on a road. The traffic caution point identifying means identifies the slip point information of each vehicle acquired by the slip history acquisition unit as a traffic caution point by preventing the same vehicle from slipping multiple times and slipping multiple vehicles. To do. The difficult-to-pass point specifying means identifies the slip point information of each vehicle acquired by the slip history acquiring unit as a difficult-to-pass point that slips more easily than the point of caution when passing through the slip point where the same vehicle slips multiple times. . The information distribution means distributes information on the traffic attention point and information on the difficult-to-pass point to the vehicle. The information guidance means guides the information about the traffic attention point and the information about the difficult traffic point in a different manner in the distributed vehicle.

  The probe information DB 12 is a storage unit that cumulatively stores probe information collected from each vehicle 3 traveling throughout the country. In the present embodiment, as probe information collected from the vehicle 3, a slip history (specifically, (a) the position of the slipped point, such as a slip point when the vehicle 3 detects a slip or a behavior of the vehicle). Information on coordinates, (b) vehicle speed immediately before slipping, (c) traveling direction of the vehicle when slipping, etc.) is included. Instead of “vehicle speed immediately before slip”, “vehicle speed immediately after slip” may be used.

  Hereinafter, probe information stored in the probe information DB 12 will be described in more detail with reference to FIG. FIG. 3 is a diagram showing an example of probe information stored in the probe information DB 12.

  As shown in FIG. 3, the probe information includes the time when the slip is detected in the vehicle 3, the vehicle ID for identifying the transmission source vehicle, information on the above (a) to (c), and the like. For example, the probe information shown in FIG. 3 is expressed in coordinates (x1, y1) while the vehicle 3 with ID “A” is traveling in the upward direction of the link with ID “100001” at 40 km / h at 10:00. The fact that a slip has been detected is stored. Similarly, other probe information is also stored. In addition, it is good also as a structure which does not collect the information regarding "vehicle speed just before a slip" and "link ID" as probe information.

  Then, the probe center 4 identifies the slip point where the vehicle 3 may slip by statistically analyzing the probe information stored in the probe information DB 12. Specifically, the same vehicle does not slip a plurality of times, and a slip point where a plurality of vehicles slip is specified as a passing warning point, and the slip point where the same vehicle slips a plurality of times is easier to slip than the passing warning point. Identify as a difficult point. And the information regarding the specified passing attention point and the difficult passage point is stored in the probe statistical information DB 13 as slip point information.

  Next, slip point information created by the probe center 4 and stored in the probe statistical information DB 13 will be described in detail with reference to FIG. FIG. 4 is a diagram showing an example of slip point information stored in the probe statistical information DB 13.

  As shown in FIG. 4, the slip point information includes the link ID of a link including either the specified traffic attention point or the difficult traffic point, and the traveling direction in which the traffic attention point or the difficult traffic point specified in the link is located. And position coordinates, and attribute information for specifying whether the point is a traffic warning point or a traffic difficult point. For example, the slip point information shown in FIG. 4 indicates that there is a slip point specified as “difficult to pass point” at the point (X1, Y1) in the uplink direction of the link with the link ID “100001”. It also indicates that there is a slip point specified as a “passing caution point” in the downward direction of the same point. Similarly, other slip point information is also stored.

  The center communication device 14 is a communication device for communicating with the vehicle 3 and the VICS (registered trademark) center via the network 15. In the present embodiment, probe information and distribution information are transmitted to and received from each vehicle 3 via the center communication device 14.

  Next, a schematic configuration of the navigation device 2 mounted on the vehicle 3 will be described with reference to FIG. FIG. 5 is a block diagram showing the navigation device 2 according to the present embodiment.

