JP2018169885A - Information processing system, information processing method, program, and storage medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an information processing system, information processing method, and program capable of generating proper information concerning a dangerous situation such as an accident or near miss from probe information such as an acceleration of a moving entity.SOLUTION: An information processing system includes: an information acquisition unit that acquires travel information containing a speed or acceleration of a moving entity; a danger occurrence time identification unit that identifies a danger occurrence time, which is a time when a dangerous situation occurs in the moving entity, on the basis of the speed or acceleration of the moving entity contained in the acquired travel information; and a dangerous situation information generation unit that generates dangerous situation information, which is information concerning the dangerous situation, on the basis of a temporal change in the speed or acceleration of the moving entity within a danger occurrence period that is a period containing the danger occurrence time.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an information processing apparatus, an information processing method, a program, and a storage medium.

  In recent years, it has been performed to detect that an accident or a near-miss situation has occurred in a moving body by detecting a change in acceleration. In addition, the information on the detected accident or near-miss situation is compared with information on past accidents or near-hats that occurred at the same place as the accident or near-miss situation. It is estimated whether there is a driver factor or not (Patent Document 1).

Japanese Patent Laid-Open No. 2006-71492

  For example, information based on records created by an insurance company or the police is used in the database of past accidents or near-miss information used in the above-described conventional technology. For this reason, the problem is that it takes cost and time to maintain database information. In addition, even in the case of a record of similar accidents or near-misses, the comments vary greatly depending on the reporter. Therefore, a database containing the judgment of the severity of an accident or near-miss based on the record or information based on the record. An example of the problem is that it is very difficult to analyze data using.

  The present invention has been made in view of the above points, and is an information processing apparatus capable of generating appropriate information regarding a dangerous situation such as an accident or a near-miss from probe information such as acceleration of a moving object, and information processing An object is to provide a method and a program.

  The information processing apparatus according to claim 1, wherein the information acquisition unit that acquires travel information including speed or acceleration of the moving body, and the movement based on the speed or acceleration of the mobile body included in the acquired travel information. Based on the time change of the speed or acceleration of the moving object in the danger occurrence period, which is a period including the danger occurrence time, and a danger occurrence time specifying part that identifies the danger occurrence time that is a time when a dangerous situation occurs in the body And a dangerous situation information generation unit that generates dangerous situation information that is information relating to the dangerous situation.

  The information processing method according to claim 7, wherein the information acquisition unit acquires travel information including speed or acceleration of the moving body, and the danger occurrence time point specifying unit includes the travel included in the acquired travel information. A step of identifying a danger occurrence time point, which is a time point when a dangerous situation occurs in the moving body based on a body speed or acceleration, and a danger situation information generation unit in a danger occurrence period, which is a period including the danger occurrence time point Generating dangerous situation information, which is information relating to the dangerous situation, based on a temporal change in the speed or acceleration of the moving body.

  The program according to claim 8, wherein the computer acquires travel information including speed or acceleration of the mobile body, and the mobile body based on the speed or acceleration of the mobile body included in the acquired travel information. A step of identifying a danger occurrence time that is a time when a dangerous situation has occurred, and a time-dependent change in speed or acceleration of the moving object during the danger occurrence period that is a period including the danger occurrence time. And a step for generating dangerous situation information as information.

  The computer-readable storage medium according to claim 9, based on the step of acquiring traveling information on the speed or acceleration of the moving body in the computer, and the speed or acceleration of the moving body included in the acquired traveling information. A step of identifying a danger occurrence time point at which a dangerous situation has occurred in the mobile object, and the danger occurrence time based on a time change of the speed or acceleration of the mobile object in the danger occurrence period which is a period including the danger occurrence time point. A step of generating information on the situation, and a program for executing the information.

1 is an overall view of an information processing system according to a first embodiment. It is a block diagram which shows the structure of the terminal device of Example 1, and a server apparatus. It is a graph which shows an example of change of speed and acceleration. It is a schematic diagram which shows the motion of the motor vehicle at the time of avoiding a frontal collision. The graph of an example of the speed change of the motor vehicle at the time of avoiding a frontal collision is shown. It is a schematic diagram which shows the motion of the motor vehicle at the time of avoiding an encounter collision. Fig. 4 shows a graph of an example of a change in the speed of an automobile when avoiding a head-on collision. 3 is a flowchart illustrating a danger situation determination routine according to the first embodiment.

  In the following, preferred embodiments of the present invention will be described. However, these may be appropriately modified and combined. In the following description and the accompanying drawings, substantially the same or equivalent parts will be described with the same reference numerals.

  Hereinafter, an information processing system 100 that is Embodiment 1 of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is an overall configuration diagram of an information processing system 100 according to the first embodiment. As shown in FIG. 1, the information processing system 100 is configured by connecting a terminal device 10 as an information collection device mounted on an automobile M as a moving body and a server 20 via a network NW. In FIG. 1, the automobile M is shown as an example of the moving body, but the moving body may be a moving body other than the automobile, such as a bicycle, a motorcycle, an airplane, a ship, or a moving person.

FIG. 2 shows a functional block diagram of the terminal device 10 and the server 20 of the information processing system 100. As shown in FIG. 2, in the information processing system 100, the server 20 and the terminal device 10 mounted in each of the plurality of automobiles M are connected so as to be communicable.
[Terminal Device 10]
Hereinafter, the terminal device 10 will be described. The terminal device 10 is mounted on the automobile M as described above. The terminal device 10 may be a part of the navigation system of the automobile M. Further, the terminal device 10 may be connected to the navigation system of the automobile M so as to be able to communicate information, and may be able to share information held by the navigation system and information acquired by the navigation system.

  The acceleration sensor 11 is, for example, a capacitance type or piezoresistive type acceleration sensor. The acceleration sensor 11 is, for example, a triaxial acceleration sensor. The GPS device 13 is a device configured to receive a signal (GPS signal) from a GPS (Global Positioning System) satellite.

