JP3985351B2 - Safe driving judgment device - Google Patents

Description

【００６８】
続くステップ４１０，４１５では、カーブ半径と車速に基づいて、カーブ半径に対する進入速度の判定を行う（判定Ｂ；請求項３の発明）。
つまり、既に前記ステップ２２０にて、進入するカーブのカーブ半径と車速とを記録しているので、ステップ４１０では、車速とカーブ半径との関係のデータ（測定点）が、例えば図７の様に得られた場合には、そのデータを、安全領域、注意領域、危険領域の３つの領域毎に閾値にて区分して、下記表２の様にカウントする。
【００６９】
【表２】

【００７０】
そして、ステップ４１５では、このカウント数を、判定の基準となる値（指標）と比較して、安全運転の傾向を判定し、その判定結果を記録する。例えば、注意領域や危険領域のカウント数（又はその割合）が各々所定値より多ければ、危険な運転であると判定する。
【００７１】
続くステップ４２０，４２５では、先行車両との車間距離と自車速に基づいて、先行車両との車間距離の判定を行う（判定Ｃ；請求項４の発明）。
つまり、既に前記ステップ２３０にて、先行車両との車間距離及び自車速を記録しているので、ステップ４２０では、車間距離と自車速との関係を示すデータ（測定点）が、例えば図８の様に得られた場合には、そのデータを、安全領域、注意領域、危険領域の３つの領域毎に閾値にて区分して、下記表３の様にカウントする。
【００７２】
【表３】

【００７３】
そして、ステップ４２５では、このカウント数を、判定の基準となる値（指標）と比較して、安全運転の傾向を判定し、その判定結果を記録する。例えば、注意領域や危険領域のカウント数（又はその割合）が各々所定値より多ければ、危険な運転であると判定する。
【００７４】
続くステップ４３０，４３５，４４０では、ブレーキペダルの踏力に基づいて、ブレーキ操作の状態の判定を行なう（判定Ｄ；請求項５の発明）。
つまり、既にステップ２３５にて、ブレーキペダルの踏力（圧力）を記録しているので、ステップ４３０では、例えば図９に示す様に、検出された踏力（圧力）を微分して踏力の変化を求める。
【００７５】
そして、ステップ４３５では、下記式（１）の様に、その踏力の変化のうち、閾値を超えた部分（図の斜線部分）の面積を、急ブレーキの面積として求め、この急ブレーキの面積を圧力変化の増圧時（プラス値）の全面積で割り、更に１００を掛けて、判定のために供される値（被判定値）を求める。
【００７６】
そして、ステップ４４０では、この被判定値を下記表４に当てはめて、各領域を示す指標と比較して、運転傾向を判定し、その判定結果を記録する。
｛(急ブレーキ面積)／(増圧時の圧力変化の全面積)｝×100＝被判定値 …(１)
【００７７】
【表４】

【００７８】
続くステップ４４５，４５０では、加速度に基づいて、急加速の状態の判定を行なう（判定Ｅ；請求項６の発明）。
つまり、既にステップ２４０にて、車両の前後加速度を記録しているので、ステップ４４５では、例えば加速度が図１０に示す状態となった場合には、閾値を上回る部分（図の斜線の部分）を積分して面積を求め、この面積を単位時間で割って、単位時間当りの過大な加速度の値を求める。
【００７９】
そして、ステップ４５０では、この急加速を示す値を、下記表５の判定の基準となる値（指標）と比較することにより、安全運転の傾向を判定し、その判定結果を記録する。尚、ａ〜ｃは実験等により適宜定める。
【００８０】
【表５】

【００８１】
尚、加速度としては、車速を微分して求めた加速度の値を使用してもよい。
続くステップ４５５，４６０，４６５では、道路交通法に従った動作をしているかどうかの判定を行なう（判定Ｆ；請求項７の発明）。
具体的には、ステップ４５５にて、交差点又は合流にて、正しく方向指示器が操作されたか否かにより、運転傾向を判定する（請求項８の発明）。
【００８２】
つまり、既に前記ステップ２５５，２６０にてカウントされた値を用い、交差点又は合流から所定距離（例えば３０ｍ）手前から方向指示がなされた回数（ＯＫの回数）と、交差点又は合流にて方向指示を出すべき回数（ＯＫ及びＮＧの回数）とを比較して、運転傾向を判定し、その判定結果を記録する。例えばＯＫの割合が高いほど、安全運転の傾向が高いと判定する。
【００８３】
続くステップ４６０にて、一時停止箇所にて、正しく一時停止動作がなされたか否かにより、運転傾向を判定する（請求項９の発明）。
例えば、一時停止箇所にて車速が一旦０に落ちた回数をカウントし、そのカウント数と一時停止すべき回数との割合から、運転傾向を判定する。
【００８４】
つまり、既に前記ステップ２７５，２８０にてカウントされた値を用い、一時停止箇所にて車速が一旦０に落ちた回数（ＯＫの回数）と、一時停止すべき回数とを比較して、運転傾向を判定し、その判定結果を記録する。例えばＯＫの割合が高いほど、安全運転の傾向が高いと判定する。
【００８５】
続くステップ４６５にて、道路の進行方向の規制に従って、正しく車両が進行方向したか否かにより、運転傾向を判定する（請求項１０の発明）。
例えば、所定の走行時間や走行距離において、進行方向の指示に従わなかった回数をカウントし、そのカウント数から、運転傾向を判定する。例えば走行期間や走行距離にて、前記カウント数が高いほど、危険な運転の傾向が高いと判定する。
【００８６】
この様に、上述した処理により、区分データで最適化された指標を用いて、種々の安全運転判定（判定Ａ〜Ｆ）を実施することができる。
尚、上述した交通規制データとしては、車両に搭載されたナビゲーションシステムから得られるデータや、外部から車両に通信されたデータ（例えばＶＩＣＳにより得られたデータ）等を採用できる。
【００８７】
(5)次に、前記ステップ１７０にて行われる判定結果の出力処理について、図１１に基づいて説明する。前記判定Ａ〜Ｆの判定結果は、表示装置１５により表示したり、その内容を音声出力装置１７により読み上げる。
【００８８】
例えば図１１（ａ）に示す様に、表示装置１５の画面に、各判定Ａ〜Ｆの結果を各頂点とする様に、多角形状に判定結果を配置して表示してもよい。この場合は、中心側ほど危険な運転を示し、外側ほど安全な運転を示す。
また、図１１（ｂ）に示す様に、（例えば判定結果を更に細かく５段階に評価した）棒グラフや文字などにより、結果を列挙してもよい。
【００８９】
以上詳述した様に、本実施例では、ドライバの普段の運転操作に起因した各種の車両の動作を示すデータと、その車両の動作に対応した基準となるデータとを比較することにより、基準に対してドライバの運転操作が大きく逸脱している場合には、ドライバの運転傾向が好ましくないと判定することができる。従って、この判定結果を、画像・文字や音・音声等でドライバ等に報知することにより、安全運転を促すことができる。
【００９０】
［実施例２］
次に、実施例２について説明するが、前記実施例１と同様な箇所の説明は省略又は簡略化する。
本実施例の安全運転判定装置は、安全運転警報装置として用いた例であり、本実施例では、蓄積したデータに基づいて、前記実施例１の判定Ａ〜Ｅを行なう際に用いる閾値の最適化を行なうとともに、必要な場合には、即時に警報を発するものである。
【００９１】
ここでは、ドライバからの要求でロギングの開始・終了を行なうのではなく、エンジンが始動されている場合に、常にロギングを行ない、運転傾向を求めておく。そして、十分な走行データが蓄積できた後に、前記判定Ａ〜Ｅに用いる閾値を変更し、最適化を行なう。
【００９２】
次に、本実施例における制御処理を、図１２のフローチャートに基づいて説明する。
図１２のステップ５００では、閾値の最適化が終了したか否かを判定する。ここで肯定判断されるとステップ５４０に進み、一方否定判断されるとステップ５１０に進む。
【００９３】
ステップ５１０では、走行データをロギング（蓄積）する。
続くステップ５２０では、ロギングの終了条件が満たされたか否かを判定する。つまり、十分な走行データが蓄積されたか否かを判定し、ここで肯定判断されるとステップ５３０に進み、一方否定判断されるとステップ５１０に戻る。
【００９４】
この十分な走行データは、例えばロギング開始後、１０００ｋｍ走行した場合や、県道、私道、市道、有料道路、高速道路などの全種別を走行した場合などをもって判断する。
ステップ５３０では、閾値を最適化する。例えば、最適化方法としては、（例えば危険領域を示すデフォルトの）閾値を常に上回る走行データが得られた場合に、閾値を少々上げたり、逆に下回る走行データが得られた場合に、閾値を下げたりする方法を採用できる。
【００９５】
一方、前記ステップ５００にて肯定判断されて進むステップ５４０では、走行データを逐次モニターする。
続くステップ５５０では、モニターされた走行データに基づいて、現在の運転が閾値を超える運転か否かを判定する。ここで肯定判断されるとステップ５６０に進み、一方否定判断されるとステップ５７０に進む。
【００９６】
ステップ５６０では、所定時間Ｔだけ待機して、前記ステップ５４０に戻る。
一方、ステップ５７０では、現在の運転が危険な運転だと判断して、例えば音声での警告や、音による警報を出力して、ステップ５４０に戻る。
つまり、閾値を変更した後の運転において、閾値を超えるような運転が発生した場合には、警報や警告を出してドライバに自覚を促す。或は、閾値を超えるような運転が多発した場合に、その程度に応じて、警報や警告を出してドライバに自覚を促すようにしてもよい。
この様に、本処理では、各判定Ａ〜Ｅに用いる閾値を、十分な走行データに基づいて修正しているので、固定した閾値を用いる場合に比較して、より的確な警告を与えることができる。
【００９７】
尚、閾値を変更しない例えば前記判定Ｆの様な場合には、違反を検出した時に、直ちに警告や警報を出してドライバに注意を促してもよい。
［実施例３］
次に、実施例３について説明するが、前記実施例１と同様な箇所の説明は省略又は簡略化する。
【００９８】
本実施例の安全運転判定装置は、カーナビゲーションのエンタテインメントの一機能として、性格判定装置を提供するものであり、以下<1> 〜 <4>の判定を行なう。
<1>ナビゲーションが誘導している経路を何回外れるか。
<2>右左折を何回おこなったか。
【００９９】
<3>有料道路を使うか、使わないか。
<4>幅の広い道を走るか、狭い道を走るか。
そして、これらのデータを組み合わせて、適宜性格判定の判定結果の出力を行なう。
【０１００】
ａ）次に、前記各判定<1>〜<4>の処理の手順について個々に説明する。