  As shown in FIG. 5, the navigation device 2 according to the present embodiment includes a current position detection unit 31 that detects the current position of the vehicle 3 on which the navigation device 2 is mounted, and a data recording unit 32 that records various data. The navigation ECU 33 that performs various arithmetic processes based on the input information, the operation unit 34 that receives operations from the user, and the liquid crystal display 35 that displays a map around the vehicle and facility information related to the facility to the user. Between a speaker 36 that outputs voice guidance related to route guidance, a DVD drive 37 that reads a DVD as a storage medium, and an information center such as a probe center 4 or a VICS (registered trademark: Vehicle Information and Communication System) center. And a communication module 38 for performing communication. The navigation device 2 is communicably connected to ABS, TRC, and VSC that perform various vehicle controls on the vehicle 3 on which the navigation device 2 is mounted, via an in-vehicle network such as CAN.

Below, each component which comprises the navigation apparatus 2 is demonstrated in order.
The current position detection unit 31 includes a GPS 41, a vehicle speed sensor 42, a steering sensor 43, a gyro sensor 44, and the like, and can detect the current vehicle position, direction, vehicle traveling speed, current time, and the like. . Here, in particular, the vehicle speed sensor 42 is a sensor for detecting a moving distance and a vehicle speed of the vehicle, generates a pulse according to the rotation of the driving wheel of the vehicle, and outputs a pulse signal to the navigation ECU 33. And navigation ECU33 calculates the rotational speed and moving distance of a driving wheel by counting the pulse which generate | occur | produces. In addition, it is not necessary for the navigation device 2 to include all of the four types of sensors, and the navigation device 2 may include only one or more of these types of sensors.

  The data recording unit 32 reads out an external storage device and a hard disk (not shown) as a recording medium, a map information DB 45, a distribution information DB 46, a predetermined program, and the like recorded on the hard disk, and stores predetermined data on the hard disk. And a recording head (not shown) as a driver for writing. The data recording unit 32 may be configured by a memory card, an optical disk such as a CD or a DVD, instead of the hard disk.

  Here, the map information DB 45 includes, for example, link data regarding roads (links), node data regarding node points, branch point data regarding each branch point, point data regarding points such as facilities, map display data for displaying a map, The storage means stores search data for searching for a route, search data for searching for a point, and the like.

  The distribution information DB 46 is storage means in which distribution information such as traffic jam information and slip point information (see FIG. 4) distributed from the probe center 4 is stored.

  The navigation ECU 33 displays roads and facilities around the vehicle on the liquid crystal display 35 on the basis of the map information stored in the map information DB 45 as will be described later, and if a guidance route is set, the guidance route. Guidance on driving the vehicle along Furthermore, based on the distribution information stored in the distribution information DB 46, guidance is provided for traffic jams and slip points (passing attention points, difficult to pass points) around the vehicle.

  On the other hand, the navigation ECU (Electronic Control Unit) 33 is an electronic control unit that controls the entire navigation device 2. The CPU 51 as an arithmetic device and a control device, and a working memory when the CPU 51 performs various arithmetic processes. In addition to the RAM 52 for storing route data when a route is searched, a control program, a probe information collection processing program (FIG. 6) and a slip point guidance processing program (FIG. 11) described later. And an internal storage device such as a flash memory 54 for storing a program read from the ROM 53.

  The operation unit 34 is operated when inputting a departure point as a travel start point and a destination point as a travel end point, and includes a plurality of operation switches (not shown) such as various keys and buttons. Then, the navigation ECU 33 performs control to execute various corresponding operations based on switch signals output by pressing the switches. The operation unit 34 can also be configured by a touch panel provided on the front surface of the liquid crystal display 35. Moreover, it can also be comprised with a microphone and a speech recognition apparatus.

  Further, the liquid crystal display 35 has a map image including a road, traffic information, operation guidance, operation menu, key guidance, guidance route from the departure point to the destination, guidance information along the guidance route, news, weather forecast, Time, mail, TV program, etc. are displayed. In particular, in the present embodiment, when a traffic caution point or a traffic difficulty point that is a slip point approaches within a predetermined distance (for example, 700 m) ahead of the traveling direction of the vehicle 3, the user is notified of the traffic caution point or the traffic difficulty point. A guidance display for the purpose is output. Further, as will be described later, different types of guidance display are output at the passage warning point and the difficult passage point.

