JP4569383B2 - In-vehicle device - Google Patents

Description

  The present invention relates to an in-vehicle device for preventing an accident that occurs between a vehicle and a pedestrian.

  Conventionally, various proposals have been made to prevent a collision accident between a vehicle and a moving object (such as another vehicle or a pedestrian).

  For example, Japanese Patent Laid-Open No. 05-20599 (Patent Document 1) discloses an approach notification device. According to the approach notification device disclosed in Patent Document 1, when an object such as a vehicle approaches a predetermined location (curve mirror) such as an intersection of a road, the approach of the vehicle is detected by the detection means, and this detection output In response to this, a signal is transmitted to an object such as another vehicle approaching the predetermined location by the signal generating means.

  On the other hand, when the signal generated from the signal generating means is received, an alarm is notified to the driver of the vehicle by the notifying means provided in the vehicle. Further, the speed of the vehicle is automatically reduced by the control means provided in the vehicle.

  The approach notification device of Patent Document 1 can also be used for preventing accidents between a vehicle and a pedestrian. In other words, by having a pedestrian carry a transmitter having the same signal generation means as that of a vehicle, a vehicle equipped with a means for receiving the signal can cause the pedestrian to approach the driver at a road intersection or the like. Can be notified.

Japanese Patent Laid-Open No. 05-20599 (for example, paragraphs [0009], [00 10], etc.)

  However, even if the approach notification device of Patent Document 1 is applied to a pedestrian, it is only possible to detect the current position of the pedestrian, so it is impossible to predict the behavior of the pedestrian at the next moment. . For this reason, for example, there is a problem that it is impossible to deal with a pedestrian accident caused by unpredictable pedestrian behavior such as a sudden pedestrian jumping.

  In addition, even if the current position of the pedestrian can be detected, the driver performs slow driving in order to prepare for an unexpected situation such as a sudden jump out of the pedestrian unless the behavior of the detected pedestrian can be predicted. There is nothing else. However, if all pedestrians located in front of the vehicle are subject to slowing down, not only will the time be wasted due to excessive slowing down, but the driver's psychological burden will increase, conversely causing accidents. There was a problem that could be.

  The present invention has been made in order to solve the above-described problems, and uses a trajectory that a pedestrian has moved in the past, so that a cautionary point at which an accident is likely to occur between the vehicle and the pedestrian is highly accurate. An object of the present invention is to provide an in-vehicle device capable of reliably preventing a pedestrian accident by predicting.

To this end, the vehicle-mounted device according to claim 1, wherein the accumulation trajectory pedestrian the pedestrian I accumulation body der plurality of trajectory points acted in the past is stored in the mobile terminal possessed The trajectory acquisition means for acquiring data from the portable terminal, the memory for storing the accumulated trajectory data acquired by the trajectory acquisition means, the map storage means for storing map data, and the accumulated trajectory data stored in the memory On the basis of a map stored in the map storage means, and a caution spot predicting means for predicting a caution spot of an anti-pedestrian accident, the caution spot predicting means being included in the stored locus data stored in the memory When at least one locus point is located on the roadway, the locus point is predicted as a caution location.

The in-vehicle device according to claim 2 is the in-vehicle device according to claim 1, wherein the trajectory acquisition unit acquires a plurality of accumulated trajectory data from the portable terminal , and the memory is acquired by the trajectory acquisition unit. A plurality of accumulated trajectory data is stored, and the caution spot predicting means has a trajectory point for each trajectory point for each trajectory point in the plurality of accumulated trajectory data stored in the memory. Predict whether or not

  The in-vehicle device according to claim 3 is provided with route setting means for setting a route to the destination in the in-vehicle device according to claim 1 or 2, wherein the attention location predicting means is the storage acquired by the locus acquiring means. When the position indicated by the trajectory data is located on the route set by the route setting means, it is predicted as a caution location.