  The communication unit 14 can communicate with the terminal device 10 mounted on the server 20 and another vehicle M via a network. The communication unit 14 includes, for example, a communication device that can transmit and receive various information to and from the server 20.

  The control unit 15 includes, for example, a CPU (Central Processing Unit) that performs arithmetic processing. The control unit 15 can control the operation of each unit of the terminal device 10 including the acceleration sensor 11, the GPS device 13, and the communication unit 14. Further, the control unit 15 can acquire information from the acceleration sensor 11 and the GPS device 13 and can acquire various information from the outside via the communication unit 14, and can perform processing such as analysis on the acquired information. It is.

  The travel information calculation unit 17 is one of functional blocks of the control unit 15. The travel information calculation unit 17 can calculate and acquire travel information including the speed, acceleration, and position of the automobile M from the signals of the acceleration sensor 11 and the GPS device 13 connected to the control unit 15. That is, the travel information calculation unit 17 can acquire the probe information of the automobile M.

  The acceleration and speed of the automobile M may be calculated and acquired based on, for example, an acceleration signal from the acceleration sensor 11 or a GPS signal from the GPS device. Further, the speed of the automobile M may be obtained by receiving supply of a vehicle speed pulse from the automobile M and calculating based on the vehicle speed pulse, for example.

  Further, the position of the automobile M may be acquired based on a GPS signal from a GPS device, for example. Further, the position of the automobile M may be calculated based on the attitude information of the automobile M from the gyro device or the vehicle speed information obtained from the vehicle speed pulse of the automobile M. The travel information calculation unit 17 may be able to acquire map information. That is, the position of the automobile M can be calculated and acquired by combining the map information with at least one of GPS information from the GPS receiver, attitude information of the automobile M from the gyro device, and vehicle speed information of the automobile M. May be.

  In the following embodiment, the travel information calculation unit 17 is an acceleration in the traveling direction or the front-rear direction (hereinafter also referred to as the X direction) of the automobile M and a lateral direction (hereinafter also referred to as the Y direction) perpendicular to the traveling direction. ) Will be described as being acquirable.

In the following description, the acceleration when accelerating in the traveling direction of the automobile M is a positive acceleration, and the acceleration when the automobile M is decelerated is a negative acceleration. The negative acceleration in the traveling direction is also referred to as deceleration. As for the lateral acceleration, the acceleration toward the left in the traveling direction will be described as a positive acceleration, and the acceleration toward the right in the traveling direction will be described as a negative acceleration.
[Server 20]
Next, the server 20 will be described. The communication unit 21 serving as an information acquisition unit is communicably connected to the communication unit 14 of the terminal device 10 mounted on each of the plurality of automobiles M via a network. For example, the communication unit 21 can receive travel information or probe information including the acceleration, speed, and position of the automobile M from the communication unit 14.

  The control unit 23 includes, for example, a CPU (Central Processing Unit) that performs arithmetic processing. The control unit 23 can control the operation of each unit of the server 20 including the communication unit 21. In addition, the control unit 23 can acquire various information from the outside via the communication unit 21 and perform processing such as analysis on the acquired information.

  The danger occurrence time specifying unit 25 is one of functional blocks of the control unit 23. The danger occurrence time specifying unit 25 determines whether or not a dangerous situation has occurred in the automobile M on which each terminal device 10 is mounted, based on the acceleration included in the travel information received by the communication unit 21. Further, when a dangerous situation occurs in the automobile M, the time point when the dangerous situation occurs, that is, the danger situation occurrence time point when the dangerous situation occurs is specified. A dangerous situation is, for example, a situation that is likely to cause an accident or a situation in which an accident has occurred. Moreover, the time when the dangerous situation occurs is, for example, the time when a factor that may cause an accident is encountered, or the time when an accident occurs.

  For example, when the acceleration (deceleration) in the traveling direction of the automobile M falls below a predetermined threshold (for example, −0.4 G), the danger occurrence time point specifying unit 25 determines that a dangerous situation has occurred. Then, the time point that falls below the threshold value is specified as the dangerous situation occurrence time point.

  For example, the danger occurrence time specifying unit 25 determines that a dangerous situation has occurred when the absolute value of the acceleration in the lateral direction of the automobile M exceeds a predetermined threshold (for example, 0.4 G). Then, the time when the threshold value is exceeded is specified as the danger situation occurrence time.

  The dangerous position specifying unit 27 is one of functional blocks of the control unit 23. The dangerous position specifying unit 27 specifies a dangerous point where a dangerous situation has occurred. The danger occurrence point specifies the danger occurrence point based on the information on the danger situation occurrence time specified by the danger occurrence time specifying unit 25 and the position information of the vehicle M included in the travel information received by the communication unit 21. . For example, the dangerous position specifying unit 27 specifies the position of the automobile M at the time of occurrence of the dangerous situation as the danger occurrence point.

  The dangerous situation specifying unit 28 as the dangerous situation information generating unit specifies an aspect of the dangerous situation or determines the seriousness of the dangerous situation based on the acceleration or speed information included in the traveling information of the automobile M. . When the danger occurrence time specifying unit 25 specifies the danger situation occurrence time, the danger situation specifying unit 28 determines a danger situation period which is a period including the danger situation occurrence time.

  The dangerous situation specifying unit 28 generates information on the dangerous situation based on the change in acceleration or speed of the automobile M during the dangerous situation period. For example, the danger information generation unit 28 identifies the aspect of the dangerous situation or determines the severity of the dangerous situation, and generates dangerous situation information including these results. The danger information specifying unit may determine the state of the driver of the automobile M, who is the driver of the moving object, in the dangerous situation, and generate dangerous situation information including the result. As the state of the driver, danger situation information including a degree of prediction of the dangerous situation of the driver, a margin in the dangerous situation, or a severity in the dangerous situation may be generated.