  In addition, the speaker 36 outputs voice guidance for guiding traveling along the guidance route based on an instruction from the navigation ECU 33 and traffic information guidance. In particular, in the present embodiment, when a traffic caution point or a traffic difficulty point that is a slip point approaches within a predetermined distance (for example, 700 m) ahead of the traveling direction of the vehicle 3, the user is notified of the traffic caution point or the traffic difficulty point. The guidance voice to do is output. Further, as will be described later, guidance voices of different modes are output at the passage warning point and the difficult passage point.

  The DVD drive 37 is a drive that can read data recorded on a recording medium such as a DVD or a CD. Based on the read data, music and video are reproduced, the map information DB 45 is updated, and the like.

  The communication module 38 is a communication device for receiving information such as traffic jam information, regulation information, and traffic accident information transmitted from a traffic information center such as the VICS (registered trademark) center or the probe center 4. For example, a mobile phone or DCM is applicable. It is also used for transmitting and receiving probe information and distribution information to and from the probe center 4.

  Next, a probe information collection processing program executed in the navigation device 2 and the probe center 4 configuring the road surface state specifying system 1 having the above-described configuration will be described with reference to FIG. FIG. 6 is a flowchart of the probe information collection processing program according to this embodiment. Here, the probe information collection processing program is executed at predetermined intervals after the ACC of the vehicle 3 is turned ON, and the slip history information indicating the slip point and the behavior of the vehicle when detecting that the vehicle 3 slips is used as the probe information. This program is transmitted to the probe center 4. The programs shown in the flowcharts of FIGS. 6, 7, and 11 below are stored in the RAM 52 and ROM 53 provided in the navigation ECU 33, the RAM 22 and ROM 23 provided in the server 11, and the like. Executed.

First, a probe information collection processing program executed in the navigation device 2 will be described.
In step (hereinafter abbreviated as S) 1, the CPU 51 acquires the operation states of the ABS, TRC, and VSC based on the operation signals output from the ABS, TRC, and VSC mounted on the vehicle 3.

  Next, in S2, the CPU 51 determines whether or not the vehicle 3 has slipped based on the operating states of the ABS, TRC, and VSC acquired in S1.

  And when it determines with the vehicle 3 slipping (S2: YES), it transfers to S3. On the other hand, when it determines with the vehicle 3 not slipping (S2: NO), the said probe information collection process program is complete | finished.

  In S3, the CPU 51 acquires the position of the slip point where the vehicle 3 slips. Further, the link number of the link including the slip point is also acquired. The position of the slip point is specified based on the current position of the vehicle detected by the current position detection unit 31. Furthermore, it is desirable to specify the current position of the vehicle in detail using high-precision location technology. Here, the high-accuracy location technology detects the white line and road surface paint information captured from the camera behind the vehicle by image recognition, and further compares the white line and road surface paint information with a previously stored map information DB, thereby driving the vehicle. This is a technology that makes it possible to detect lanes and highly accurate vehicle positions. The details of the high-accuracy location technology are already known and will be omitted.

  Next, in S4, the CPU 51 acquires vehicle information specifying the behavior of the host vehicle when slipping. Here, the vehicle information acquired in S4 is information related to the traveling direction of the host vehicle and the vehicle speed. The vehicle direction is detected using the steering sensor 43 and the gyro sensor 44. Further, the vehicle speed is detected using a vehicle speed sensor 42.

  Subsequently, in S5, the CPU 51 transmits the position of the slip point acquired in S3 and the vehicle information acquired in S4 to the probe center 4 as probe information. Specifically, “time when slip is detected”, “vehicle ID identifying own vehicle”, “positional coordinate of slipped point”, “vehicle speed immediately before slip”, “vehicle speed at the time of slip” Send “direction of travel”. Instead of “vehicle speed immediately before slip”, “vehicle speed immediately after slip” may be transmitted. Thereafter, the probe information collection processing program is terminated.

Next, a probe information collection processing program executed in the probe center 4 will be described.
First, in S11, the CPU 21 determines whether probe information is transmitted from each vehicle 3 traveling throughout the country.

  If it is determined that probe information is transmitted (S11: YES), the transmitted probe information is received (S12). Then, the CPU 21 cumulatively stores the received probe information in the probe information DB 12 (S13).

