JP2020135674A - Traffic risk information output system and traffic risk information output program - Google Patents

Abstract

To provide a traffic risk information output system and a traffic risk information output program for reducing traffic accidents.SOLUTION: A traffic risk information output system 1 includes: an acquisition section 31 for acquiring travel information including position information of a general vehicle 2a; a storage section 32 which extracts at least one traffic rule applied to the position information from traffic rules managed on the basis of an address or a latitude and a longitude, determines whether presence or absence of violation of a sample vehicle 2a on the basis of the extracted traffic rule and the travel information, and creates and stores statistical information in which the presence or absence of violation obtained from a plurality of sample vehicles 2a is associated with each position information; a first receiving section 33 for receiving a request of traffic risk information related to a predetermined point; a first control section 34 for extracting information related to the predetermined point from statistical information; an output section 35 for outputting the extracted information as traffic risk information.SELECTED DRAWING: Figure 4

Description

The present invention relates to a traffic risk information output system for reducing traffic accidents and a traffic risk information output program.

In recent years, a traffic safety management system that determines sudden acceleration or sudden steering using an acceleration sensor has been known (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2019-22022

By the way, in recent years, reverse driving of elderly people and driving in a tilted manner have become social problems, and there is an urgent need to comply with the Road Traffic Act and prevent dangerous driving.

However, although the system using the acceleration sensor can determine the driving condition, it does not determine the compliance with the Road Traffic Act that leads to a serious accident. In addition to violating the Road Traffic Act by oneself, serious accidents often occur due to the violation of the Road Traffic Act of the other party. From the experience of analyzing accidents so far, it is known that overconfidence that "the other party will not violate" causes a serious accident. Therefore, in order to control accidents, it is important to know not only one's awareness of compliance with the Road Traffic Act but also the state of another person's violation of the Road Traffic Act.

Therefore, the present invention provides a traffic risk information output system and a traffic risk information output program that can contribute to the reduction of traffic accidents by detecting points where violations of the Road Traffic Act are likely to occur with high accuracy. It is an object.

The present invention includes an acquisition unit that acquires traveling information including the position information of a general vehicle, and at least one or more traffic rules that are applied to the position information from among traffic rules managed based on the address or latitude / longitude. It is extracted, the presence or absence of the violation of the general vehicle is determined based on the extracted traffic rule and the traveling information, and statistical information is created in which the presence or absence of the violation obtained from a plurality of general vehicles is associated with each position information. A storage unit that accumulates information, a first receiving unit that receives a request for traffic risk information related to a predetermined point, and a first control unit that extracts information related to the predetermined point from the statistical information. Provided is a traffic risk information output system characterized by including an output unit that outputs the extracted information as the traffic risk information.

With such a configuration, the driver of the target vehicle can grasp the risk of a traffic accident in the vicinity.

Further, it is preferable that the traffic risk information indicates the frequency of violations occurring within a predetermined range including the predetermined point for each type of violation.

With such a configuration, the driver of the target vehicle can easily grasp which type of traffic violation / accident is likely to occur in which vicinity.

Further, when the frequency of the violation in the predetermined range exceeds a predetermined threshold value, the first control unit determines that the predetermined range is a violation frequent occurrence zone, and the output unit determines the violation frequent occurrence zone. It is preferable that the traffic risk information corresponding to the above is output separately from other traffic risk information.

With such a configuration, it is possible to easily grasp the areas where traffic violations and traffic accidents are particularly likely to occur.

Further, the storage unit stores the latitude / longitude information of the accident-prone area where traffic accidents actually occur frequently, and the first control unit stores the latitude / longitude information of the violation-prone area. When the distance to the latitude / longitude information of the zone is less than or equal to a predetermined value, the violation-prone zone or the zone from the violation-prone zone to the accident-prone zone is determined as a caution zone, and the output unit determines the caution zone. It is preferable to output the traffic risk information corresponding to the caution zone separately from other traffic risk information.

With such a configuration, it is possible to encourage the driver to comply with traffic rules in a caution zone that is likely to lead to a traffic accident.

Further, the storage unit stores the violation history of the driver of the target vehicle in the violation-prone zone, and the first control unit stores the target vehicle approaching the violation-prone zone. When it is determined that the violation history satisfies a predetermined condition, it is preferable that the first output unit outputs the first alert information as a part of the traffic risk information.

With such a configuration, it is possible to call attention to the driver in a zone where the driver of the target vehicle is likely to cause a traffic violation.

Further, the first receiving unit can receive the driver identifier and the position information in real time from the target vehicle and other vehicles around the target vehicle, respectively, and the storage unit is the driver corresponding to the driver identifier. When the information is stored and the first control unit determines that the target vehicle is approaching the violation-prone zone and the other vehicle exists within a predetermined range from the target vehicle, the other vehicle The trouble risk is determined based on the driver information corresponding to the driver identifier of the vehicle, and when the trouble risk is equal to or higher than a predetermined value, the first output unit uses the second alert information as a part of the traffic risk information. It is preferable to output.

With such a configuration, it is possible to call attention in consideration of the situation of other drivers in a zone where traffic violations and traffic accidents are likely to occur.