  The in-vehicle device according to claim 4 is the in-vehicle device according to any one of claims 1 to 3, a moving speed acquisition unit that acquires the moving speed of the pedestrian from the accumulated trajectory data together with the accumulated trajectory data; Determination means for determining whether or not the movement speed acquired by the movement speed acquisition means is less than or equal to a predetermined value, and when the caution point prediction means determines that the movement speed is less than or equal to a predetermined value, Predict where to be careful.

  The vehicle-mounted device according to claim 5 is the vehicle-mounted device according to any one of claims 1 to 4, wherein the map storage unit stores a facility on map data and an opening time of the facility, and the caution location predicting unit Predicts a point of caution using the accumulated trajectory data located within a predetermined range including the facility within the facility opening time.

  The in-vehicle device according to claim 6 is the in-vehicle device according to any one of claims 1 to 5, wherein the position specifying means for specifying the position of the host vehicle, and the pedestrian position acquiring means for acquiring the position of the pedestrian. Based on the position of the host vehicle specified by the position specifying unit and the position of the pedestrian acquired by the pedestrian position acquiring unit, the host vehicle and the vehicle within a predetermined range from the caution location predicted by the caution location prediction unit Confirmation means for confirming whether or not the pedestrian exists, and when the confirmation means confirms that the host vehicle and the pedestrian are present, the attention location predicted by the attention location prediction means is determined by the driver. And informing means for informing.

According to the in-vehicle apparatus of claim 1, when the accumulated trajectory data of the pedestrian is acquired from the portable terminal possessed by the pedestrian by the trajectory acquiring unit, the map storage is performed based on the acquired accumulated trajectory data. The attention location of the anti-pedestrian accident on the map stored in the means is predicted by the attention location prediction means.

The accumulated trajectory data of the pedestrian can reproduce the route that the pedestrian carrying the mobile terminal has moved in the past, and indicates the tendency of the pedestrian's passing route. Therefore, the path of the accumulated trajectory data on the map (the place where the accumulated trajectory data exists) is a place where a pedestrian corresponding to the accumulated trajectory data may continue to pass in the future. Moreover, it is also a location where a pedestrian who does not correspond to the accumulated trajectory data has a possibility of passing in the future.

  Accordingly, by referring to the accumulated trajectory data, there is an effect that it is possible to predict with high accuracy a point of caution against a pedestrian accident, that is, a point where the vehicle and the pedestrian may contact or collide.

  As described above, when the caution area for the anti-pedestrian accident is predicted with high accuracy, the driver is aware of the caution area by notifying the vehicle driver of the predicted caution area as necessary. Can drive. As a result, even if the pedestrian takes an unexpected behavior at the point of caution, the driver can take the best accident avoidance measures and can reliably prevent an accident against the pedestrian.

  In addition, since the frequency of the situation where the driver has to keep gazing at the front is always reduced, the psychological burden on the driver can be reduced, and the accident against pedestrians can be prevented more effectively. it can.

  In addition, when a pedestrian is actually present at the predicted caution point by predicting the caution point against a pedestrian accident with high accuracy, mechanical control of the vehicle (control of the vehicle by the vehicle control device) Can safely avoid pedestrians.

  The “pedestrian” in claim 1 refers to a person who moves by human power without getting on a vehicle such as an automobile, a motorcycle, or a bicycle, and includes a person who moves not only by pure walking but also by running.

  In addition, when the accumulated trajectory data acquired by the trajectory acquisition unit is located on the roadway, the position is predicted as the attention point by the attention point prediction unit. For example, there is a possibility that a pedestrian jumps out on the roadway. There is an effect that the location can be predicted with high accuracy.

  In other words, since the accumulated trajectory data on the roadway indicates a tendency of pedestrians to pass on the roadway, the pedestrian (the owner of the portable terminal that accumulated the accumulated trajectory data) can pass through in the future. It is also a place where other pedestrians (movers other than the owner of the mobile terminal) may pass in the future. Therefore, by predicting the accumulated trajectory data located on the roadway as the caution location, the caution location for the anti-pedestrian accident can be predicted with high accuracy. Therefore, by notifying the vehicle driver of the predicted caution location, it is possible to effectively prevent a pedestrian accident caused by a pedestrian jumping across the roadway.