  On the other hand, when it is determined that no probe information is transmitted (S11: NO), the probe information collection processing program is terminated. Note that the probe information received in S12 is information relating to the slip history of the vehicle 3, and includes “time when slip is detected”, “vehicle ID for identifying the transmission source vehicle”, and “position coordinates of the slipped point”. ”,“ Vehicle speed immediately before slip ”,“ traveling direction of vehicle when slipping ”, etc. (see FIG. 3).

  Next, a road surface state specifying processing program executed in the probe center 4 constituting the road surface state specifying system 1 will be described with reference to FIG. FIG. 7 is a flowchart of the road surface state identification processing program according to this embodiment. Here, the road surface state specifying process program is executed after a predetermined period (for example, one month) has elapsed since the previous execution of the program, and the vehicle 3 may slip based on the probe information transmitted from each vehicle 3. This program identifies the slip point.

  The following processes of S21 to S24 are executed in a loop for each probe information unit stored in the probe information DB 12, and are repeated until the processes for all the probe information stored in the probe information DB 12 are completed.

  First, in S21, the CPU 21 determines whether or not the probe information to be processed is probe information indicating a slip point where the vehicle 3 slips a plurality of times in the same point and in the same traveling direction, in addition to the probe information to be processed, the probe information DB12. The determination is also made with reference to other probe information stored in.

  And when it determines with it being the probe information which shows the slip point which the vehicle 3 slipped in the same point and the same advancing direction in multiple times (S21: YES), it transfers to S22. On the other hand, when it is determined that the probe information is not the probe information indicating the slip point where the vehicle 3 slips a plurality of times in the same point and the same traveling direction (S21: NO), after changing the probe information to be processed, after S21 Execute the process again.

  In S22, the CPU 21 determines whether or not the probe information to be processed is probe information indicating a slip point at the same point and in the same traveling direction and the same vehicle 3 slips a plurality of times.

  And when it determines with it being the probe information which shows the slip point which the same point and the same advancing direction, and the same vehicle 3 slipped several times (S22: YES), it transfers to S23. On the other hand, when it is determined that the probe information indicates a slip point where a plurality of different vehicles 3 instead of the same vehicle 3 slips multiple times in the same point and in the same traveling direction (S22: NO), the process proceeds to S24. Transition.

In S <b> 23, the CPU 21 specifies the slip point indicated by the probe information to be processed as a “passing point”.
Here, as the slip point where the same point and the same traveling direction and the same vehicle 3 slips a plurality of times, there are the following points, for example.
(A) A point where a vehicle 3 that has experienced a slip in the past slipped at the same point when traveling on the same road again as shown in FIG.
(B) As shown in FIG. 9, the point where the same vehicle 3 repeatedly slipped when the vehicle 3 started (that is, the vehicle speed immediately before the slip was 0).

  Despite having experienced a slip in the past as in (A) above, there is a possibility that a point where the same vehicle 3 is slipping again at the same point may slip even though it has been run with care. It can be recognized as a point that is very slippery and difficult to pass. Therefore, it is desirable to specify the slip point as a “difficult to pass point” that is easier to slip than a “passing caution point” described later.

  On the other hand, as shown in (B) above, a point where the vehicle 3 repeatedly slips at the time of starting or the like can be a point where the road surface is frozen on a slope, for example, and such a point is very slippery and can pass. Can be recognized as a difficult point. Therefore, it is desirable to specify the slip point as a “difficult to pass point” that is easier to slip than a “passing caution point” described later. Further, the same result can be obtained when the vehicle 3 repeatedly slips even when the vehicle speed immediately after the slip is 0 instead of the condition that the vehicle speed immediately before the slip is 0.

  The points (A) and (B) may be identified as different slip points. In that case, the points (A) and (B) can be distinguished by the vehicle speed immediately before the slip (or immediately after the slip) included in the probe information. Note that the vehicle speed immediately before (immediately before) the slip is the vehicle speed in a predetermined period before (after) the time when the slip is determined. For example, if the vehicle speed for 5 seconds before (after) the time when the slip is determined is 0, the vehicle slips. It is assumed that the vehicle speed immediately before (immediately after) is zero.