Further, it is preferable that an input unit for inputting a destination and a second control unit for determining a risk avoidance route for avoiding the violation-prone zone and heading to the destination are further provided.

According to such a configuration, a route avoiding a high-risk violation-prone area is navigated, so that it is possible to suppress the occurrence of a traffic accident.

Further, the first receiving unit can receive the driver identifier and the position information from the target vehicle in real time, respectively, and the storage unit stores the driver information corresponding to the driver identifier. It is preferable that the control unit 1 extracts violation information regarding the violation of the driver over a predetermined period, and the output unit outputs the extracted violation information as the traffic risk information.

With such a configuration, the manager can grasp the driving status of the employee, and for example, the manager can determine the amount of work (long-distance driving and working hours) of the employee who is likely to accumulate fatigue. Can be adjusted to be lighter.

In addition, the target vehicle is equipped with a photographing unit for performing automatic driving based on the captured image, and an automatic driving control unit for controlling a point of interest at the time of analysis of the image based on the traffic risk information. It is preferable that it is.

According to such a configuration, for example, from "traffic risk information", it can be understood that at a point where there are many accidents due to a right turn at a crossroads, attention should be paid to the right side of the image of the front camera or the oncoming lane going straight. It is possible to perform control with a weight placed on, and it is possible to reduce the load of image processing and improve the processing speed.

Further, it is preferable that the storage unit creates the statistical information based on the position information measured by the position information positioning system having an error of 1.5 m or less.

According to such a configuration, considering that the average lane width is about 3 m, the distance from the center of the vehicle to the boundary with the oncoming lane is about 1.5 m, so the position information is 1.5 m. In most cases, the vehicle will fit within the lane in which it actually traveled, even if there is some error, and "statistical information" was created that was mistakenly determined to be "driving in the next lane or side road." Being suppressed.

Further, it is preferable that the storage unit creates the statistical information based on the submeter-class position information.

With such a configuration, the creation of erroneously determined "statistical information" is further suppressed.

Further, it is preferable that the present invention further includes a GPS device.

Further, according to another aspect of the present invention, a program installed on a computer, which is a step of acquiring traveling information including the position information of a general vehicle, and a traffic rule managed based on an address or latitude / longitude. At least one or more traffic rules applied to the position information are extracted from the above, and the presence or absence of violation of the general vehicle is determined based on the extracted traffic rules and the traveling information, and obtained from a plurality of general vehicles. A step of creating and accumulating statistical information in which the presence or absence of the violation is associated with each position information, a step of receiving a request for traffic risk information related to a predetermined point, and the predetermined point from the statistical information. Provided is a traffic risk information output program characterized by comprising a step of extracting information related to the above and a step of outputting the extracted information as the traffic risk information.

According to the traffic risk information output system and the traffic risk information output program of the present invention, it is possible to contribute to the reduction of traffic accidents by detecting points where violations of the Road Traffic Act are likely to occur with high accuracy.

Overall view of the traffic risk information output system according to the first embodiment of the present invention. Explanatory drawing of latitude and longitude of traffic rule application position by 1st Embodiment of this invention Explanatory drawing of display of violation frequent occurrence zone or caution zone by 1st Embodiment of this invention Flowchart of "statistical information creation stage" and "traffic risk information creation stage" according to the first embodiment of the present invention Explanatory drawing about error of position information by 1st Embodiment of this invention Flowchart of "Traffic risk information creation stage" according to the second embodiment of the present invention Flowchart of "Traffic risk information creation stage" according to the third embodiment of the present invention Block diagram of the navigation device according to the fourth embodiment of the present invention

Hereinafter, the traffic risk information output system 1 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 5.

The traffic risk information output system 1 is performed between the vehicle 2 and the traffic risk information output device 3, and the traffic risk information output device 3 is "statistical information creation stage" and "traffic risk information creation". A two-step process of "step" and "step" is performed.

As shown in FIG. 1, in the "statistical information creation stage", the traffic risk information output device 3 creates "statistical information" regarding the "traffic violation occurrence zone" based on the position information acquired from a large number of general vehicles 2a. , In the "traffic risk information creation stage", "traffic risk information" for preventing a traffic accident of the target vehicle 2b is created based on the "statistical information". The general vehicle 2a may be a vehicle that is actually traveling on the road, or may be a test vehicle that is traveled to collect statistical information. Here, the general vehicle does not indicate the type of vehicle, but means a general vehicle traveling on an unspecified number of roads.

In the present embodiment, the traffic risk information output device 3 is installed in a communication center or the like, and communication with the vehicle 2 is performed wirelessly.

As shown in FIG. 1, the vehicle 2 (general vehicle 2a and target vehicle 2b) is equipped with a GPS device 21 capable of detecting its own position, and can obtain position information related to its own position at a time that is the detection time. It is configured so that it can be transmitted to the traffic risk information output device 3 in association with the information. As the position information, point information composed of the real-time latitude and longitude of the vehicle 2 and line information indicating a traveling route composed of a plurality of latitudes and longitudes can be considered.