  For example, the dangerous situation identification unit 28 may determine a predetermined time before and after the occurrence of the dangerous situation as the dangerous situation period. Further, the dangerous situation period may be determined based on a change in acceleration or speed in the period before and after the occurrence of the dangerous situation.

  The dangerous situation specifying unit 28 generates dangerous situation information based on a change in acceleration or speed during the determined dangerous situation period. For example, the dangerous situation specifying unit 28 further divides the dangerous situation period into a plurality of periods. The dangerous situation specifying unit 28 may perform determination from different viewpoints in each of the divided periods that are the divided periods, and may generate dangerous situation information based on the determination.

  The storage unit 29 includes, for example, a hard disk, a flash memory, an SSD (Solid State Drive), a RAM (Random Access Memory), and the like, and can store information such as mobile body information received by the communication unit 21. The storage unit 29 can store threshold information used when the danger occurrence time specifying unit 25 determines the danger situation occurrence time. In addition, the storage unit 29 can store information serving as a reference when the dangerous situation specifying unit 29 determines the seriousness of the dangerous situation. The storage unit 29 can store map information and the like.

Further, the storage unit 29 can store the determination results of the danger occurrence time point specifying unit 25, the dangerous position specifying unit 27, and the dangerous situation specifying unit 28.
[Determination of severity of dangerous situation]
Hereinafter, the determination of the severity of the dangerous situation will be described.

<Identification of the occurrence point of a dangerous state>
FIG. 3 is a graph showing an example of changes in speed and acceleration of the automobile M when a dangerous situation occurs in the automobile M, that is, when the automobile M or a driver thereof faces the dangerous situation. In FIG. 3, the vertical axis represents the speed V and acceleration G in the traveling direction of the automobile M, and the horizontal axis represents time t. The acceleration graph is indicated by a solid line, and the velocity graph is indicated by a broken line. The graph shown in FIG. 3 is a graph that assumes a situation where, for example, an obstacle that suddenly entered the field of view on a road with poor visibility was avoided.

  In FIG. 3, the threshold value of acceleration at which the danger occurrence point identifying unit 25 determines that a dangerous situation has occurred in the automobile M is shown as a threshold G (th1). In other words, the dangerous position specifying unit 27 determines that a dangerous situation has occurred in the automobile M when the acceleration falls below the threshold value G (th1). In FIG. 3, the initial speed V (o) is the speed at the start point of the period determined as the dangerous situation period by the dangerous situation specifying unit 28.

  In the situation of FIG. 3, the time point t1 is a timing at which the acceleration G falls below the threshold value G (th1). Therefore, the danger occurrence point identifying unit 25 determines that a dangerous situation has occurred in the automobile M. If the danger occurrence time point specifying unit 25 determines that a dangerous situation has occurred, the danger occurrence time point specifying unit 25 specifies the time point t1 as the danger occurrence time point.

<Determination of the period of danger occurrence and Category 1 of the period>
When the danger occurrence time specifying unit 25 specifies the danger occurrence time t1, the danger situation specifying unit 28 determines a danger occurrence period that is a period including the danger occurrence time t1. The danger occurrence period may be a predetermined time before and after the danger occurrence time t1. In this example, a case will be described as an example where the danger situation identifying unit 28 sets the danger occurrence period from the time point t2 to the time point t3.

  When the dangerous situation specifying unit 28 determines the dangerous occurrence period, the dangerous situation specifying unit 28 divides the dangerous occurrence period into three periods: a pre-action period A, a risk avoidance period B, and a post-action period C.

  The pre-action period A is, for example, a period from time t1 to time t4 when the deceleration exceeds a predetermined threshold (G (th2) in the figure) that can be determined as deceleration that can be determined as deceleration that does not depend on the foot brake. It is. That is, the pre-action period A is a period during which the vehicle travels at the same speed as the start time of the danger occurrence period or a deceleration that does not depend on foot brakes such as an engine brake that occurs when the driver releases the accelerator. It is.

  The danger avoidance period B is a period from the time point t4 to the time point t5 when the deceleration becomes maximum, that is, the time point t5 when the acceleration becomes a negative maximum value. In other words, in the danger avoidance period B, it is estimated that the driver recognized an obstacle or an oncoming vehicle (t4), stepped on the foot brake, took the avoidance action (t4 to t5), and finished taking the avoidance action (t5). It is a period.

  The post-action period C is a period from time t5 when the deceleration becomes maximum to time t3 that is the end point of the danger occurrence period. In other words, the post-action period C is a period estimated as a period in which the driver returns to the normal driving state again after avoiding the danger.

<Determining severity based on evaluation in each period>
Depending on the acceleration and speed of the pre-action period A, for example, it is determined whether the driver has been able to foresee the danger. This determination is made based on, for example, whether or not there has been a deceleration by the end time t4 of the pre-action period A, and if there has been a deceleration, how long before the time t4 the deceleration has occurred. If there is no deceleration before time t4, the driver cannot predict the danger, and the severity is determined to be the highest in the prior action period A. In addition, when deceleration occurs before time t4, it is determined that the later the deceleration start time is, the harder it is to predict and the lower the degree of prediction. If the degree of foreseeing is low, it may be determined that the degree of seriousness is high. Thus, for example, in the case of a point where many dangerous situations with low predictability occur, it is estimated that the point needs to be alerted to the driver.

  Depending on the acceleration and speed of the danger avoidance period B, for example, it is determined how much room there is in the danger avoidance action, that is, the allowance for the avoidance action. This determination is performed based on, for example, the length of time from time t4 to time t1 and the magnitude of jerk. In other words, the margin of the avoidance action is determined based on the length of time from when the driver recognizes the danger and starts the avoidance action until the end of the avoidance and the magnitude of jerk during deceleration during the avoidance action. In this determination, as the time from time t4 to time t1 is shorter, it is determined that there is no margin and the severity is higher. Further, it is determined that the greater the jerk in deceleration, the less the margin and the higher the severity.