On the other hand, in S24, the CPU 21 specifies the slip point indicated by the probe information to be processed as the “passing caution point”.
Here, as a slip point where a plurality of different vehicles 3 slipped not only in the same vehicle 3 but multiple times in the same point and in the same traveling direction, there are the following points, for example.
(C) Although the plurality of vehicles 3 are slipping, as shown in FIG. 10, the vehicle 3 that has experienced slipping in the past does not slip when traveling on the same road again thereafter.

  The point where a vehicle that has experienced slipping in the past as in (C) above does not slip is a point where there is a risk of slipping during normal traveling, but slipping can be avoided by traveling with caution, making it easy to slip. It can be recognized that it is a point that requires attention in traffic. Therefore, it is desirable to specify the slip point as a “passing caution point” that is less likely to slip than the “difficult to pass point”.

  In S23 and S24, a “passing caution point” and a “passing point” are specified for each traveling direction. Therefore, even if it is the same point on the same link, one of the traveling directions is specified as a “passing caution point” or “difficult to pass point”, and the other traveling direction is set to “passing caution point” and “passing point”. May not be specified in any of the above. However, a point that is the same as the point specified as the “passing point” and has a different traveling direction may be specified as the “passing caution point” even if the determination condition of S21 is not satisfied. good. This is because it can be predicted that slip is likely to occur even at a point where only the direction of travel differs from the “difficulty point” that can be recognized as a point that is very easy to slip.

  Thereafter, when unprocessed probe information remains, the process returns to S21, and the processes of S21 to S24 are performed in the same manner. On the other hand, when the processes of S21 to S24 for all the probe information stored in the probe information DB 12 are completed, the process proceeds to S25.

  In S25, the CPU 21 creates information on the specified passing attention point and difficult passage point as slip point information (FIG. 4) based on the determination results in S23 and S24. The created slip point information is stored in the probe statistical information DB 13 as distribution information distributed to the vehicle 3.

  Next, in S26, the CPU 21 distributes the slip point information stored in the probe statistical information DB 13 to the requested navigation apparatus 2 as distribution information.

  Next, a slip point guidance processing program executed in the navigation device 2 constituting the road surface state identification system 1 will be described with reference to FIG. FIG. 11 is a flowchart of the slip point guidance processing program according to the present embodiment. Here, the slip point guide processing program is a program that is executed after the ACC of the vehicle is turned on, and guides the slip point specified as the “passing caution point” or the “passing point”.

  First, in the slip point guide processing program, the CPU 51 receives the distribution information distributed from the probe center 4 in S31. The received distribution information is stored in the distribution information DB 46. Further, the received distribution information includes slip point information (FIG. 4) created by the above-described road surface condition specifying processing program (FIG. 7).

  Next, in S <b> 32, the CPU 51 acquires vehicle information related to the vehicle 3. Here, the vehicle information acquired in S <b> 32 is information on the current position and direction of the vehicle 3.

  Subsequently, in S33, the CPU 51 determines, based on the vehicle information acquired in S32 and the slip point information acquired in S31, the “passing caution point” or within a predetermined distance (for example, 700 m) ahead of the traveling direction of the vehicle 3. It is determined whether or not there is a specified slip point in the “passing point”. In the determination process of S33, the determination is made in consideration of the traveling direction of the slip point and the traveling direction of the vehicle set as the “passing caution point” or the “passing point”. That is, it is determined whether there is a “passing caution point” or a “passing point” within a predetermined distance ahead of the traveling direction of the vehicle 3 and in the traveling direction corresponding to the traveling direction of the vehicle 3.

  If it is determined that there is a slip point within a predetermined distance ahead of the traveling direction of the vehicle (S33: YES), the process proceeds to S34. On the other hand, when it is determined that there is no slip point within a predetermined distance ahead of the traveling direction of the vehicle (S33: NO), the slip point guidance processing program is terminated.