The position information preferably has an error of 1 m or less. As a means of achieving such accuracy, it is conceivable to use a submeter-class satellite signal from Michibiki (quasi-zenith satellite system). In the case of one lane on each side, considering the case where the road width of one lane is 3 m, the distance from the center of the vehicle to the boundary with the oncoming lane is about 1.5 m. If a GPS device is mounted in the center of the vehicle, it will be clear which lane the vehicle is in if a GPS device with an error of at least 1.5 m is used. In other words, it will be possible to judge the reverse run, which has become a problem these days. Any position information positioning system may be used as long as it realizes this, not limited to Michibiki. Note that this accuracy may not be as high as the actual catalog specifications due to problems such as multipath. However, when considering the time axis, for example, if the vehicle runs for 3 minutes and samples every 10 seconds during that period, 18 points of position information can be obtained. The position information obtained in this way is plotted to draw an approximate curve, and if the standard deviation between the approximate curve and the plot is within 1.5 m, it can be determined almost correctly which lane the vehicle is in. it can. Therefore, it can be applied to this system as long as it has an accuracy of 1.5 m or less according to the catalog specifications.

Further, among the vehicles 2, at least the target vehicle 2b further includes a vehicle-side transmitting unit 22, a vehicle-side receiving unit 23, a display unit 24, and an alert unit 25.

The vehicle-side transmission unit 22 can transmit a request for "traffic risk information" regarding a predetermined point to the traffic risk information output device 3. The request for "traffic risk information" is preferably transmitted substantially at the same time as the above location information, and is preferably continuously or intermittently transmitted. When the traffic risk information output device 3 transmits "traffic risk information" in a predetermined range including the vicinity of the position information to the vehicle when the position information is transmitted, a request from the vehicle side transmission unit 22 May be intermittent. In this case, a memory can be provided on the vehicle side and displayed on the surface as if "traffic risk information" is continuously received.

In addition, the vehicle-side transmission unit 22 can also transmit travel information detected by other than the GPS device 21 to the traffic risk information output device 3. The driving information includes information from various sensors mounted on a moving vehicle that can determine the driving situation (for example, information from an acceleration sensor, turn signal right / left turn information, inter-vehicle distance / sign detected by an image or radar). Distance, etc.) is possible.

The vehicle-side receiving unit 23 can receive the information transmitted from the traffic risk information output device 3. The display unit 24 can display the information received by the vehicle-side receiving unit 23. The alert unit 25 can alert the driver.

As shown in FIG. 1, the traffic risk information output device 3 includes an acquisition unit 31, a storage unit 32, a first reception unit 33, a first control unit 34, and an output unit 35. ..

In the "statistical information creation stage", the acquisition unit 31 and the storage unit 32 are mainly used, and in the "traffic risk information creation stage", the storage unit 32, the first receiving unit 33, and the first control unit are mainly used. 34 and the output unit 35 are used. Although the acquisition unit 31 and the first receiving unit 33 are described as separate components for convenience, the hardware configuration may of course be the same. It is a so-called general communication infrastructure. As for other components, the hardware configuration may be arbitrary.

The acquisition unit 31 can acquire the position information of the vehicle 2 transmitted from the GPS device 21 and the traveling information transmitted from the vehicle side transmission unit 22.

The storage unit 32 stores in advance traffic rules managed based on the address or latitude / longitude, and extracts at least one or more traffic rules applied to the acquired position information from the traffic rules. , The presence or absence of violation of the general vehicle 2a is determined based on the extracted traffic rules and driving information. Then, "statistical information" in which the presence or absence of violations obtained from a large number of general vehicles 2a is associated with each position information is created and accumulated. Not limited to the violation, the hiyari hat information one step before the violation may be associated with each position information and accumulated as "statistical information". In other words, any information for determining traffic risk may be used.

As the traffic rules stored in advance in the storage unit 32, rules indicated by road signs (regulatory signs, instruction signs, auxiliary signs), road signs (regulation display, instruction display), etc. can be considered, and these rules are applied. As the latitude and longitude of the rule application position, those described in the decision data issued by the Public Safety Commission, police station, etc. can be used. When the data based on the Public Safety Commission, the police station, etc. is an address, the information obtained by converting the address into latitude and light is stored in the storage unit 32. Data based on the Public Safety Commission, police stations, etc. are often described by address, and this address alone complicates the determination process of traffic rules applied to the position of the vehicle. Therefore, it is preferable to convert the address to latitude / light in advance and register it in the storage unit 32, whereby the calculation speed of the system can be increased. For example, in the case of how to receive information on the current driving position of the vehicle and determine the traffic rules to be applied in near real time, the real-time property is important, so the information should be retained as latitude and mild. is important.

These rule application positions do not need to be displayed like a map because they can be handled on the data, but for ease of understanding, when the latitude and longitude of these rule application positions are displayed, as shown in Fig. 2. It will be something like that. In FIG. 2, the latitude / longitude of a plurality of rule application positions to which a predetermined speed limit is applied form a point set range A, and the latitude / longitude of a plurality of rule application positions to which a pause is applied form a point set range B. Is formed, and it is shown that the latitude and longitude of the plurality of rule application positions to which the parking prohibition is applied form the point set range C.