  Depending on the acceleration and speed of the post-action period C, for example, it is determined how much the driver who has entered the dangerous state is shocked with respect to the dangerous state, that is, the degree of shock with respect to the dangerous state. This determination is made based on, for example, the time from the time point t1 until acceleration is performed again and the magnitude of acceleration during the acceleration. That is, the degree of shock with respect to the dangerous state is determined by the time until the driver finishes the avoidance action, recovers his mind and starts acceleration, and the degree of acceleration at that time. In this determination, it is determined that the longer the time from the time t1 to the start of reacceleration, the greater the degree of shock and the higher the severity. In this determination, it is determined that the smaller the acceleration during acceleration, the greater the degree of shock and the higher the severity.

  The danger situation specifying unit 28 can determine the seriousness of the dangerous state by determining the seriousness in the prior action period A, the danger avoidance period B, and the subsequent action period C. This determination may be performed, for example, by assigning a score to the severity in each period and evaluating it by obtaining the total score.

  As described above, by obtaining the severity level, for example, a point where a large number of serious danger situations occur is set as a point that may lead to a serious accident, and information on the point is used for notification. It can be used for road maintenance.

<Considerations for determining the severity based on evaluation during the entire risk occurrence period>
In addition to determining the severity of each period, the driving situation or risk avoiding method in the danger avoidance period and the periods before and after it can be determined by looking at the acceleration and speed in the entire danger occurrence period, or the lateral acceleration. By guessing, the guess may be taken into consideration in determining the severity.

  For example, in the danger avoidance period B, whether or not the vehicle M was laterally accelerated by looking at whether or not the emergency brake was handled only by the sudden brake, the sudden brake and the sudden handle, or the sudden handle only. Can be guessed. Thus, for example, it is possible to evaluate that the severity is the highest in the case of dealing with sudden braking and sudden steering.

  Further, for example, when the vehicle stops as it is after sudden braking in the danger avoidance period B, the severity is very high regardless of the determination of the severity in the prior action period A, the danger avoidance period B, and the subsequent action period C. It is possible to make an evaluation.

  Further, when the rush acceleration during the sudden braking in the risk avoidance action A is not so large and the braking duration is relatively long, it is possible to predict that the dangerous situation is foreseen and the degree of foreseeing is high. is there. In this case, it can be evaluated that the degree of seriousness is low because the degree of prediction is high.

  Further, in the danger avoidance action A, it is possible to evaluate that the dangerous situation is foreseen and the degree of foreseeing is high even when the deceleration is attenuated gently during sudden braking. In this case as well, it is possible to evaluate that the degree of seriousness is low because the degree of prediction is high.

[Specification of dangerous situation mode]
The dangerous situation specifying unit 28 specifies the situation of the dangerous situation or the cause of occurrence of the dangerous situation based on the travel information including the acceleration of the automobile M transmitted from the terminal device 10 mounted on the different automobile M at the same point. It is also possible to do. In addition, it is possible to raise the specific precision of the aspect of a dangerous situation by using the driving information which further includes the speed and position of the automobile M. For example, the aspect of the dangerous situation may include a factor of occurrence of the dangerous situation.

  When this specification is performed, the danger occurrence period is divided into a plurality of periods in a manner different from the above-described determination of the severity.

<Determination of danger occurrence period and Category 2 of the period>
Similarly to the determination of the severity of the dangerous situation, when the dangerous occurrence time specifying unit 25 specifies the dangerous occurrence time t1, the dangerous situation specifying unit 28 determines a dangerous occurrence period that includes the dangerous occurrence time t1. The danger occurrence period may be a predetermined time before and after the danger occurrence time t1. In this example, a case will be described as an example where the danger situation identifying unit 28 sets the danger occurrence period from the time point t2 to the time point t3.

  When the dangerous situation specifying unit 28 determines the dangerous occurrence period, the dangerous situation specifying unit 28 includes the preliminary action period A, the dangerous avoidance period B and the recovery period D, and the avoidance including the dangerous avoidance period B and the recovery period. It is divided into four periods of the entire action period E.

  The pre-action period A is, for example, a predetermined threshold value (G (th2) in the figure) that can be determined as a deceleration that can be determined as a deceleration that does not depend on the foot brake from the time point t1, as in the case of the determination of the severity described above. This is the period up to time t4 when the deceleration exceeds. In other words, the pre-action period is a period when the vehicle is traveling at the same speed as the start of the danger occurrence period, or a deceleration that does not depend on foot brakes such as an engine brake that occurs when the driver releases the accelerator occurs. is there.

  The danger avoidance period B is a period from the time point t4 to the time point t5 at which the deceleration becomes maximum, that is, the time point t5 at which the acceleration reaches a negative maximum value, as in the case of the severity determination described above. In other words, during the danger avoidance period, it is estimated that the driver recognized an obstacle or an oncoming vehicle (t4), stepped on the foot brake, took the avoidance action (t4 to t5), and finished taking the avoidance action (t5). It is a period.

  The recovery period D is a period from the time t6 when the acceleration turns positive after the avoidance action is completed (t5) to the time t3 that is the end point of the danger occurrence period. That is, the recovery period D is a period during which the driver starts acceleration again after avoiding the danger and then returns to the normal driving state, that is, a period estimated to be a recovery period from the danger avoidance action to the normal driving. is there.

  The entire avoidance action period E is the end point of the danger avoidance period from the time point t4 when the deceleration exceeds a predetermined threshold (G (th2) in the figure) that can be determined as a deceleration that can be determined as a deceleration that does not depend on the foot brake. This is the period up to t3. The entire avoidance action period E includes a danger avoidance period B and a recovery period D. That is, the entire avoidance action period E is a period from the start of the risk avoidance action to the end of recovery from the risk avoidance.