まず、前記<1>の判定処理を図１３のフローチャートに基づいて説明する。図１３に示す様に、ステップ６００にて、ナビゲーションによる経路誘導しているか否かを判定し、ここで肯定判断されるとステップ６１０に進み、一方否定判断されるとステップ６３０に進む。
【０１０１】
ステップ６１０では、車両が誘導経路から外れたか否かを判定し、ここで肯定判断されるとステップ６２０に進み、一方否定判断されるとステップ６３０に進む。
ステップ６２０では、誘導経路から外れた回数をカウントする。
【０１０２】
ステップ６３０では、終了条件（例えば１０００ｋｍ等の走行距離など）を満たしたか否かを判定し、ここで肯定判断されるとステップ６４０に進み、一方否定判断されると前記ステップ６００に戻る。
ステップ６４０では、経路を外れた回数を走行距離で割って、判定に供される値（被判定値）を算出する。
【０１０３】
続くステップ６５０では、被判定値と基準となる値（指標）とを比較して、判定結果を記憶する。
ｂ）次に、前記<2>の判定処理を図１４のフローチャートに基づいて説明する。
図１４に示す様に、ステップ７００では、ナビゲーションに基づくデータ又はウインカの動作により、右左折したか否かを判定し、ここで肯定判断されるとステップ７１０に進み、一方否定判断されるとステップ７２０に進む。
【０１０４】
ステップ７１０では、右左折した回数をカウントする。
ステップ７２０では、終了条件（例えば１０００ｋｍ等の走行距離など）を満たしたか否かを判定し、ここで肯定判断されるとステップ７３０に進み、一方否定判断されると前記ステップ７００に戻る。
【０１０５】
ステップ７３０では、右左折した回数を走行距離で割って、判定に供される値（被判定値）を算出する。
続くステップ７４０では、被判定値と基準となる値（指標）とを比較して、判定結果を記憶する。
【０１０６】
ｃ）次に、前記<3>の判定処理を図１５のフローチャートに基づいて説明する。
図１５に示す様に、ステップ８００では、ナビゲーションに基づくデータにより、現在走行中の道路が有料道路であるか否かを判定し、ここで肯定判断されるとステップ８１０に進み、一方否定判断されるとステップ８２０に進む。
【０１０７】
ステップ８１０では、有料道路の走行距離を積算する。
一方、ステップ８２０では、終了条件（例えば１０００ｋｍ等の走行距離など）を満たしたか否かを判定し、ここで肯定判断されるとステップ８３０に進み、一方否定判断されると前記ステップ８００に戻る。
【０１０８】
ステップ８３０では、有料道路の走行距離を全走行距離で割って、判定に供される値（被判定値）を算出する。
続くステップ８４０では、被判定値と基準となる値（指標）とを比較して、判定結果を記憶する。
【０１０９】
ｄ）次に、前記<4>の判定処理を図１６のフローチャートに基づいて説明する。
図１６に示す様に、ステップ９００では、ナビゲーションに基づくデータにより、現在走行中の道路の幅員（ｘ）を判定し、判定結果に応じて、ステップ９１０，９２０，９３０に分岐する。
【０１１０】
ステップ９１０では、幅員ａｍ以下の路線の走行距離を積算する。
ステップ９２０では、幅員ａｍ＜ｘ＜ｂｍの路線の走行距離を積算する。
ステップ９３０では、幅員ｂｍ以上の路線の走行距離を積算する。
ステップ９４０では、終了条件（例えば１０００ｋｍ等の走行距離など）を満たしたか否かを判定し、ここで肯定判断されるとステップ９５０に進み、一方否定判断されると前記ステップ９００に戻る。
【０１１１】
ステップ９５０では、幅員ａｍ以下の路線の走行距離を全走行距離で割って、判定に供される値（被判定値）を算出する。
続くステップ８６０では、被判定値と基準となる値（指標）とを比較して、判定結果を記憶する。
【０１１２】
この様に、本実施例では、各処理<1> 〜 <4>により、各判定結果を得ることができるので、この判定結果を適宜組み合わせることにより、各種の性格判定を行なうことができる。
例えば、ナビゲーションを外れる回数が多く、且つ右左折を行なう回数が多い場合には、落ち着きがないと判定して、その旨を表示してもよい。また、有料道路を使う回数が多く、且つ広い道を選ぶ回数が多い場合には、細かいことが嫌いな性格であると判定して、その旨を表示してもよい。
【０１１３】
尚、本発明は前記実施の形態の例になんら限定されるものではなく、本発明を逸脱しない範囲において種々の態様で実施しうることはいうまでもない。
（１）例えば、測定開始をドライバの指示によって行った場合でも、測定終了に関しては、ドライバからの指示がない場合には、一定時間で終了、一定走行距離で終了としてもよい。
【０１１４】
（２）また、ドライバからの測定開始の指示が無い場合でも、安全運転警報装置として利用する場合には、開始・終了をドライバに任せずに、バックグラウンドで常時測定してもよい。この場合、測定の開始・終了は、例えばイグニッション（ＩＧ）のオン（ＯＮ）・オフ（ＯＦＦ）に連動する方法が考えられる。
【０１１５】
（３）更に、演算処理の軽減のために、性別、年齢、車種に応じた区分データを使用しなくともよい。
（４）道路規制等の各種の交通規制データは、車載のナビゲーション装置から得てもよいが、外部からの通信等によって得てもよい。
【０１１６】
（５）前記実施例１〜３における各種の測定データは、渋滞中であると適切なデータとなり難いので、渋滞中には、データの測定を中止してもよい。
尚、渋滞のデータは、外部からの通信で得てもよいし、走行状態（例えば所定距離を移動するのにかかる時間）から判定してもよい。
【図面の簡単な説明】
【図１】 実施例１の安全運転判定装置のハード構成を示すブロックである。
【図２】 実施例１のメインの制御処理を示すフローチャートである。
【図３】 実施例１の走行データをロギングする処理を示すフローチャートである。
【図４】 実施例１の区分データを要求し入力するための処理を示すフローチャートである。
【図５】 実施例１の判定処理を示すフローチャートである。
【図６】 実施例１の判定Ａに用いる速度と制限速度の関係を示すグラフである。
【図７】 実施例１の判定Ｂに用いる速度とカーブ半径の関係を示すグラフである。
【図８】 実施例１の判定Ｃに用いる車間距離と速度の関係を示すグラフである。
【図９】 実施例１の判定Ｄに用いるブレーキペダルの踏力の状態を示すグラフである。
【図１０】 実施例１の判定Ｅに用いる加速度と閾値の関係を示すグラフである。
【図１１】 実施例１の判定結果の表示例を示す説明図である。
【図１２】 実施例２の制御処理を示すフローチャートである。
【図１３】 実施例３の判定<1>の処理を示すフローチャートである。
【図１４】 実施例３の判定<2>の処理を示すフローチャートである。
【図１５】 実施例３の判定<3>の処理を示すフローチャートである。
【図１６】 実施例３の判定<4>の処理を示すフローチャートである。
【符号の説明】
１…制御回路
３…位置検出器
５…地図データ入力器
７…操作スイッチ群
９…外部信号収集器
１１…車両信号収集器
１５…表示装置
１７…音声出力装置
２５…距離センサ[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a safe driving determination device capable of grasping a driving tendency of a driver based on data such as the operation of the driver and prompting the driver or the like to pay attention.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a driving simulator installed at a driving school or a driving license test center is known as a vehicle driving training apparatus.
This driving simulator is composed of a driving device such as a steering wheel and an accelerator and an image device that displays surrounding images, and by using this device, it is possible to estimate driving tendency and insufficient technology for safe driving. .
[0003]
[Problems to be solved by the invention]
However, the driving simulator only simulates a virtual traffic environment assumed in advance, and does not always produce the same result as when driving an actual vehicle. That is, the driving tendency with respect to the virtual screen is only obtained.
[0004]
Moreover, in the driving simulator, the driver's seat is transplanted from an actual vehicle and reproduced accurately, but not only there is no sensation of acceleration, vibration, etc., but the image does not move by itself. .
From the above, with the apparatus having the above-described configuration, it has not been possible to obtain a suitable result regarding determination of driving tendency and the like.
[0005]