In the present embodiment, not only the latitude / longitude that exactly matches the latitude / longitude of the rule application position to which the predetermined traffic rule is applied, but also all the latitude / longitude included in each point set range are the predetermined traffic rules. Is regarded as the rule application position to which is applied.

As a method of determining the presence or absence of a violation, for example, in the case of a speed violation, if the speed exceeds a predetermined value in the speed limit section (Point set A in the case of FIG. For example, if the vehicle has not stopped for a predetermined time several meters before and after the temporary stop position (point set B in the case of FIG. 2), it may be determined as a violation.

In addition, the storage unit 32 also stores the violation history at each point of the general vehicle 2a. Further, the storage unit 32 separately stores the latitude / longitude information of the accident-prone area where many traffic accidents actually occur.

The first receiving unit 33 can receive a request for "traffic risk information" regarding a predetermined point transmitted from the vehicle-side transmitting unit 22.

The first control unit 34 extracts information related to a predetermined point from the "statistical information" stored in the storage unit 32.

The output unit 35 outputs the information extracted by the control unit 34 as “traffic risk information”. The output "traffic risk information" is received by the vehicle-side receiving unit 23 and displayed on the display unit 24.

"Traffic risk information" indicates the frequency of violations that occurred within a predetermined range including the requested point for each type of violation. In the present embodiment, the "traffic risk information" indicates the frequency of violations that occur within a predetermined radius centered on the requested point for each type of violation, and as shown in FIG. It is displayed on the display unit 24 as a circle having a predetermined radius or as a set of points included in the predetermined radius. Although not clearly shown in FIG. 3, it is conceivable that the types are distinguished by, for example, colors.

As a result, the driver of the target vehicle 2b can easily grasp which type of traffic violation / traffic accident is likely to occur in which vicinity.

Further, when the frequency of violations within the predetermined range exceeds the predetermined threshold value, the first control unit 34 determines that the predetermined range is the violation frequent zone X. It is preferable that the "traffic risk information" corresponding to the violation-prone zone X is output separately from other "traffic risk information". In this way, by distinguishing the "traffic risk information" corresponding to the violation-prone zone X from other "traffic risk information", it is possible to easily grasp the zone where traffic violations and traffic accidents are particularly likely to occur. Become. As a method of distinguishing, it is conceivable to make the colors of the circles and point sets in FIG. 3 different.

Further, as described above, in the storage unit 32, the accident-prone zone Y where many traffic accidents actually occurred at a stage before the “traffic risk information creation stage” (not necessarily the “statistical information creation stage”). Latitude / longitude information is also stored.

When the distance from the latitude / longitude information of the violation frequent zone X to the latitude / longitude information of the accident frequent occurrence zone Y is less than or equal to a predetermined value, the first control unit 34 starts from the violation frequent occurrence zone X or the violation frequent occurrence zone X. The zone up to the accident-prone zone Y is determined to be the caution zone Z. It is preferable that the "traffic risk information" corresponding to the caution zone Z is output separately from other "traffic risk information". In this way, by distinguishing the "traffic risk information" corresponding to the caution zone Z from other "traffic risk information", the driver is required to comply with the traffic rules in the caution zone Z, which is likely to lead to a traffic accident. It becomes possible to encourage.

For example, on a general sharply curved road, if it is an accident-prone area Y, it can be imagined that it is an area where speed violations frequently occur. If it is possible to educate the driver that it is a zone where speed violations are likely to occur and that it is an accident-prone zone Y, the driver will actually feel the high risk of speed violations compared to speed violations on other straight roads. It will be recognized. This will reduce accidents. As a method of distinguishing, it is conceivable to distinguish the color of the circle or the point set in FIG. 3 from other "traffic risk information". FIG. 3 shows a case where the violation-prone zone X is a caution zone Z.

Subsequently, the flow of the “statistical information creation stage” and the “traffic risk information creation stage” according to the present embodiment will be described with reference to the flowchart of FIG.

First, in the "statistical information creation stage", position information (travel information) is acquired from the general vehicle 2a (S1).

Subsequently, at least one or more traffic rules applied to the position information are extracted (S2), and the presence or absence of violation of the general vehicle 2a is determined based on the extracted traffic rules and the position information (driving information) (S3). The presence or absence of violation is associated with the location information (S4).

By performing the processing of S1-S4 for a large number of general vehicles 2a, "statistical information" is created. It should be noted that the determination of the violation-prone zone X and the caution zone Z will be performed periodically after S4.

Subsequently, when the first receiving unit 33 receives the request for "traffic risk information" regarding a predetermined point, the "traffic risk information creation stage" starts. The creation of "traffic risk information" is not limited to this, and may be batch processing, for example, created in advance once a day for each area or the like. In this case, "traffic risk information" can be returned immediately when the request is received.

Upon receiving the request (S5: YES), the first control unit 34 extracts information related to a predetermined point from the "statistical information" (S6), and uses the extracted information as "traffic risk information". Output (S7) and end the process.

The output "traffic risk information" is received by the vehicle-side receiving unit 23 and displayed on the display unit 24.