<Knowledge obtained in each period>
-Knowledge acquired in prior action period A As mentioned above, in prior action period A, it can be judged whether the driver was able to foresee danger, for example according to the acceleration and speed of prior action period A. This determination can be made, for example, depending on whether or not there has been a deceleration by the end time t4 of the pre-action period A, and if there has been a deceleration, how long before the time t4 the deceleration has occurred. If there is no deceleration before time t4, it is determined that the driver is unable to foresee the danger and the severity in the dangerous situation is high. Also, if there is deceleration before time t4, it can be determined that the later the deceleration start time is, the more difficult it is to predict a dangerous situation and the higher the severity.

  The severity can be estimated at the final speed in the prior action period A.

-Knowledge obtained in the danger avoidance period B As described above, depending on the acceleration and speed of the danger avoidance period B, for example, it is possible to determine how much margin is available for the risk avoidance action, that is, the margin for the avoidance action. This determination can be made based on, for example, the length of time from the time point t4 to the time point t1 and the jerk. In other words, the margin of the avoidance action can be determined based on the length of time from when the driver recognizes the danger and starting the avoidance action until the end of the avoidance and the magnitude of jerk during deceleration during the avoidance action. In this determination, as the time from the time point t4 to the time point t1 is shorter, it can be determined that there is no margin and the severity is higher. Further, it can be determined that the greater the jerk in deceleration, the less the margin and the greater the severity.

Knowledge obtained in the recovery period D Depending on the speed and acceleration of the recovery period D, for example, how much the driver who has entered the dangerous state has received a shock to the dangerous state, that is, the degree of shock to the dangerous state is determined. . This determination can be made based on, for example, the time from the time point t1 until acceleration is performed again and the magnitude of acceleration during the acceleration. That is, the degree of shock with respect to the dangerous state can be determined based on the time until the driver finishes the avoidance action, recovers his mind, and starts acceleration, and the degree of acceleration at that time. In this determination, it is determined that the longer the time from the time t1 to the start of reacceleration, the greater the degree of shock and the higher the severity. In this determination, it can be determined that the smaller the acceleration during acceleration, the greater the degree of shock and the higher the severity.

-Knowledge obtained in the entire avoidance action period E Depending on the speed and acceleration of the entire avoidance action period E, a method for avoiding danger can be determined. For example, by determining whether the lateral acceleration is equal to or greater than a certain threshold, it is determined whether the danger has been avoided by sudden braking or sudden steering alone or by both sudden braking and sudden steering. obtain. In addition, the vehicle stopped immediately after sudden braking, the speed of entry to the point of occurrence of danger, the minimum speed during the entire avoidance action period E, the time required for recovery, the magnitude of acceleration during recovery, and the smoothness of acceleration (the jerk Can be used to identify risk avoidance methods.

  Further, it is possible to estimate the degree of foreseeing for a dangerous situation from the magnitude and duration of sudden braking in the entire avoidance action period E or the time series profile of sudden braking. For example, if there is a tendency that the deceleration of sudden braking is not so large and the duration of sudden braking is long, it can be determined that the predictability is relatively high. Further, for example, in the sudden braking profile, it can be determined that the degree of prediction is relatively high even when the magnitude of the deceleration is moderately attenuated. In the entire avoidance action period E, when the speed becomes 0, that is, when the automobile M stops, it can be determined that the severity is high.

  Basically, it is possible to specify the state of the dangerous situation based on the prior action period A, the danger avoidance period B, and the recovery period D. By adding the analysis of the whole avoidance action period E to the analysis of these three periods, it is possible to further improve the accuracy of specifying the aspect of the dangerous situation or the occurrence factor.

<Determination example of dangerous situation>
-Avoidance of a frontal collision FIG. 4 is a schematic diagram showing the movement of the automobile M when avoiding a frontal collision. FIG. 5 shows a graph of an example of a speed change of the automobile M when avoiding a frontal collision. As shown in FIG. 4, when the driver detects the danger of a frontal collision and avoids it, the avoidance action is often performed after a while after viewing the oncoming vehicle in front. Further, in the avoidance action, the steering wheel is often turned to the outside of the road, that is, leftward and stopped.

  Therefore, when such a dangerous state in which a frontal collision is likely to occur occurs, as shown in FIG. 5, there is a deceleration between time t2 and time t4, which is the preliminary action period A, and the entire avoidance action after time t4. In many cases, travel information indicating a change in acceleration or a change in speed such that the vehicle suddenly decelerates and stops in period E is acquired.

  Therefore, when the travel information indicating the speed change or the acceleration change as shown in FIG. 5 is acquired, it may be specified that the aspect of the dangerous situation that has occurred in the automobile M at the point is the avoidance of the frontal collision. . Moreover, you may identify that the generation | occurrence | production factor of a dangerous situation is a frontal collision.

  When travel information indicating a speed change as shown in FIG. 5 is acquired from the vehicle M approaching from the direction facing the same point, the danger situation that has occurred in the vehicle M at the point is a frontal collision. Therefore, the reliability of the determination that it was the avoidance of the situation will be increased. Further, when traveling information indicating acceleration in the left direction (positive acceleration) in the lateral direction is acquired from each of the vehicles M approaching from the direction facing the same point, the frontal collision is avoided. This further increases the reliability of the determination. In the determination, it is not always necessary to use the traveling information at the same time. For example, in a place where a dangerous situation is likely to occur, traveling information of the automobile M traveling in directions opposite to each other at different times may be used.