The present invention has been made in view of such problems, and an object of the present invention is to provide a safe driving determination apparatus that can obtain a driving tendency close to reality from the operation of a normal vehicle.
[0006]
[Means for Solving the Problems and Effects of the Invention]
  (1) The invention of claim 1
  Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,A gist of a safe driving determination device is characterized in that a driving tendency of the driver is determined based on a vehicle speed (vehicle speed) with respect to a speed limit.
[0007]
In the present invention, by comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver and the second data serving as a reference (reference for determining suitability) corresponding to the operation of the vehicle, for example, When the driving operation of the driver greatly deviates from the reference, it can be determined that the driving tendency of the driver is not preferable. Therefore, the driver can be notified of the determination result by an image / character / sound / speech, etc., and safe driving can be promoted.
[0008]
  Especially in the present invention,When it is determined that the route on which the vehicle is traveling is congested, data relating to the operation of the vehicle resulting from the driving operation of the driver is invalidated. This is because even if the movement of the vehicle is detected on a congested road, the driving pattern is significantly different from that during normal driving, and therefore it is not suitable for use in determining driving tendency. Note that the judgment of traffic jam can be obtained from the outside by, for example, VICS.
  AndUsing the reference speed limit (second data) and the measured vehicle speed (first data) as data, find out what the actual vehicle speed is relative to the speed limit, and drive based on this result Determine the trend.
[0009]
For example, when the relationship between the vehicle speed and the speed limit is as shown in FIG. 7, the area of the portion where the vehicle speed (Vt) exceeds the speed limit (Vmax) (the shaded area in the figure) is obtained, and this area is divided by the total time. Thus, the value of the speed limit over per unit time is obtained. And the tendency of safe driving can be judged by comparing this value with the value (index) used as the standard of judgment.
[0010]
  (2) The invention of claim 2
  Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,The gist of the present invention is a safe driving determination device characterized by determining a driving tendency of the driver based on an approach speed to a curve with respect to a curve bending degree (for example, a curve radius).
[0011]
  In the present invention, as in the first aspect of the invention, the driving tendency of the driver can be determined by comparing the first data and the second data, so that safe driving can be promoted.
  Especially in the present invention,When it is determined that the route on which the vehicle is traveling is congested, data relating to the operation of the vehicle resulting from the driving operation of the driver is invalidated. This is because even if the movement of the vehicle is detected on a congested road, the driving pattern is significantly different from that during normal driving, and therefore it is not suitable for use in determining driving tendency. Note that the judgment of traffic jam can be obtained from the outside by, for example, VICS.
  AndFor example, a road shape of a running route is acquired from car navigation, and a curve radius is calculated. When entering a curve that is equal to or less than a predetermined curve radius to be determined, the curve radius and the vehicle speed of the entering curve are recorded. Here, when the data (measurement points) of the relationship between the vehicle speed and the curve radius is obtained as shown in FIG. 8, for example, the data is divided into three areas: a safety area, a caution area, and a danger area. And count.
[0012]
  Then, the number of counts is compared with a value (index) serving as a criterion for determination, and the tendency of safe driving is determined. For example, if the count number (or the ratio) of the caution area or the dangerous area is greater than a predetermined value, it is determined that the driving is dangerous.
  (3) The invention of claim 3
  Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,The gist of the safe driving determination device is characterized in that the driving tendency of the driver is determined based on the speed of the host vehicle with respect to the inter-vehicle distance from the preceding vehicle.