As described above, in the traffic risk information output system 1 according to the present embodiment, "statistical information" is created in which the presence or absence of violations of a large number of general vehicles 2a is associated with each position information, and the request from the target vehicle 2b is made. Correspondingly, the "traffic risk information" related to a predetermined point (the point requested by the target vehicle 2b) in the "statistical information" is output.

According to such a configuration, the driver of the target vehicle 2b can grasp the risk of a traffic accident in the vicinity.

Further, in the traffic risk information output system 1 according to the present embodiment, the "traffic risk information" indicates the frequency of violations occurring within a predetermined range including the requested point for each type of violation.

According to such a configuration, the driver of the target vehicle 2b can easily grasp which type of traffic violation / traffic accident is likely to occur in which vicinity.

Further, in the traffic risk information output system 1 according to the present embodiment, when the frequency of violation exceeds a predetermined threshold within a predetermined range, the violation frequent zone X is determined within the predetermined range, and the violation frequent zone X is set. The corresponding "traffic risk information" is output separately from other "traffic risk information".

With such a configuration, it is possible to easily grasp the areas where traffic violations and traffic accidents are particularly likely to occur.

Further, in the traffic risk information output system 1 according to the present embodiment, when the distance from the latitude / longitude information of the violation-prone zone X to the latitude / longitude information of the accident-prone zone Y is less than a predetermined value, the violation-prone zone The zone from X or its violation-prone zone X to the accident-prone zone Y is determined as the caution zone Z, and the "traffic risk information" corresponding to the caution zone Z is output separately from other "traffic risk information". To do.

With such a configuration, it is possible to encourage the driver to comply with the traffic rules in the caution zone Z, which is likely to lead to a traffic accident.

Further, in the traffic risk information output system 1 according to the present embodiment, "statistical information" is created based on the position information of the submeter class.

According to such a configuration, considering that the average lane width is about 3 m, even if there is an error of about 1 m, as shown in FIG. 5, the vehicle 2 is actually actually used in most cases. It prevents the creation of "statistical information" that fits within the lane in which the vehicle has traveled and is erroneously determined to be "driving in the next lane or side road." The error is preferably within 1.5 m.

In this way, when conventional GPS information is used, the error is in units of 10 m. Therefore, for example, when it cannot be determined that an error of 10 m occurs under traffic rules such as temporary non-stop and non-stop at railroad crossing. However, in the traffic risk information output system 1 according to the present embodiment, the road traffic law violation is detected with high accuracy by using Michibiki (quasi-zenith satellite system), so that the road traffic law violation can be detected accurately. It will be possible. If the error range is about 1 m, it can be determined whether or not the stop line is paused at least several meters before and after the stop line.

Subsequently, the traffic risk information output system 1 according to the second embodiment of the present invention will be described with reference to FIG.

In the present embodiment, in the "traffic risk information creation stage", "traffic risk information" is created in consideration of the violation history of the target vehicle 2b.

In detail, as described above, the storage unit 32 also stores the violation history at each point of the target vehicle 2b (at that time, the general vehicle 2a) in the “statistical information creation stage”.

The first control unit 34 determines whether or not the target vehicle 2b is approaching the violation-prone zone X based on the position information or the traveling information of the target vehicle 2b received by the first receiving unit 33, and approaches the target vehicle 2b. If it is determined that there is, the violation history of the target vehicle 2b in the violation frequent occurrence zone X is extracted. Then, when the violation history satisfies a predetermined condition, the "first alert information" is output from the output unit 35 as a part of the "traffic risk information". For example, it is conceivable to output "first alert information" when the violation occurs more than a predetermined number of times within a predetermined month in the violation frequent occurrence zone X.

When the "first alert information" is received by the vehicle-side receiving unit 23, the alert unit 25 issues a first alert to encourage the driver to drive safely. As the first type of alert, it is conceivable that there is a change in voice or display on the display unit 24. The first alert is preferably given before passing through the violation zone X.

As a result, it is possible to call attention to the driver in the zone where the driver of the target vehicle 2b is likely to cause a traffic violation.

Subsequently, the flow of the “traffic risk information creation stage” according to the present embodiment will be described with reference to the flowchart of FIG. The flowchart of FIG. 6 is a process performed in S5-S7 of FIG.

First, when the request is received (S11: YES), it is determined whether or not the target vehicle 2b is approaching the violation frequent zone X (S12).

When it is determined that the vehicle is approaching (S12: YES), the violation history of the target vehicle 2b in the violation-prone zone X is extracted (S13), and it is determined whether or not the violation history satisfies a predetermined condition (S14). The order of the determinations of S12 and S14 may be reversed.

When the predetermined condition is satisfied (S14: YES), the "first alert information" is output as a part of the "traffic risk information" (S15), and the process is terminated.

The output "first alert information" is received by the vehicle-side receiving unit 23, and the alert unit 25 performs the first alert.

As described above, in the traffic risk information output system 1 according to the present embodiment, when the target vehicle 2b is approaching the violation frequent occurrence zone X and the violation history in the violation frequent occurrence zone X satisfies a predetermined condition, "1st "Alert information" is output as part of "Traffic risk information".

According to such a configuration, it is possible to call attention to the driver in the zone where the driver of the target vehicle 2b is likely to cause a traffic violation.