-Avoidance of encounter collision FIG. 6 is a schematic diagram showing the movement of the automobile M when avoiding the encounter collision. FIG. 7 shows a graph of an example of a change in the speed of the automobile M when an encounter collision is avoided. As shown in FIG. 6, when the driver detects and avoids the danger of a head-on collision at an intersection with poor visibility, an avoidance action is performed as soon as the oncoming vehicles are visually recognized. Further, in avoidance behavior, the handle is often turned and stopped in opposite directions.

  Therefore, when such a dangerous situation in which an encounter collision is likely to occur, as shown in FIG. 7, there is no deceleration between time t2 and time t4, which is the prior action period A, and sudden deceleration is performed after time t4. In many cases, travel information indicating a change in acceleration or a speed change that stops is acquired.

  Therefore, when travel information indicating speed change or acceleration change as shown in FIG. 7 is acquired from the car M approaching the same point from a direction having an angle of 90 ° or the like, the car at the point is obtained. It may be determined that the dangerous situation that has occurred in M was the avoidance of a head-on collision. In addition, in the lateral direction, when the traveling information indicating the acceleration in a direction with an angle of 90 ° or the like is acquired in the two cars M at the same time, the reliability of the determination that the encounter collision is avoided. The nature will increase.

In the determination, it is not always necessary to use the traveling information at the same time. For example, in a place where a dangerous situation is likely to occur, traveling information of the automobile M that is traveling in directions with an angle such as 90 ° at different times may be used.
-Further analysis By adding other information to the above-described traveling information such as speed and acceleration, it is possible to more specifically or accurately specify the state of the dangerous situation or the generation factor. Further, by adding other information to the traveling information such as the speed and acceleration described above, it is possible to analyze further danger situations.

  For example, when traveling on a route bus, it is possible to identify the factor of the dangerous situation depending on whether or not the route bus is operating. Further, when the vehicle is traveling around a commercial (public) facility, it is possible to identify the factor of the danger situation depending on whether the commercial (public) facility is within business hours. In the winter, slipping due to freezing is added to the factor of the dangerous situation.

  In addition, various analyzes are possible by using the time zone, day of the week, month, and the like when the dangerous situation occurred as information. For example, whether there is a difference in the incidence of dangerous situations depending on the day of the week, whether there is a difference in the incidence of dangerous situations between commuting hours and other times, or whether there is a difference in the incidence of dangerous situations between holidays and weekdays Various analyzes are possible.

<Correction of determination of occurrence of dangerous state>
The dangerous situation specifying unit 28 determines whether or not the danger occurrence time specifying unit 25 has determined that the dangerous state has occurred by looking at the acceleration and speed in the entire danger occurrence period or the acceleration in the lateral direction. It is also possible.

・ Sudden deceleration by engine brake For example, when there is a deceleration exceeding a threshold G (th1) that is considered to be generated by engine braking due to a shift down in the danger avoidance period B, for example, after a sudden large deceleration is detected When the deceleration is gradually attenuated, it can be determined that a dangerous state has not occurred.

・ Sudden deceleration due to right or left turn For example, after sudden deceleration, the direction of travel is greatly changed, and the fact that the vehicle is traveling as it is is based on lateral acceleration or information from a gyro device (not shown) mounted on the automobile M. If recognized, it may be determined that the deceleration is a deceleration for turning right or left. That is, it is possible to determine that the dangerous situation has not occurred even if the danger occurrence time point specifying unit 25 makes an erroneous determination due to deceleration for turning right or left.

・ Sudden deceleration due to a red signal For example, in the danger avoidance period B, if there is a deceleration exceeding a threshold G (th1) that seems to have occurred due to a stop due to a red signal, it is determined that a dangerous situation has not occurred. Is also possible. For example, after accelerating with a yellow light, suddenly decelerating in time and presuming that the vehicle stopped with a red light, a large deceleration is detected after sudden acceleration, and acceleration and speed changes that stop thereafter are detected. If there is, it can be determined that the dangerous state has not occurred. Moreover, you may utilize the map information etc. which show the positional information on a traffic light.

・ Sudden deceleration due to rolling operation For example, in the danger avoidance period B or the danger occurrence period, if there is a deceleration exceeding the threshold G (th1) that seems to have occurred due to the rolling operation, it is determined that no dangerous situation has occurred. It is also possible to do. For example, it may be determined that a dangerous situation has not occurred if there is an acceleration and speed change that causes a large sudden acceleration after repeated small rapid acceleration and rapid deceleration and then recovers the speed with a large acceleration. Is possible.

Others Consider a case where the terminal device 10 is equipped with or connected to a camera that captures the front of the automobile M. When it is recognized from the information of the camera that the center line of the lane in which the car M is running has changed from a yellow line to a white line during the danger occurrence period, it is determined that a danger situation has occurred. It is possible to determine that a dangerous situation has not occurred because the change in acceleration that has occurred is due to overtaking.

In addition, if it is determined from the camera information or map information that the change in acceleration that caused the determination of the occurrence of a dangerous situation has occurred when passing through a railway crossing or toll booth, It can be determined that no situation has occurred.
[Danger status judgment routine]
FIG. 8 shows a dangerous situation determination routine R1 executed by the server 20. First, in step S <b> 11, the communication unit 14 receives mobile body information including the acceleration and speed of the automobile M. The mobile body information may be continuously transmitted from the communication unit 14 of the terminal device 10, for example, and may be continuously received by the communication unit 21. In addition, mobile unit information for a certain period may be collected and periodically transmitted from the communication unit 14 of the terminal device 10. Moreover, when the communication status of the terminal device 10 mounted on the automobile M is good, the mobile body information may be transmitted collectively.

  In step S12, the danger occurrence time specifying unit 25 acquires acceleration from the received moving body information, and determines whether or not a danger situation has occurred in the automobile M on which the terminal device 10 is mounted based on the acceleration. To do. This determination is made by determining whether or not the received acceleration has changed beyond a predetermined threshold.