  In S34, the CPU 51 provides guidance for a slip point located within a predetermined distance. Specifically, a mark is displayed at a point corresponding to the slip point on the map image displayed on the liquid crystal display 35, or a sound for alerting the slip point is output from the speaker 36. In order to allow the user to grasp the degree of ease of slipping at the slip point, guidance is provided in a different manner between the slip point specified as the “passing caution point” and the slip point specified as the “passing point”. It is desirable to do.

  For example, when the slip point specified as the “passing caution point” is located within a predetermined distance, a sound “This is a slip caution point” is output from the speaker 36. On the other hand, if the slip point specified as a “passing point” is located within a predetermined distance, “This is a difficult point for the future. Is output from the speaker 36. Further, as shown in FIG. 12, on the map image displayed on the liquid crystal display 35, a mark 61 indicating the slip point specified as the “passing caution point” and a mark indicating the slip point specified as the “passing point”. 62 is a different kind of mark. As a result, the user can grasp the degree of ease of slipping at the slip point ahead in the traveling direction.

As explained in detail above, in the road surface state identification system 1 and the road surface state identification method 1 and the computer program executed by the road surface state identification system 1 according to the present embodiment, each vehicle 3 traveling on the road The slip history of each vehicle is acquired as probe information (S12, S13). Based on the acquired probe information, a slip point where the vehicle 3 may slip is determined in consideration of the ease of slipping. It is classified and specified as “a traffic attention point to be noted” and “a traffic difficulty point that is easier to slip than a traffic attention point” (S21 to S24). (S26), and in the distributed vehicle 3, the "passing caution point" and the "passing point" are guided by different objects (S34). In the user, the slip points of concern that the vehicle 3 is slipping, it is possible to grasp together also the degree of and slip ease. As a result, it is possible to perform a more efficient operation for avoiding slip.
In addition, since the “passing caution point” and the “difficult to pass point” are specified for each traveling direction, for example, on a road composed of a plurality of lanes, an event that tends to slip only in one lane in the traveling direction occurs In some cases, it is possible to more accurately identify and guide the “passing caution point” and the “passing point”.
In addition, since a point that is the same as the point specified as the “passing point” and has a different traveling direction is specified as the “passing caution point”, it is easy to slip even if the probe information is insufficient. It is possible to appropriately specify the predicted point as the “passing caution point”.
In addition, since the slip point where the same vehicle has slipped multiple times with the vehicle speed immediately before or immediately after being zero is identified as a difficult-to-pass point, it is predicted that the vehicle is particularly likely to slip, such as a point where the road surface of the hill is frozen. It is possible to appropriately identify the point to be used as a “passing point”.

Note that the present invention is not limited to the above-described embodiment, and various improvements and modifications can be made without departing from the scope of the present invention.
For example, in the present embodiment, the probe center 4 is configured to identify a slip point where the vehicle 3 may slip based on the slip history of a plurality of vehicles 3, but the navigation device 2 only includes the slip history of the own vehicle. It is good also as a structure specified based on. In that case, the structure which acquires the slip history of the probe center 4 or another vehicle becomes unnecessary.

  Further, in the present embodiment, the execution subject of the road surface condition specifying process program shown in FIG. 7 is the probe center 4, but may be configured to be executed by the navigation device 2. Moreover, it is good also as a structure performed by several main body. In addition, when the navigation apparatus 2 executes the road surface state specifying process program, it is desirable to acquire the slip history of the other vehicle via the probe center 4 or by inter-vehicle communication.

  In this embodiment, the “passing caution point” and the “difficult to pass point” are set for each point and each traveling direction, but are set for each link and each traveling direction, or for each area and each traveling direction. Also good. Moreover, it is good also as a structure set for every point, without considering the advancing direction. In that case, information regarding the traveling direction of the vehicle is not necessary as the probe information.

  Further, in this embodiment, the slip points where the vehicle may slip are classified into two types of “passing caution points” and “difficult points” based on the ease of slipping. It may be divided into three or more types.

  Moreover, it is good also as a structure which limits the time which distributes slip point information to each vehicle 3. FIG. For example, it is good also as a structure which delivers slip point information only in the winter season (November-February) where a slip may occur due to freezing of the road surface or snow accumulation.