  According to the in-vehicle device according to claim 3, in addition to the effect produced by the in-vehicle device according to claim 1 or 2, the position indicated by the accumulated trajectory data acquired by the trajectory acquisition unit is set by the route setting unit. When positioned above, the position indicated by the accumulated trajectory data is predicted as the caution area by the caution area prediction means. Therefore, there is an effect that it is possible to predict with high accuracy a point of caution against a pedestrian accident on a route that is likely to pass until the vehicle reaches the destination.

  Therefore, by notifying the vehicle driver of the predicted caution location, the driver may limit the location where the attention should be particularly concentrated to the predicted caution location until reaching the desired destination. This can reduce the driver's psychological burden.

  According to the in-vehicle device according to claim 4, in addition to the effect produced by the in-vehicle device according to any one of claims 1 to 3, the moving speed of the pedestrian acquired by the moving speed acquiring means is a predetermined value or less. Is determined by the determination means. At that time, when it is determined that the moving speed of the pedestrian is equal to or lower than the predetermined value, the attention location is predicted by the attention location prediction means. Therefore, by setting the threshold for determination by the determination means to a speed at which it can be determined that the movement is due to walking, it is possible to reliably predict the behavior of a pedestrian who has accumulated trajectory data due to pure walking. In particular, there is an effect that it is possible to predict with high accuracy a place where a pedestrian accident may occur.

  In addition, when the threshold for determination by the determination unit is set to a speed at which it can be determined that the movement is due to walking, there is a high possibility that the threshold is acquired at a time other than walking, that is, when a vehicle (automobile, motorcycle, bicycle, etc.) is boarded. Accumulated trajectory data is not used for prediction of caution points, so it is possible to prevent caution points from being predicted excessively, and as a result, the psychological burden on excessive drivers based on excessively predicted caution points is suppressed. be able to.

  According to the in-vehicle device according to claim 5, in addition to the effect produced by the in-vehicle device according to any of claims 1 to 4, the map storage means stores the facility on the map data and the opening time of the facility. Has been. Then, a caution spot is predicted by the caution spot prediction unit using the accumulated trajectory data located within a predetermined range including the facility within the facility opening time. Therefore, there is an effect that it is possible to predict the vicinity of the facility with high accuracy in an open time zone where there is a high possibility that a pedestrian is present and an anti-pedestrian accident is likely to occur.

  According to the vehicle-mounted device according to claim 6, in addition to the effect produced by the vehicle-mounted device according to any one of claims 1 to 5, the position of the host vehicle is specified by the position specifying means, while the pedestrian position is acquired. When the position of the pedestrian is acquired by the means, based on the position of the own vehicle specified by the confirmation means and the acquired position of the pedestrian, within a predetermined range from the caution location predicted by the caution location prediction means, It is confirmed whether the own vehicle and a pedestrian exist. Then, when it is confirmed that the host vehicle and the pedestrian are present within a predetermined range from the caution location, the caution location predicted by the caution location prediction means is notified by the notification means. Therefore, the driver can surely recognize the presence of a caution point and a pedestrian in the vicinity of the host vehicle, and there is an effect that the driver can drive the vehicle while being aware of the pedestrian. As a result, even if the pedestrian takes an unexpected behavior in the vicinity of the cautionary point, the driver can take the best accident avoidance measure, and the anti-pedestrian accident can be effectively prevented.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing a configuration of an anti-pedestrian accident prevention system 1 according to the first embodiment of the present invention. As shown in FIG. 1, the anti-pedestrian accident prevention system 1 is mounted on a vehicle C and can communicate with the navigation device 100 capable of displaying the current position of the vehicle C, and the vehicle position display device 100 and the Internet 300. This is a system that includes a portable terminal 200 that can be carried by a pedestrian.