  In step S12, when the danger occurrence time point specifying unit 25 determines that the acceleration does not change beyond the threshold value, that is, no danger situation has occurred in the automobile M (step S12: NO), step S11 is executed again. The

  If it is determined in step S12 that the acceleration has changed beyond the threshold value, that is, a dangerous situation has occurred in the automobile M (step S12: YES), in step S13, the danger occurrence time specifying unit 25 Identify the point of danger, which is the point at which the dangerous situation occurs. In the identification of the danger occurrence time, as described above, for example, the time when the negative value of acceleration becomes maximum, that is, the time when the deceleration of the vehicle M becomes maximum is specified as the danger occurrence time. After step S13 ends, the process proceeds to step S14.

  In step S <b> 14, the dangerous position specifying unit 27 specifies a danger occurrence point that is a point where a dangerous situation has occurred. As described above, for example, the dangerous position specifying unit 27 specifies the position of the automobile M at the time of occurrence of the dangerous situation as the danger occurrence point. After step S14 ends, the process proceeds to step S15.

  In step S15, the danger situation specifying unit 28 determines the danger occurrence period including the danger occurrence time point, and acquires information on the acceleration and speed of the automobile M during the danger occurrence period. The dangerous situation specifying unit 28 uses the information on the acceleration or speed of the automobile M during the danger occurrence period to determine the severity of the dangerous situation. As described above, this danger occurrence period may be, for example, a predetermined time before and after the danger occurrence time. Further, the danger occurrence section may be determined based on a change in acceleration. After completion of step S15, the process proceeds to step S16.

  In step S <b> 16, the danger situation specifying unit 28 divides the danger occurrence period into three periods of a pre-action period A, a risk avoidance period B, and a post-action period C for determination of the severity. This classification is performed based on the change in acceleration in the traveling direction of the automobile M as described above. In step S16, the risk occurrence section is further divided into a recovery period D and an avoidance action overall period E in order to specify the state of the dangerous situation. After step S16 ends, the process proceeds to step S17.

  In step 17, the severity of the dangerous situation is determined based on changes in acceleration and speed during the three periods of the pre-action period A, the danger avoidance period B, and the post-action period C. As described above, the determination of the severity may be performed by determining the severity in each period based on the change in the acceleration and the speed in each period and integrating the determinations.

  For example, as described above, in the prior action period, the degree of prediction of the dangerous situation may be determined from the acceleration and speed of the period, and the degree of seriousness may be determined based on the degree of prediction. Further, for example, during the danger avoidance period, a margin for the danger avoidance behavior may be determined from the acceleration and speed of the engine, and the severity may be determined based on the margin. Further, for example, in the post-action period, the degree of shock with respect to the dangerous state may be determined from the acceleration and speed during the period, and the degree of seriousness may be determined based on the degree of shock.

  In the determination of the severity, the dangerous situation identification unit 28 may perform the evaluation by, for example, assigning a score to the severity in each period and obtaining the total score. After step S17 ends, the process proceeds to step S18.

  In step S18, the state of the dangerous situation or the occurrence factor is specified based on the preliminary action period A, the danger avoidance period B, the recovery period D, and the avoidance action whole period E. As described above, the aspect of the dangerous situation is specified by analyzing the aspect of acceleration change or speed change in each period.

  As described above, the identification of the dangerous situation mode may be performed only by analyzing the prior action period A, the danger avoidance period B, and the recovery period D. Furthermore, by adding an analysis to the entire avoidance action period E, the specific accuracy of the aspect of the dangerous situation can be improved. After the end of step S18, the step proceeds to S19.

  In step S19, dangerous situation information including the danger occurrence point identified in step S14, the severity determined in step S17, and the dangerous situation aspect identified in step S18 is generated, and the generated dangerous situation information is generated. Is stored in the storage unit 29. After step 19 ends, routine R1 ends.

  In step S17 or step S18, whether or not it is erroneously determined that the dangerous situation has occurred by the danger occurrence time identifying unit 25 other than the determination of the severity of the dangerous situation and the identification of the state and factor of the dangerous situation. Other determinations such as determinations can also be made. In this case, in step S19, the determination of the severity of the dangerous situation made in step S17 and the judgment or specific result other than the identification of the state or occurrence factor of the dangerous situation made in step S18 can also be stored in the storage unit 29. .

  As described above, according to the information processing system 100 including the terminal device 10 and the server 20 according to the present embodiment, the severity of a dangerous situation occurring in the moving body is determined from the probe information such as the speed of the moving body. It is possible to identify the situation or the cause of the dangerous situation that has occurred in the moving object. In the dangerous situation determination routine R1, the determination of the severity of the dangerous situation and the identification of the dangerous situation are performed in steps S17 and S18, respectively. However, when only the determination of the severity of the dangerous situation or the identification of the aspect of the dangerous situation or the occurrence factor is required, step S17 or S18 as necessary may be omitted. Further, the order of the processes in steps S17 and S18 may be reversed.

  In addition, according to the information processing system 100 including the terminal device 10 and the server 20 according to the present embodiment, the aspect or occurrence factor of the dangerous situation that has occurred in the moving body is identified from the probe information such as the speed of the moving body. Is possible.

  According to the information processing system 100 including the terminal device 10 and the server 20 according to the present embodiment, the severity level of the dangerous situation obtained from the probe information such as the speed of the moving object and the point where the dangerous situation occurs are included. Information is accumulated in the storage unit. The driver who drives the vehicle can avoid the dangerous situation by obtaining the information on the dangerous position estimated by the information processing system of the present embodiment in advance, and can also avoid the dangerous situation. Even if it occurs, it becomes possible to cope with a margin.