[0013]
  In the present invention, as in the first aspect of the invention, the driving tendency of the driver can be determined by comparing the first data and the second data, so that safe driving can be promoted.
  Especially in the present invention,When it is determined that the route on which the vehicle is traveling is congested, data relating to the operation of the vehicle resulting from the driving operation of the driver is invalidated. This is because even if the movement of the vehicle is detected on a congested road, the driving pattern is significantly different from that during normal driving, and therefore it is not suitable for use in determining driving tendency. Note that the judgment of traffic jam can be obtained from the outside by, for example, VICS.
  AndFor example, an in-vehicle distance calculator (for example, a laser radar) using millimeter waves is used to acquire the inter-vehicle distance from the preceding vehicle at regular intervals. Here, when data (measuring points) indicating the relationship between the inter-vehicle distance from the preceding vehicle and the own vehicle speed is obtained as shown in FIG. 9, for example, the data is stored in the safety area, the caution area, and the danger area. It counts for every three areas.
[0014]
  Then, the number of counts is compared with a value (index) serving as a criterion for determination, and the tendency of safe driving is determined. For example, if the count number (or the ratio) of the caution area or the dangerous area is greater than a predetermined value, it is determined that the driving is dangerous..
[0019]
  (4) The invention of claim 4
  Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,The gist of the present invention is a safe driving determination device that determines a driving tendency of the driver based on a vehicle operation resulting from the driving operation of the driver with respect to traffic regulation data.
[0020]
  In the present invention, as in the first aspect of the invention, the driving tendency of the driver can be determined by comparing the first data and the second data, so that safe driving can be promoted.
  Especially in the present invention,When it is determined that the route on which the vehicle is traveling is congested, data relating to the operation of the vehicle resulting from the driving operation of the driver is invalidated. This is because even if the movement of the vehicle is detected on a congested road, the driving pattern is significantly different from that during normal driving, and therefore it is not suitable for use in determining driving tendency. Note that the judgment of traffic jam can be obtained from the outside by, for example, VICS.
  AndA driving tendency can be determined by comparing the traffic regulation data with the actual driving state. For example, when there are many runs that violate the traffic rules, it can be determined that the driving is dangerous.
  (5) The invention of claim 5 is characterized in that the traffic regulation data is data relating to an intersection or merging, and the operation of the vehicle resulting from the driving operation of the driver is the operation of a direction indicator. The gist of the safe driving determination device described in 4 is as follows.
[0021]
The present invention exemplifies traffic regulation data. Here, the driving tendency can be determined based on whether or not the direction indicator is correctly operated at an intersection or merge. For example, it is possible to determine the driving tendency from the ratio between the number of times the direction instruction is given from a predetermined distance (for example, 30 m) before the intersection or merging and the number of counts and the number of times the direction instruction should be issued.
[0022]
  (6) Claim 6The invention of
  The said traffic regulation data is the data of the temporary stop part of a road, The operation | movement of the vehicle resulting from the driving operation of the said driver is the temporary stop operation | movement of the said vehicle, The said claim | claim4The gist of the safe driving determination device described in 1).
[0023]
The present invention exemplifies traffic regulation data. Here, the driving tendency can be determined based on whether or not the pause operation has been correctly performed at the pause point. For example, the driving tendency can be determined from the ratio between the number of times the vehicle speed once dropped to 0 at the temporary stop point and the number of times the vehicle speed should be temporarily stopped.
[0024]
  (7) Claim 7The invention of
  The traffic regulation data is data indicating a road traveling direction (one-way, right turn prohibition), and a vehicle operation resulting from the driving operation of the driver is data indicating a traveling direction of the vehicle. Claim4The gist of the safe driving determination device described in 1).
[0025]
The present invention exemplifies traffic regulation data. Here, the driving tendency can be determined based on whether or not the vehicle has correctly traveled in accordance with the restriction on the traveling direction of the road. For example, the driving tendency can be determined from the number of times of not following the direction of travel in a predetermined travel time or travel distance.
[0026]
  As the traffic regulation data according to claims 4 to 7, data obtained from a navigation system mounted on a vehicle, data communicated to the vehicle from the outside (for example, data obtained by VICS), etc. are adopted. it can.
[0027]
  (8Claim8The invention corrects data (for example, an index described later) as a criterion for determining the driving tendency based on the inputted personal information relating to the driver and / or vehicle information relating to the vehicle to be driven. 1 to7A gist of the safe driving determination apparatus according to any one of the above.
[0028]
For example, when judging the driving tendency according to a predetermined standard (standard for all people), it may be possible to make a general judgment, but depending on the characteristics of each individual such as age and gender and the vehicle type Judgment is difficult.
Therefore, in the present invention, personal information (for example, age and sex) and vehicle information are input to change the determination criteria. Therefore, it is possible to objectively determine whether each driver is driving out of the normal driving of a population having similar characteristics.
[0029]
  (9Claim9According to the present invention, after sufficient data relating to the operation of the vehicle resulting from the driving operation of the driver is accumulated, data (for example, measured data) that serves as a criterion for determining the driving tendency based on the accumulated data The threshold value (discussed below) for distinguishing between the two is corrected.8A gist of the safe driving determination apparatus according to any one of the above.
[0030]
For example, when there is a small amount of data (sampling data) related to the movement of the vehicle resulting from the driving operation of the driver, it is difficult to make an accurate determination statistically. Therefore, after sufficient sampling data is accumulated, the driving tendency is determined.
In addition, after sufficient data has been accumulated for each driver, the data used as criteria for determining driving tendency is corrected, so it is objective to determine whether each driver is driving outside normal driving. Can be determined automatically.
[0031]
Here, sufficient data accumulation is, for example, data obtained when a predetermined travel distance or travel time that has been set in advance has elapsed.
In addition, the function which implement | achieves each means of the safe driving | operation determination apparatus as mentioned above with a computer system can be provided as a program started on the computer system side, for example. In the case of such a program, for example, the program is stored in a machine-readable recording medium such as a floppy disk, a magneto-optical disk, a CD-ROM, or a hard disk, and is used by being loaded into a computer system and started as necessary. it can. In addition, the ROM or backup RAM may be stored as a machine-readable recording medium, and the program may be stored, and the ROM or backup RAM may be incorporated into a computer system.
[0032]
DETAILED DESCRIPTION OF THE INVENTION
Next, an example (example) of an embodiment of the invention to which the safe driving determination device of the present invention is applied will be described based on the drawings.
[Example 1]
a) First, the hardware configuration of the safe driving determination apparatus of the present embodiment will be described.
[0033]
FIG. 1 is a block diagram illustrating a schematic configuration of the safe driving determination apparatus of the present embodiment.
As shown in the figure, in the safe driving determination apparatus, the control circuit 1 includes a position detector 3, a map data input device 5, an operation switch group 7, an external signal collector 9, a vehicle signal collector 11, a VICS receiver. 13 is connected, and each signal is input to the control circuit 1.
[0034]
Further, the control circuit 1 is connected with a display device 15 and an audio output device 17, and a control signal or the like is output from the control circuit 1. Note that an external memory 19 is connected to the control circuit 1 to exchange data.
Each configuration will be described below.
[0035]
The control circuit 1 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, backup RAM, I / O, and a bus line for connecting these configurations, though not shown. It has been.