DESCRIPTION OF SYMBOLS 1 Road surface state identification system 2 Navigation apparatus 3 Vehicle 4 Probe center 11 Server 21 CPU
22 RAM
23 ROM
33 Navigation ECU
51 CPU
52 RAM
53 ROM

Claims (7)

Slip history acquisition means for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles traveling on the road;
By identifying the slip history information of each vehicle acquired by the slip history acquisition means, the same vehicle does not slip a plurality of times, and the slip point where a plurality of vehicles slip is specified as a passing attention point. Means,
By identifying the slip history information of each vehicle acquired by the slip history acquisition means, the slip point where the same vehicle slips a plurality of times is specified as a difficult point to pass that is more likely to slip than the caution point. Means,
Information distribution means for distributing information on the traffic caution point and information on the difficult-to-pass point to the vehicle;
The road surface state specifying system characterized in that the distributed vehicle has information guidance means for guiding the information about the traffic attention point and the information about the difficult traffic point in different modes. The slip history acquisition means also acquires the traveling direction of the vehicle when the vehicle slips at the slip point as the slip history information,
The traffic caution point identifying means identifies the traffic caution point for each traveling direction,
The road surface state specifying system according to claim 1, wherein the difficult-to-pass point specifying unit specifies the difficult-to-pass point for each traveling direction.   The said traffic caution point identifying means identifies a point that is the same point as the point where the difficult passage point is identified by the difficult passage point identifying unit and has a different traveling direction as the traffic caution point. 2. The road surface condition identification system according to 2. The slip history acquisition means acquires the vehicle speed immediately before or immediately after the vehicle slips at the slip point as the slip history information,
4. The inaccessible point specifying unit specifies, as the inaccessible point, a slip point where the same vehicle has repeatedly slipped a plurality of times while the vehicle speed immediately before or immediately after is zero. The road surface condition identification system according to the above. Slip history acquisition means for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles traveling on the road;
By identifying the slip history information of each vehicle acquired by the slip history acquisition means, the same vehicle does not slip a plurality of times, and the slip point where a plurality of vehicles slip is specified as a passing attention point. Means,
By identifying the slip history information of each vehicle acquired by the slip history acquisition means, the slip point where the same vehicle slips a plurality of times is specified as a difficult point to pass that is more likely to slip than the caution point. Means,
Information distribution means for distributing information on the traffic caution point and information on the difficult-to-pass point to the vehicle;
In the distributed vehicle, the road surface state specifying device includes information guidance means for guiding the information about the traffic attention point and the information about the difficult traffic point in different modes. A slip history acquisition step for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles traveling on the road;
By identifying the slip history information of each vehicle acquired in the slip history acquisition step, the same vehicle does not slip a plurality of times, and the slip point where a plurality of vehicles slip is specified as a passing warning point specification. Steps,
By identifying the slip history information of each vehicle acquired in the slip history acquisition step, the slip point where the same vehicle slips a plurality of times is specified as a difficult point to pass that is more likely to slip than the caution point. Steps,
An information distribution step of distributing information on the traffic warning point and information on the difficult-to-pass point to the vehicle;
The road surface state specifying method characterized by having the information guidance step which guides the information regarding the said traffic attention point and the information regarding the said difficult-to-pass point in a different mode in the delivered vehicle. On the computer,
A slip history acquisition function for acquiring information on slip history of each vehicle as slip history information for a plurality of vehicles traveling on the road;
By identifying the slip history information of each vehicle acquired by the slip history acquisition function, the same vehicle does not slip a plurality of times, and the slip point where a plurality of vehicles slip is specified as a passing attention point. Function and
By specifying the slip history information of each vehicle acquired by the slip history acquisition function, the slip point where the same vehicle slips a plurality of times is specified as a difficult point to pass that is easier to slip than the caution point. Function and
An information delivery function for delivering information on the traffic caution point and information on the difficult-to-pass point to the vehicle;
In the delivered vehicle, an information guidance function for guiding the information on the traffic attention point and the information on the difficult traffic point in different modes;
A computer program for executing

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