  In addition, by combining the information of the point where the dangerous situation specified by the information processing system of this embodiment is combined with other information such as time zone and direction, local governments can effectively perform road maintenance. Become. For example, if it is determined that the brakes are sudden due to the West, such as sudden braking that is progressing westward, local governments should take measures such as revising the position of the traffic lights and the shade of the traffic lights. Can do. In addition, for example, when a dangerous situation occurs only in a season when trees are overgrown, it is possible to improve the occurrence of the dangerous situation by performing logging or the like.

  Further, in the information processing system of the present embodiment, information on the point where the dangerous situation has occurred is stored and accumulated in the storage unit as needed. Therefore, since the information is frequently updated, it is easy to verify the effect when measures for improving the occurrence of the dangerous situation are taken.

  In addition, when measures are taken to improve the occurrence of dangerous situations, the dangerous position may move to another position. However, according to the dangerous position estimation system of this embodiment, the movement of the dangerous position is clearly identified. Can be verified, and the verification becomes easy. Further, by accurately estimating the dangerous position, it helps to estimate the factor (occurrence cause) of the dangerous situation.

  In the first embodiment, the server device 20 has been described as having the danger occurrence point specifying unit 25, the dangerous position specifying unit 27, and the dangerous situation specifying unit 28. You may have. That is, the server device may have a communication unit and a storage unit.

  Further, the terminal device 10 may have the function of the server device 20. That is, for example, the terminal device 10 has a danger occurrence time point specifying unit 25, a dangerous position specifying unit 27, a dangerous situation specifying unit 28, and a storage unit 29, and other terminal devices and Wi-Fi (registered trademark), etc. It is good also as a structure which performs the short-distance wireless communication of this, acquires the probe information of another vehicle, and determines the severity of the said dangerous situation or the factor of a dangerous situation based on the acquired probe information.

  The series of processes described in the above embodiments can be performed by computer processing according to a program stored in a recording medium such as a ROM.

DESCRIPTION OF SYMBOLS 10 Terminal apparatus 11 Acceleration sensor 13 GPS apparatus 14 Communication part 15 Control part 17 Traveling information calculation part 20 Server apparatus 21 Communication part 23 Control part 25 Hazard occurrence point specific part 27 Hazardous position specific part 28 Hazardous situation specific part 29 Storage part 100 Information Processing system

Claims (10)

An information acquisition unit for acquiring travel information including the speed or acceleration of the moving object;
A danger occurrence point identifying unit that identifies a danger occurrence point that is a point in time when a dangerous situation has occurred in the moving object based on the speed or acceleration of the moving object included in the acquired travel information;
A danger situation information generating unit that generates danger situation information that is information related to the dangerous situation based on a temporal change in speed or acceleration of the moving object in a danger occurrence period that is a period including the danger occurrence time point;
An information processing apparatus comprising:   2. The information according to claim 1, wherein the dangerous situation information generation unit generates dangerous situation information including information related to the dangerous situation mode based on a temporal change in speed or acceleration of the moving body. Processing equipment.   The dangerous situation information generation unit generates dangerous situation information including information on a state of a driver of the moving object in the dangerous situation based on a time change of the speed or acceleration of the moving object. The information processing apparatus according to claim 1 or 2.   The danger situation information generation unit extracts three segment periods from the danger occurrence period based on the acceleration of the mobile object, and based on a time change of the acceleration of the mobile object in the first segment period among the segment periods. And determining whether or not the driver of the mobile object has foreseen the dangerous situation, and based on the time change of the acceleration of the mobile object in the second divided period of the divided periods, the driver The degree of margin from sensing the situation to avoiding the dangerous situation is determined, and based on the time change of the acceleration of the moving body in the third division period of the division period, depending on the dangerous situation 4. The degree of psychological damage received by the driver is determined, and the danger situation information is generated based on the determination regarding the three division periods. The information processing apparatus according to one or Re.   The acceleration of the moving body includes a traveling direction acceleration that is an acceleration in a traveling direction of the moving body and a lateral acceleration that is an acceleration in a direction having an angle with respect to the traveling direction, and the danger situation information generation unit includes: The information processing apparatus according to claim 1, wherein the danger situation information is generated based on the traveling direction acceleration and the lateral direction acceleration.   When the danger occurrence time specifying means specifies the danger occurrence time, the danger situation information generation unit determines whether the identification of the danger occurrence time is incorrect based on a road situation around the moving object at the danger occurrence time. 6. The information processing apparatus according to claim 1, wherein the information processing apparatus determines whether or not.   7. The danger occurrence time specifying means determines that the dangerous situation has occurred when the acceleration of the moving body changes beyond a certain threshold value. The information processing apparatus described. An information acquisition unit acquiring travel information including speed or acceleration of the moving body;
A step of identifying a danger occurrence time, wherein the danger occurrence time identifying unit is a time when a dangerous situation has occurred in the moving object based on the speed or acceleration of the moving object included in the acquired travel information;
A dangerous situation information generating unit generating dangerous situation information that is information relating to the dangerous situation based on a temporal change in speed or acceleration of the moving body in a dangerous occurrence period that is a period including the danger occurrence time;
An information processing method comprising: Acquiring in the computer travel information including the speed or acceleration of the moving object;
Identifying a danger occurrence time point, which is a time point when a dangerous situation occurs in the mobile object based on the speed or acceleration of the mobile object included in the acquired travel information;
Generating dangerous state information that is information relating to the dangerous situation based on a temporal change in speed or acceleration of the moving object in a dangerous occurrence period that is a period including the dangerous occurrence point;
A program for running Acquiring in the computer travel information on the speed or acceleration of the moving object;
Identifying a danger occurrence time point, which is a time point when a dangerous situation occurs in the mobile object based on the speed or acceleration of the mobile object included in the acquired travel information;
Generating dangerous state information that is information relating to the dangerous situation based on a temporal change in speed or acceleration of the moving object in a dangerous occurrence period that is a period including the dangerous occurrence point;
A computer-readable storage medium carrying a program for executing

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