The position detector 3 is a device for detecting the position of the vehicle during traveling, for example, a geomagnetic sensor 21 for detecting geomagnetism, a gyroscope 23, for example, a distance sensor 25 for detecting the travel distance of the vehicle from the rotational speed of the crank angle, A GPS receiver 27 for GPS (Giobal Position System) that detects the position of the vehicle based on radio waves from the satellite is provided.
[0036]
Since these sensors 21 to 27 have errors of different properties, they are configured to be used while being complemented by a plurality of sensors 21 to 27, respectively. Depending on the accuracy, the position detector 3 may be constituted by a part of the sensors 21 to 27. Further, although not shown, data of a steering sensor for detecting a steering angle or a wheel speed sensor may be used.
[0037]
The map data input device 5 is a device for inputting various data including so-called map matching data, map data, and landmark data for improving the accuracy of position detection. As a medium of this device, a CO-ROM is generally used because of its large data amount, but other media such as a memory card may be used.
[0038]
Therefore, a so-called navigation device is mainly composed of the position detector 3, the map data input device 5, and the like.
As the switches of the operation switch group 7, for example, a touch switch or a mechanical switch integrated with the display device 15 can be adopted. As will be described later, this switch performs various operations such as input of personal information and the like, and start and end of data logging.
[0039]
The external signal collector 9 is, for example, a device that collects a signal from a device (for example, a laser radar) that measures a distance from a preceding vehicle or a signal from a video camera.
The internal signal collector 11 includes signals from various switches, sensors, etc., for example, a direction indicator (blinker) signal, a steering angle signal (from a steering sensor), and a brake pedal signal (from a pedaling force sensor). It is a device that collects signals such as pedal force signals and vehicle speeds (from vehicle speed sensors).
[0040]
The VICS receiver 13 is a so-called VICS (road traffic information communication system) receiver, and is a device for receiving information such as traffic jams transmitted from the outside.
On the other hand, the display device 15 is a monochrome or color display device, and is a display of a so-called navigation system. On the screen of the display device 15, the vehicle current position mark input from the position detector 3, the map data input from the map data input device 5, and additional data such as a guide route shown on the map are superimposed. Can be displayed.
[0041]
The audio output device 17 includes a speaker, an audio amplifier, and the like. The output sound is data stored in the external memory 19 or a sound synthesized by the control circuit 1. Note that the audio output device 17 may be omitted, and in that case, an audio output device (for example, an audio output device of a vehicle body) provided in another device may be used.
[0042]
  b) Next, the control process performed by the safe driving determination apparatus having the above-described configuration will be described.
  (1)First, the main routine of this control process will be described based on the flowchart of FIG.
[0043]
In this control process, when the driver wants to start logging of running parameters, that is, to start accumulation of measurement data indicating the running state, the start of measurement is set by the switch of the operation switch group 7. This setting is preferably performed while the vehicle is stopped. However, for example, the setting may be permitted when the vehicle speed is a predetermined low speed or less.
[0044]
In step 100 of FIG. 2, it is determined whether or not an instruction to start measurement is given by operating the switch. If it is determined that an instruction to start measurement is given, the process proceeds to step 110.
In step 110, as will be described in detail later, processing for logging the travel parameters is performed. That is, during the actual traveling of the vehicle, a process of measuring and recording (accumulating) a value (for example, vehicle speed) indicating the vehicle operation resulting from the driving operation of the driver is performed.
[0045]
In the following step 120, it is determined whether or not an instruction to end the measurement is given by operating the switch. If an affirmative determination is made here, the process proceeds to step 140. If a negative determination is made, the process proceeds to step 130.
In step 130, after waiting for a predetermined time T in order to perform the next measurement, the process returns to step 110.
[0046]
On the other hand, in step 140, as will be described in detail later, in order to change the index data, which is the reference data for safe driving determination, a process for requesting the input of sex, age, and vehicle type classification data is performed.
In subsequent step 150, the classification data input in accordance with the request in step 140 is read. Here, since the division data is set separately according to the above-mentioned sex, age, and vehicle type, the division data corresponding to each division condition is read.
[0047]
This index is corrected by the category data (that is, the index is optimized by the individual determination material), but as this timing, all the indexes may be corrected collectively when the category data is obtained, or As will be described later, each index may be changed immediately before each determination is performed.
[0048]
In addition to this, one or several kinds of basic indexes are stored, and the index data is appropriately corrected using an arithmetic expression or the like according to the category and used for later determination. An indicator may be created.
In the subsequent step 160, as will be described in detail later, safe driving is determined based on the measurement data using the index.
[0049]
  In the subsequent step 170, as will be described in detail later, the determination result is output to the display device 15, and the sound is output as necessary, and the present process is temporarily terminated.
  (2)Next, the travel parameter logging process performed in step 100 will be described with reference to the flowchart of FIG.
[0050]
This process is a process for accumulating data for determination of safe driving. For example, data is accumulated over a predetermined time or a predetermined travel distance.
In step 200 of FIG. 3, the distance data of the distance sensor 25 is divided by time to obtain the vehicle speed, and the vehicle speed data is recorded in the storage area (or the external memory 19) of the backup RAM in the control circuit 8. Accordingly, the distance sensor 25 is substantially the same as the vehicle speed sensor.
[0051]
In the following step 205, the speed limit of the route being traveled is obtained from the navigation and recorded in the same manner.
In the following step 210, the curve radius R is obtained from the navigation.
In the following step 215, it is determined whether or not the curve radius R is a curve having a reference value k or less. If an affirmative determination is made here, the process proceeds to step 220, while if a negative determination is made, the process proceeds to step 225.
[0052]
In step 220, the vehicle speed and the curve radius R are recorded.
In step 225, for example, the distance from the preceding vehicle is obtained based on the output from the laser radar.
In the following step 230, the inter-vehicle distance from the preceding vehicle and the vehicle speed (of the host vehicle) are recorded.
[0053]
In the following step 235, when the brake pedal is depressed, the depression force of the brake pedal is obtained and recorded based on the output of the depression force sensor.
In the following step 240, acceleration is measured and recorded based on the output from the longitudinal acceleration sensor, for example.
[0054]
In the following step 245, it is determined based on the navigation whether the right / left turn place is a merge place or not. If an affirmative determination is made here, the process proceeds to step 250, whereas if a negative determination is made, the process proceeds to step 265.
In step 250, the winker is monitored, and it is determined whether or not the winker has been taken out before Am (for example, 30 m) at the right or left turning point or junction. If an affirmative determination is made here, it is counted as appropriate (OK) in step 255, and if not, it is counted as inappropriate (NG) in step 260.
[0055]
In step 2650, based on the navigation, it is determined whether the place is a one-way place or a right-turn prohibited place. If an affirmative determination is made here, the process proceeds to step 270, whereas if a negative determination is made, the process proceeds to step 280.
In step 270, it is determined from the traveling locus whether or not there is a violation. If an affirmative determination is made here, it is counted as inappropriate (NG) at step 275, and if not, it is counted as appropriate (OK) at step 280.
[0056]
In step 285, based on the navigation, it is determined whether or not it is a temporary stop place. If an affirmative determination is made here, the process proceeds to step 290, whereas if a negative determination is made, the present process is temporarily terminated.
In step 290, it is determined from the vehicle speed whether or not the vehicle has stopped at the temporary stop. If an affirmative determination is made here, it is counted as appropriate (OK) in step 293, and if not, it is counted as inappropriate (NO) in step 296, and this processing is once ended.
[0057]
  Through the above-described processing, data for safe driving determination is accumulated.