Subsequently, the traffic risk information output system 1 according to the third embodiment of the present invention will be described with reference to FIG. 7.

In the present embodiment, in the "traffic risk information creation stage", "traffic risk information" is created in consideration of the relationship with other vehicles 2c around the target vehicle 2b.

Specifically, in the present embodiment, the storage unit 32 stores the driver identifier of each vehicle 2 and the driver information corresponding to the driver identifier at a stage prior to the "traffic risk information creation stage". To.

As driver information, age, gender, violation history, driving habits, current drowsiness, etc. can be considered. Age, gender, etc. can be registered in advance, violation history, driving habits can be memorized at the "statistical information creation stage", and current drowsiness, etc. can be memorized in "traffic risk information". It is conceivable to memorize in parallel with the "creation stage". For example, in the case of current drowsiness, a value acquired from a commercially available drowsiness sensor installed in a driver or the like of another vehicle 2 can be considered, but any other sensor that senses the driver's state may be used.

Then, in the present embodiment, the first receiving unit 33 can receive the driver identifier and the position information from the target vehicle 2b and the other vehicle 2c in real time, respectively.

Based on the position information received by the first receiving unit 33, the first control unit 34 has the target vehicle 2b approaching the "violation-prone zone" and the other vehicle 2c within a predetermined range from the target vehicle 2b. If it is determined that there is, the trouble risk is determined based on the driver information corresponding to the driver identifier of the other vehicle 2c. As a criterion for judgment, it is conceivable to judge that "the risk of trouble is high" when the age, gender, driving habit, and current drowsiness satisfy the predetermined conditions. Then, when the trouble risk is equal to or higher than a predetermined value, the "second alert information" is output from the output unit 35 as a part of the "traffic risk information".

When the "second alert information" is received by the vehicle-side receiving unit 23, the alert unit 25 issues a second alert to call attention to the driver. As the second type of alert, it is conceivable that there is a change in voice or display on the display unit 24. For example, when making a right turn, a caution sign may be displayed when a drowsy driver is likely to come from the road ahead of the right turn. In addition, if the driver of another vehicle 2c within the specified range is old and tends not to pause properly, he / she should slow down or pause by notifying the possibility of collision without pausing. It is possible to avoid it in advance.

This makes it possible to call attention to the situation of other drivers in areas where traffic violations and accidents are likely to occur.

Subsequently, the flow of the “traffic risk information creation stage” according to the present embodiment will be described with reference to the flowchart of FIG. 7. The flowchart of FIG. 7 is a process performed in S5-S7 of FIG.

First, when the request is received (S21: YES), it is determined whether or not the target vehicle 2b is approaching the violation frequent zone X (S22), and whether or not another vehicle 2c exists within a predetermined range from the target vehicle 2b. (Whether or not the position information of the other vehicle 2c is received from the target vehicle 2b within a predetermined range) is determined (S23). The order of the determinations of S22 and S23 may be reversed.

When the target vehicle 2b is approaching the violation frequent zone X and it is determined that the other vehicle 2c exists within a predetermined range from the target vehicle 2b (S22 and S23: YES), a trouble is caused based on the driver information of the other vehicle 2c. Determine the risk (S24).

When it is determined that the trouble risk is equal to or higher than the predetermined value (S24: YES), the "second alert information" is output as a part of the "traffic risk information" (S25), and the process is terminated.

The output "second alert information" is received by the vehicle-side receiving unit 23, and the alert unit 25 performs the second alert.

As described above, in the traffic risk information output system 1 according to the present embodiment, the target vehicle 2b is approaching the violation frequent occurrence zone X and has a trouble risk of a predetermined value or more within a predetermined range from the target vehicle 2b. When it is determined that the vehicle 2c exists, the "second alert information" is output as a part of the "traffic risk information".

With such a configuration, it is possible to call attention in consideration of the situation of other drivers in a zone where traffic violations and traffic accidents are likely to occur.

Subsequently, the traffic risk information output system 1 according to the fourth embodiment of the present invention will be described with reference to FIG.

In the present embodiment, in the "traffic risk information creation stage", navigation in consideration of "traffic risk information" is performed on the target vehicle 2b.

As shown in FIG. 8, the target vehicle 2b according to the present embodiment includes the GPS device 21, the vehicle-side transmitting unit 22, the vehicle-side receiving unit 23, which are mounted on the target vehicle 2b in the first embodiment. In addition to the unit 24 and the alert unit 25, a navigation device 4 including an input unit 26 and a second control unit 27 is mounted.

The destination is input to the input unit 26, and the second control unit 27 determines a risk avoidance route for avoiding the violation frequent zone X (including the caution zone Z) and heading to the destination.

As a result, the route in which the high-risk violation-prone zone X is avoided is navigated, so that the occurrence of traffic accidents can be suppressed.