  (3)Next, the segment data segment input process performed in step 140 will be described with reference to the flowchart of FIG. In step 300 of FIG. 4, display and audio output requesting gender input to the driver are performed. For example, the voice output “Please input the gender used for the final determination” is performed, and the display device 15 displays, for example, “male”, “female”, and “gender classification not required”, to the driver. Prompts for any input.
[0058]
In the subsequent step 310, it is determined whether or not any of the three selection branches is selected by a switch operation. Here, if an affirmative determination is made, the process proceeds to step 320, whereas if a negative determination is made, the process returns to step 300.
In step 320, processing (gender storage processing) for storing the result (gender or no distinction) input by the switch operation is performed.
[0059]
In the following step 330, display and audio output requesting age input to the driver are performed. For example, a voice output saying “Please input the age to be used for the final determination” is performed, and “10s”, “20s”, “30s”, “40s”, “50s” are displayed on the display device 15, for example. ”,“ Over 60s ”, and“ age category unnecessary ”are displayed, and the driver is prompted for any input.
[0060]
In the following step 340, it is determined whether any one of the seven selection branches is selected by a switch operation. Here, if an affirmative determination is made, the process proceeds to step 350, whereas if a negative determination is made, the process returns to step 330.
In step 350, processing (age storage processing) for storing the result (age or no distinction) input by the switch operation is performed.
[0061]
In the subsequent step 360, display and audio output requesting vehicle type input to the driver are performed. For example, a voice output saying “Please input the vehicle type to be used for final determination” is performed, and “less than 1000 cc”, “1000 to 1999 cc”, “2000 to 2999 cc” to “3000 cc or more”, “ Eight indications “Vehicle type classification unnecessary” are displayed, and the driver is prompted for any input. It should be noted that other categories such as “passenger car (3 boxes)”, “wagon”, “van”, “sports car”, etc. may be adopted, and further, this category is overlapped with the above-mentioned category of displacement. For example, you may make it select like a 1000cc passenger car.
[0062]
In the following step 370, it is determined whether or not any one of the selected branches is selected by a switch operation. If an affirmative determination is made here, the process proceeds to step 380. If a negative determination is made, the process returns to step 360.
In step 380, processing (vehicle type storage processing) for storing the result (vehicle type or no distinction) input by the switch operation is performed, and this processing is temporarily terminated.
Yeah.
[0063]
  Through the above-described processing, classification data for changing an index, which is a criterion for determination in safe driving determination, according to each driver and vehicle type is obtained.
  (Four)Next, the determination process performed in step 160 will be described based on the flowchart of FIG.
[0064]
In this process, the safe operation is determined by comparing the logged data with the reference data.
In steps 400 and 405 in FIG. 5, the vehicle speed is determined with respect to the speed limit based on the speed limit and the vehicle speed (determination A; invention of claim 2). That is, using the reference speed limit and the measured vehicle speed as data, the actual vehicle speed is found with respect to the speed limit, and the driving tendency is determined based on this result.
[0065]
For example, since the vehicle speed and speed limit data have already been obtained in steps 200 and 205, for example, if the relationship between the vehicle speed and the speed limit is as shown in FIG. 6, the vehicle speed (Vt ) Exceeds the speed limit (threshold value; Vmax) (the hatched area in the figure), and the area is divided by the total time to determine the speed limit overspeed per unit time (average value).
[0066]
In step 405, this value is compared with a value (index) that serves as a criterion for determination in the following Table 1 (index table), thereby determining a tendency of safe driving and recording the result.
Here, prior to the determination, the index table is optimized with individual determination materials (the same applies to determinations B to E below). This optimization is to change the index value based on the classification data such as sex, age, vehicle type, etc. input in the processing of FIG. For example, in the case of a person who is older, by changing the index to be small, it is possible to make a large estimate of the danger and thereby notify the accident beforehand.
[0067]
[Table 1]

[0068]
In subsequent steps 410 and 415, the approach speed with respect to the curve radius is determined based on the curve radius and the vehicle speed (determination B; invention of claim 3).
That is, since the curve radius and the vehicle speed of the entering curve have already been recorded in step 220, the data (measurement points) of the relationship between the vehicle speed and the curve radius is obtained in step 410 as shown in FIG. If obtained, the data is divided into threshold values for each of the three areas of the safety area, the caution area, and the dangerous area, and counted as shown in Table 2 below.
[0069]
[Table 2]

[0070]
In step 415, the number of counts is compared with a value (indicator) serving as a criterion for determination to determine a tendency for safe driving, and the determination result is recorded. For example, if the count number (or the ratio) of the caution area or the dangerous area is greater than a predetermined value, it is determined that the driving is dangerous.
[0071]
In subsequent steps 420 and 425, the inter-vehicle distance from the preceding vehicle is determined based on the inter-vehicle distance from the preceding vehicle and the own vehicle speed (determination C; invention of claim 4).
That is, since the inter-vehicle distance from the preceding vehicle and the own vehicle speed have already been recorded in step 230, in step 420, data (measurement points) indicating the relationship between the inter-vehicle distance and the own vehicle speed is shown in FIG. If the data is obtained in this way, the data is divided into threshold values for each of the three areas, the safety area, the caution area, and the dangerous area, and counted as shown in Table 3 below.
[0072]
[Table 3]

[0073]
In step 425, the number of counts is compared with a value (index) serving as a criterion for determination to determine a tendency for safe driving, and the determination result is recorded. For example, if the count number (or the ratio) of the caution area or the dangerous area is greater than a predetermined value, it is determined that the driving is dangerous.
[0074]
In subsequent steps 430, 435, and 440, the state of the brake operation is determined based on the depression force of the brake pedal (determination D; invention of claim 5).
That is, since the pedal effort (pressure) of the brake pedal has already been recorded in step 235, in step 430, for example, as shown in FIG. 9, the detected pedal effort (pressure) is differentiated to obtain the change in the pedal effort. .
[0075]
In step 435, as shown in the following formula (1), the area of the portion of the change in the pedaling force that exceeds the threshold (shaded portion in the figure) is obtained as the area of the sudden brake, and the area of the sudden brake is calculated. Divide by the total area when the pressure change is increased (plus value) and multiply by 100 to obtain the value (determined value) used for determination.
[0076]
In step 440, the determined value is applied to Table 4 below, and compared with an index indicating each region, the driving tendency is determined, and the determination result is recorded.
{(Abrupt brake area) / (Total area of pressure change during pressure increase)} × 100 = Determined value (1)
[0077]
[Table 4]

[0078]
In the subsequent steps 445 and 450, the state of sudden acceleration is determined based on the acceleration (determination E; invention of claim 6).
In other words, since the longitudinal acceleration of the vehicle has already been recorded in step 240, in step 445, for example, when the acceleration is in the state shown in FIG. The area is obtained by integration, and this area is divided by the unit time to obtain an excessive acceleration value per unit time.
[0079]
In step 450, the value indicating the rapid acceleration is compared with a value (indicator) serving as a criterion for determination in Table 5 below, thereby determining a tendency for safe driving and recording the determination result. Note that a to c are appropriately determined by experiments or the like.
[0080]
[Table 5]

[0081]
As the acceleration, an acceleration value obtained by differentiating the vehicle speed may be used.
In subsequent steps 455, 460, and 465, it is determined whether or not the vehicle is operating according to the road traffic law (determination F; invention of claim 7).