As a method for determining the risk avoidance route, it is preferable to avoid the violation-prone zone X and then determine the shortest distance by the same method as for a normal car navigation system. At this time, it is possible to further avoid the risk by preferentially setting the main road instead of the living road as a route where accidents are unlikely to occur. In addition, the shortest route to the destination and the risk avoidance route may be displayed in a selectable manner. Although it takes some time compared to a normal car navigation system, it is possible to select a route that reduces the risk of accidents, and it is particularly effective when there is time to arrive at the destination. For example, if a commercial delivery vehicle is required to deliver at exactly the specified time, waiting time will occur even if it arrives early, so reducing the risk is of great significance to corporate management. However, it contributes to the eradication of accidents.

As described above, in the traffic risk information output system 1 according to the present embodiment, the risk avoidance route for avoiding the violation frequent zone X and heading to the destination is determined.

According to such a configuration, since the route avoiding the high-risk violation-prone zone X is navigated, it is possible to suppress the occurrence of a traffic accident.

The traffic risk information output system of the present invention is not limited to the above-described embodiment, and various modifications and improvements can be made within the scope of the claims.

For example, in the above embodiment, the traffic risk information output device 3 is installed in a place different from the vehicle 2, but the traffic risk information output device 3 may be installed in each vehicle 2. In that case, it can be incorporated in a mobile information terminal such as a GPS device 21 or a driver's smartphone.

Further, in the above embodiment, the output "traffic risk information" is handled on the vehicle 2 side, but the traffic risk information output system of the present invention may even output "traffic risk information" and is output ". The "traffic risk information" may be used by the vehicle 2 or the manager according to the purpose. In that case, the traffic risk information output device 3 corresponds to the traffic risk information output system of the present invention.

For example, when outputting to the manager of the vehicle 2 such as a taxi company, the storage unit 32 corresponds to the driver identifier of the target vehicle 2 and the driver identifier, as in the third embodiment. It is conceivable to store the driver information in advance and output the "violation information" of the driver of the vehicle 2 over a predetermined period as "traffic risk information" to the manager.

In this case, even if all violations are not output, for example, "(number of violations in the latest predetermined period ÷ total mileage in the predetermined period) ÷ (number of violations in the entire period ÷ total mileage in the entire period)" It is conceivable to output "violation information" when the rate of increase in the number of violations obtained by calculation exceeds a predetermined threshold.

With such a configuration, the manager can grasp the driving status of the employee, and for example, the manager can determine the amount of work (long-distance driving and working hours) of the employee who is likely to accumulate fatigue. Can be adjusted to be lighter.

Further, in the above embodiment, "alert information" is output only in the second and third embodiments, but "alert information" may be output in other embodiments as well (for example, the first embodiment). In the embodiment of, "alert information" is output in the violation-prone zone X or the caution zone Z, etc.). However, if too many alerts are given, you will get used to the alerts, so it is preferable to give alerts only when the risk is high. For example, with respect to the first embodiment, it is preferable to perform an alert only in the caution zone Z.

Further, the traffic risk information output system of the present invention can also be adopted for automatic driving. In this case, the vehicle 2 includes a photographing unit for performing automatic driving based on the captured image, and an automatic driving control unit that controls a point of interest at the time of analysis of the captured image based on "traffic risk information". , Is installed.

According to such a configuration, for example, from the "traffic risk information", it can be understood that at a point where there are many accidents due to a right turn at a crossroads, attention should be paid to the right side of the image of the front camera or the oncoming lane going straight. It is possible to perform control with a weight placed on, and it is possible to reduce the load of image processing and improve the processing speed.

Further, in the above-described embodiment, the general vehicle 2a and the target vehicle 2b have been described separately, but both may be reversed or both may be combined.

In addition, it is of course possible to combine the plurality of embodiments with each other. For example, it is conceivable to determine the risk avoidance risk avoidance route in the fourth embodiment in consideration of the "alert information" in the second and third embodiments.

Further, in the above embodiment, the decision-making data issued by the Public Safety Commission, the police station, etc. is used as the "latitude / longitude of the rule application position to which the predetermined traffic rule is applied" of the present invention. Data obtained from may be used.

Further, in the above embodiment, the "traffic risk information" indicates the frequency of violation for each type of violation, but the present invention is not limited to this, and for example, the violation information and the acceleration sensor information indicating the roughness of the driver's driving are shown. It may be information indicating the degree of deterioration of the vehicle itself calculated based on. The number of times the acceleration of a predetermined value or more is applied by the acceleration sensor is counted, and this is used as the degree of deterioration.

For example, in automobile sharing services, which have been increasing in recent years, an unspecified number of drivers drive the same vehicle, so it is important to strictly manage vehicle breakdowns that lead to traffic risks and perform maintenance as necessary. .. Since vehicle breakdowns are also affected by how the vehicle was driven up to that point, information indicating the deterioration of the vehicle itself can be presented as "traffic risk information", and the operator providing the sharing car service can perform maintenance as appropriate. It is very convenient to do so.

The present invention can also be applied to a program corresponding to processing performed by the traffic risk information output system, the vehicle 2, or the traffic risk information output device 3, and a recording medium that stores the program. In the case of a recording medium, the program will be installed on a computer or the like. Here, the recording medium in which the program is stored may be a non-transient recording medium. A CD-ROM or the like can be considered as a non-transient recording medium, but the non-transient recording medium is not limited thereto.

A computer is composed of a CPU, a memory, and a hard disk, and the program is recorded on the hard disk, expanded into the memory at the time of execution, and processed by performing arithmetic processing on the CPU. The CPU of the computer may be capable of parallel processing, or may be in a form in which the computer itself can perform distributed processing. The result of the process can be displayed on any display via the network.

1 Traffic risk information output system 2 Vehicle 2a General vehicle 2b Target vehicle 2c Other vehicle 3 Traffic risk information output device 4 Navigation device 21 GPS device 22 Vehicle side transmitter 23 Vehicle side receiver 24 Display 25 Alert section 26 Input section 27 2 Control unit 31 Acquisition unit 32 Accumulation unit 33 First reception unit 34 First control unit 35 Output unit X Violation-prone zone Y Accident-prone zone Z Caution zone

Claims (13)

An acquisition unit that acquires driving information including the position information of general vehicles,
At least one or more traffic rules applied to the position information are extracted from the traffic rules managed based on the address or latitude / longitude, and the violation of the general vehicle is made based on the extracted traffic rules and the traveling information. A storage unit that determines the presence or absence of a vehicle and creates and stores statistical information in which the presence or absence of the violation obtained from a plurality of general vehicles is associated with each position information.
A first receiver that receives a request for traffic risk information related to a given point,
A first control unit that extracts information related to the predetermined point from the statistical information, and
An output unit that outputs the extracted information as the traffic risk information, and
A traffic risk information output system characterized by being equipped with. The traffic risk information output system according to claim 1, wherein the traffic risk information indicates the frequency of violations occurring within a predetermined range including the predetermined point for each type of the violation. When the frequency of the violation within the predetermined range exceeds a predetermined threshold value, the first control unit determines that the predetermined range is a violation-prone zone.
The traffic risk information output system according to claim 2, wherein the output unit outputs the traffic risk information corresponding to the violation-prone zone separately from other traffic risk information. The latitude / longitude information of the accident-prone area where many traffic accidents actually occurred is stored in the storage unit.
When the distance from the latitude / longitude information of the violation-prone zone to the latitude / longitude information of the accident-prone zone is less than or equal to a predetermined value, the first control unit may perform the violation-prone zone or the violation-prone zone. The area up to the accident-prone area is judged to be a caution area.
The traffic risk information output system according to claim 3, wherein the output unit outputs the traffic risk information corresponding to the caution zone separately from other traffic risk information. In the storage unit, the violation history of the driver of the target vehicle in the violation frequent occurrence zone is stored.
When the first control unit determines that the target vehicle is approaching the violation-prone zone and the violation history satisfies a predetermined condition, the first output unit determines the first alert information. The traffic risk information output system according to claim 3 or 4, wherein the traffic risk information is output as a part of the traffic risk information. The first receiving unit can receive the driver identifier and the position information from the target vehicle and other vehicles around the target vehicle in real time, respectively.
The driver information corresponding to the driver identifier is stored in the storage unit.
When the first control unit determines that the target vehicle is approaching the violation frequent occurrence zone and the other vehicle exists within a predetermined range from the target vehicle, it corresponds to the driver identifier of the other vehicle. Determine the trouble risk based on the driver information
According to any one of claims 3 to 5, the first output unit outputs the second alert information as a part of the traffic risk information when the trouble risk is equal to or higher than a predetermined value. Described traffic risk information output system. The input section where the destination is input and
A second control unit that determines a risk aversion route for avoiding the violation-prone zone and heading to the destination.
The traffic risk information output system according to any one of claims 3 to 6, further comprising. The first receiving unit can receive the driver identifier and the position information from the target vehicle in real time, respectively.
The driver information corresponding to the driver identifier is stored in the storage unit.
The first control unit extracts violation information regarding the violation of the driver over a predetermined period of time.
The traffic risk information output system according to any one of claims 1 to 7, wherein the output unit includes outputting the extracted violation information as the traffic risk information. The target vehicle is equipped with a photographing unit for performing automatic driving based on the captured image, and an automatic driving control unit that controls a point of interest at the time of analysis of the image based on the traffic risk information. The traffic risk information output system according to any one of claims 1 to 8, wherein the traffic risk information output system is characterized by the above. The traffic according to any one of claims 1 to 9, wherein the storage unit creates the statistical information based on the position information measured by the position information positioning system having an error of 1.5 m or less. Risk information output system. The traffic risk information output system according to any one of claims 1 to 10, wherein the storage unit creates the statistical information based on submeter-class position information. The traffic risk information output system according to any one of claims 1 to 11, further comprising a GPS device. A program that is installed on your computer
Steps to acquire driving information including the position information of general vehicles,
At least one or more traffic rules applied to the position information are extracted from the traffic rules managed based on the address or latitude / longitude, and the violation of the general vehicle is made based on the extracted traffic rules and the traveling information. A step of determining the presence or absence of a vehicle and creating and accumulating statistical information in which the presence or absence of the violation obtained from a plurality of general vehicles is associated with each position information.
The step of receiving a request for traffic risk information related to a given point, and
A step of extracting information related to the predetermined point from the statistical information, and
The step of outputting the extracted information as the traffic risk information and
A traffic risk information output program characterized by being equipped with.

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