Specifically, in step 455, the driving tendency is determined based on whether or not the direction indicator is correctly operated at an intersection or merging (invention of claim 8).
[0082]
In other words, using the values already counted in the steps 255 and 260, the number of times the direction is indicated from a predetermined distance (for example, 30 m) before the intersection or merging (the number of times of OK) and the direction indication at the intersection or merging. The driving tendency is determined by comparing the number of times to be issued (number of OK and NG), and the determination result is recorded. For example, the higher the OK ratio, the higher the tendency for safe driving.
[0083]
In the following step 460, the driving tendency is determined based on whether or not the temporary stop operation has been correctly performed at the temporary stop point (the invention of claim 9).
For example, the number of times that the vehicle speed once dropped to 0 at the temporary stop point is counted, and the driving tendency is determined from the ratio between the counted number and the number of times to be temporarily stopped.
[0084]
In other words, using the values already counted in steps 275 and 280, the number of times the vehicle speed once dropped to 0 at the temporarily stopped position (the number of times of OK) is compared with the number of times to be temporarily stopped, and the driving tendency And the result of the determination is recorded. For example, the higher the OK ratio, the higher the tendency for safe driving.
[0085]
In the following step 465, the driving tendency is determined according to whether or not the vehicle has traveled correctly in accordance with the restriction on the traveling direction of the road (invention of claim 10).
For example, the number of times of not following the direction of travel in a predetermined travel time or travel distance is counted, and the driving tendency is determined from the counted number. For example, in the travel period or travel distance, the higher the count number, the higher the tendency for dangerous driving.
[0086]
In this manner, various safe driving determinations (determinations A to F) can be performed by the above-described processing using the index optimized with the segment data.
As the traffic regulation data described above, data obtained from a navigation system mounted on a vehicle, data communicated from the outside to the vehicle (for example, data obtained by VICS), or the like can be employed.
[0087]
  (Five)Next, the determination result output process performed in step 170 will be described with reference to FIG. The determination results of the determinations A to F are displayed on the display device 15 and the contents are read out by the audio output device 17.
[0088]
For example, as shown to Fig.11 (a), you may arrange | position and display the determination result on a polygonal shape so that the result of each determination AF may be made into each vertex on the screen of the display apparatus 15. FIG. In this case, the center side shows a dangerous driving, and the outside side shows a safe driving.
Further, as shown in FIG. 11B, the results may be enumerated by bar graphs or characters (for example, evaluation results are further evaluated in five levels).
[0089]
As described in detail above, in the present embodiment, the reference data corresponding to the operation of the vehicle is compared with the data indicating the various vehicle operations caused by the driver's normal driving operation. On the other hand, when the driving operation of the driver deviates greatly, it can be determined that the driving tendency of the driver is not preferable. Therefore, the driver can be notified of the determination result by an image / character / sound / speech, etc., and safe driving can be promoted.
[0090]
[Example 2]
Next, the second embodiment will be described, but the description of the same parts as the first embodiment will be omitted or simplified.
The safe driving determination device of the present embodiment is an example used as a safe driving alarm device. In this embodiment, the optimum threshold value used when performing determinations A to E of the first embodiment based on accumulated data. And, if necessary, immediately issue an alarm.
[0091]
Here, instead of starting and ending logging in response to a request from the driver, logging is always performed when the engine is started to obtain a driving tendency. Then, after sufficient traveling data can be accumulated, the threshold value used for the determinations A to E is changed to perform optimization.
[0092]
Next, the control process in a present Example is demonstrated based on the flowchart of FIG.
In step 500 of FIG. 12, it is determined whether or not the threshold optimization has been completed. If an affirmative determination is made here, the process proceeds to step 540, whereas if a negative determination is made, the process proceeds to step 510.
[0093]
In step 510, the travel data is logged (accumulated).
In the following step 520, it is determined whether or not the logging end condition is satisfied. That is, it is determined whether or not sufficient travel data has been accumulated. If an affirmative determination is made here, the process proceeds to step 530, while if a negative determination is made, the process returns to step 510.
[0094]
This sufficient travel data is determined, for example, when the vehicle travels 1000 km after logging starts, or when it travels all types such as prefectural roads, private roads, city roads, toll roads, and highways.
In step 530, the threshold is optimized. For example, as an optimization method, when traveling data that always exceeds a threshold value (for example, a default indicating a dangerous area) is obtained, the threshold value is increased when traveling data that is slightly increased or decreased is obtained. You can adopt the method of lowering.
[0095]
On the other hand, in step 540, where the affirmative determination is made in step 500, the traveling data is successively monitored.
In the following step 550, it is determined whether or not the current driving exceeds the threshold based on the monitored driving data. If an affirmative determination is made here, the process proceeds to step 560, whereas if a negative determination is made, the process proceeds to step 570.
[0096]
In step 560, the process waits for a predetermined time T and returns to step 540.
On the other hand, in step 570, it is determined that the current driving is dangerous driving, and for example, a warning by sound or a warning by sound is output, and the processing returns to step 540.
That is, in the driving after changing the threshold, when driving exceeding the threshold occurs, an alarm or warning is issued to prompt the driver to be aware. Alternatively, when driving exceeding the threshold occurs frequently, an alarm or warning may be issued depending on the degree to drive the driver to be aware.
In this way, in this process, the threshold value used for each of the determinations A to E is corrected based on sufficient traveling data, so that a more accurate warning can be given compared to the case where a fixed threshold value is used. it can.
[0097]
If the threshold value is not changed, for example, in the case of the determination F, when a violation is detected, a warning or warning may be immediately issued to alert the driver.
[Example 3]
Next, the third embodiment will be described, but the description of the same parts as the first embodiment will be omitted or simplified.
[0098]
  The safe driving determination device of the present embodiment provides a personality determination device as a function of car navigation entertainment,<1> ~ <4>Judgment is made.
  <1>How many times can you deviate from the route the navigation is guiding?
  <2>How many times did you make a left or right turn?
[0099]
  <3>Whether to use toll roads or not.
  <4>Do you run on a wide or narrow road?
Then, by combining these data, the determination result of the personality determination is appropriately output.
[0100]
  a) Next, each determination described above<1>~<4>Each processing procedure will be described individually.
  First, the above<1>The determination process will be described based on the flowchart of FIG. As shown in FIG. 13, it is determined in step 600 whether or not a route is being guided by navigation. If an affirmative determination is made here, the process proceeds to step 610, whereas if a negative determination is made, the process proceeds to step 630.
[0101]
In step 610, it is determined whether or not the vehicle has deviated from the guidance route. If an affirmative determination is made here, the process proceeds to step 620, and if a negative determination is made, the process proceeds to step 630.
In step 620, the number of departures from the guidance route is counted.
[0102]
In step 630, it is determined whether or not an end condition (for example, a travel distance of 1000 km or the like) is satisfied. If an affirmative determination is made here, the process proceeds to step 640. If a negative determination is made, the process returns to step 600.
In step 640, the value (determined value) to be used for determination is calculated by dividing the number of times of departure from the route by the travel distance.
[0103]
  In the subsequent step 650, the determination value is compared with a reference value (index), and the determination result is stored.
  b) Next, the above<2>The determination process will be described based on the flowchart of FIG.
  As shown in FIG. 14, in step 700, it is determined whether or not the vehicle has made a right or left turn based on navigation-based data or turn signal operation. If an affirmative determination is made here, the process proceeds to step 710. Proceed to 720.
[0104]
In step 710, the number of right / left turns is counted.
In step 720, it is determined whether or not an end condition (for example, a travel distance of 1000 km or the like) is satisfied. If an affirmative determination is made here, the process proceeds to step 730, whereas if a negative determination is made, the process returns to step 700.
[0105]
In step 730, the value used for the determination (determined value) is calculated by dividing the number of right / left turns by the travel distance.
In the subsequent step 740, the determination value is compared with a reference value (index), and the determination result is stored.
[0106]
  c) Next, the above<3>The determination process will be described based on the flowchart of FIG.
  As shown in FIG. 15, in step 800, it is determined from the data based on the navigation whether or not the currently running road is a toll road. If an affirmative determination is made here, the process proceeds to step 810, while a negative determination is made. Then, the process proceeds to step 820.
[0107]
In step 810, the travel distance of the toll road is integrated.
On the other hand, in step 820, it is determined whether an end condition (for example, a travel distance of 1000 km or the like) is satisfied. If an affirmative determination is made here, the process proceeds to step 830, and if a negative determination is made, the process returns to step 800.
[0108]
In step 830, the travel distance of the toll road is divided by the total travel distance to calculate a value (determined value) used for determination.
In the subsequent step 840, the determination value is compared with a reference value (index), and the determination result is stored.
[0109]
  d) Next, the above<4>The determination process will be described based on the flowchart of FIG.
  As shown in FIG. 16, in step 900, the width (x) of the currently running road is determined from the data based on the navigation, and branches to steps 910, 920, and 930 according to the determination result.
[0110]
In step 910, the travel distance of routes having a width of am or less is accumulated.
In step 920, the travel distance of the route with width am <x <bm is integrated.
In step 930, the travel distance of routes having a width of bm or more is accumulated.
In step 940, it is determined whether an end condition (for example, a travel distance of 1000 km or the like) is satisfied. If an affirmative determination is made here, the process proceeds to step 950. If a negative determination is made, the process returns to step 900.
[0111]
In step 950, the travel distance of a route with a width of am or less is divided by the total travel distance to calculate a value (determined value) used for determination.
In the following step 860, the determination value is compared with the reference value (index), and the determination result is stored.
[0112]
  Thus, in this embodiment, each process<1> ~ <4>Thus, each determination result can be obtained, and various personality determinations can be performed by appropriately combining the determination results.
  For example, when the number of times of departure from navigation is large and the number of times of turning left and right is large, it may be determined that there is no calmness and that is displayed. Further, when the number of times of using the toll road is large and the number of times of selecting a wide road is large, it may be determined that the personality dislikes the details and the fact is displayed.
[0113]
In addition, this invention is not limited to the example of the said embodiment at all, and it cannot be overemphasized that it can implement with a various aspect in the range which does not deviate from this invention.
(1) For example, even when measurement is started by an instruction from the driver, regarding the end of measurement, if there is no instruction from the driver, the measurement may be terminated at a certain time and terminated at a certain traveling distance.
[0114]
(2) Even when there is no measurement start instruction from the driver, when using it as a safe driving alarm device, the measurement may always be performed in the background without leaving the start / end to the driver. In this case, the start / end of the measurement may be linked with, for example, turning on (ON) / off (OFF) the ignition (IG).
[0115]
(3) Furthermore, in order to reduce the arithmetic processing, it is not necessary to use classification data according to sex, age, and vehicle type.
(4) Various traffic regulation data such as road regulation may be obtained from an in-vehicle navigation device, but may be obtained by communication from the outside.
[0116]
(5) Since various measurement data in Examples 1 to 3 are less likely to be appropriate data in a traffic jam, the data measurement may be stopped during the traffic jam.
The traffic jam data may be obtained by communication from the outside, or may be determined from the running state (for example, the time taken to travel a predetermined distance).
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a hardware configuration of a safe driving determination apparatus according to a first embodiment.
FIG. 2 is a flowchart illustrating main control processing according to the first exemplary embodiment.
FIG. 3 is a flowchart illustrating a process of logging travel data according to the first embodiment.
FIG. 4 is a flowchart illustrating a process for requesting and inputting division data according to the first exemplary embodiment.
FIG. 5 is a flowchart illustrating determination processing according to the first exemplary embodiment.
6 is a graph showing a relationship between a speed used for determination A in Example 1 and a speed limit. FIG.
7 is a graph showing a relationship between a speed and a curve radius used in determination B of Example 1. FIG.
8 is a graph showing the relationship between the inter-vehicle distance and the speed used for determination C in Example 1. FIG.
FIG. 9 is a graph showing a state of a depression force of a brake pedal used for determination D in Example 1.
10 is a graph showing the relationship between acceleration and threshold value used for determination E in Example 1. FIG.
FIG. 11 is an explanatory diagram illustrating a display example of a determination result according to the first embodiment.
FIG. 12 is a flowchart illustrating control processing according to the second embodiment.
FIG. 13: Determination of Example 3<1>It is a flowchart which shows the process of.
FIG. 14 is a determination of Example 3.<2>It is a flowchart which shows the process of.
FIG. 15: Determination of Example 3<3>It is a flowchart which shows the process of.
FIG. 16: Determination of Example 3<4>It is a flowchart which shows the process of.
[Explanation of symbols]
1 ... Control circuit
3. Position detector
5 ... Map data input device
7 ... Operation switch group
9 ... External signal collector
11 ... Vehicle signal collector
15 ... Display device
17 ... Audio output device
25 ... Distance sensor

Claims (9)

Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,
When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,
A safe driving determination device that determines a driving tendency of the driver based on a vehicle speed with respect to a speed limit. Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,
When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,
A safe driving determination device characterized in that a driving tendency of the driver is determined based on an approach speed to the curve with respect to a curve bending condition. Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,
When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,
A safe driving determination device that determines a driving tendency of the driver based on a speed of the host vehicle with respect to an inter-vehicle distance from a preceding vehicle. Safe driving determination for comparing the first data indicating the operation of the vehicle resulting from the driving operation of the driver during traveling with the second data serving as a reference corresponding to the operation of the vehicle to determine the driving tendency of the driver A device,
When it is determined that the route on which the vehicle is traveling is congested, invalidate the data relating to the operation of the vehicle resulting from the driving operation of the driver,
A safe driving determination device, wherein a driving tendency of the driver is determined based on a movement of the vehicle resulting from the driving operation of the driver with respect to traffic regulation data.   5. The safe driving determination apparatus according to claim 4, wherein the traffic regulation data is data relating to an intersection or merging, and the operation of the vehicle resulting from the driving operation of the driver is an operation of a direction indicator.   5. The safe driving determination according to claim 4, wherein the traffic regulation data is data on a temporarily stopped portion of a road, and the operation of the vehicle resulting from the driving operation of the driver is a temporary stopping operation of the vehicle. apparatus.   5. The safety according to claim 4, wherein the traffic regulation data is data indicating a traveling direction of a road, and an operation of the vehicle resulting from the driving operation of the driver is data indicating the traveling direction of the vehicle. Driving determination device. Based on the vehicle information about the personal information about the input drivers and / or operation for the vehicle, according to any of the claims 1-7, characterized in that to modify the data as a reference for determination of the driving tendency Safe driving determination device. After sufficient data relating to the operation of the vehicle resulting from the driving operation of the driver is accumulated, data serving as a criterion for determining the driving tendency is corrected based on the accumulated data. Item 9. A safe driving determination device according to any one of Items 1 to 8 .

Images