As shown in FIG. 1, in addition to the vehicle position display device 100 described above, the vehicle C acts from the mobile terminal 200 via the Internet 300 by the movement of the mobile terminal 200 by walking or the like in the past. Position information (for example, latitude) from a terminal information receiving device 130 having an antenna 130a for receiving pedestrian data including accumulated trajectory data (trajectory data accumulating body) indicating the trajectory and the GPS (Global Positioning System) satellite 400 GPS receiver 140 having an antenna 140a for receiving information and longitude information), a vehicle control device 150 for controlling steering and speed of the vehicle C, an information center such as a VICS (Vehicle Information and Communication System) center, and a traffic jam To receive traffic information such as traffic jam information from a database that contains information A traffic information receiver 160 comprises a container 160a, and an image can be captured vehicle camera 170 near the vehicle C.

  As shown in FIG. 1, the vehicle position display device 100 includes a CPU 10, a ROM 12, a RAM 14, and the like, and these CPU 10, ROM 12, and RAM 14 are connected to each other by a bus line 16. An input / output port 20 is connected to the bus line 16.

  The CPU 10 is a central processing unit that controls the entire vehicle position display device 100, and the ROM 12 stores various control programs executed by the CPU 10 and fixed value data that is referred to during the execution. Yes. A program for executing flowcharts shown in FIGS. 4 to 8 described later is stored in the ROM 12. The RAM 14 has a working area in which various register groups necessary for a control program executed by the CPU 10 are set, a temporary area for temporarily storing data being processed, and the like, which can be accessed at random. It is memory.

  In addition to the CPU 10, ROM 12, and RAM 14 connected via the bus line 16, the input / output port 20 includes a hard disk 18 (hereinafter referred to as HDD 18) and a DVD that stores various information such as map data. DVD device 22 for reading information, operation switch 24 for inputting an operation instruction to vehicle position display device 100, LCD 26 which is a display for displaying various display information such as map data and the current position of vehicle C, and sound Speaker 28 that outputs voice such as guidance, interface 30 (I / F 30) for connecting to terminal information receiver 130, interface 40 (I / F 40) for connecting to vehicle control device 150, and reception of traffic information Interface 42 (I / F 42) for connecting to device 160 and GPS receiver 140 And a position detector 38 including because of interface 32 (I / F32).

  Here, as shown in FIG. 1, the position detector 38 includes a gyroscope 34 that detects the rotational angular velocity of the vehicle C, and a vehicle speed sensor 36 that detects the moving velocity of the vehicle C, in addition to the I / F 32. On the basis of the positional information input from the GPS receiver 140 via the I / F 32, the rotational angular velocity detected by the gyroscope 34, and the moving speed detected by the vehicle speed sensor 36, the CPU 10 Is determined.

  The RAM 14 includes a reception trajectory data memory 14a. The reception trajectory data memory 14a is a memory for temporarily storing pedestrian data transmitted from the mobile terminal 200 via the Internet 300 and received by the terminal information receiver 130. A more specific configuration of the reception trajectory data memory 14a will be described later with reference to FIG.

  The HDD 18 includes a map data memory 18a and a traffic jam information memory 18b. The map data memory 18a is a memory for storing map data read from a DVD on which map data is recorded by the DVD device 22.

  The traffic jam information memory 18b is a memory for storing traffic jam information received from a traffic information receiver 160 from an information center such as a VICS center or a database, that is, information indicating which road is jammed when.

  Since the traffic jam information accumulated from the past received from the database is stored in the traffic jam information memory 18b, in the filter processing A (see FIG. 6) described later, which road is referred to by referring to the traffic jam information memory 18b. You can get information on when traffic jams. Similarly, traffic information from an information center that transmits real-time traffic data, such as a VICS center, is stored in the traffic information memory 18b, so that which road is in the filter processing A (see FIG. 6) described later. Can give information on when traffic jams.

  On the other hand, as shown in FIG. 1, the mobile terminal 200 is referred to when the CPU 50, which is a central processing unit for controlling the entire mobile terminal 200, various control programs executed by the CPU 50, and the execution thereof. An antenna 58a for transmitting pedestrian data to the vehicle C via the Internet 300 and receiving map data via the Internet 300, the ROM 52 storing the fixed value data, the RAM 54, the flash memory 56, and the Internet 300. An information transmission / reception unit 58, a GPS processing unit 60 including an antenna 60 a for receiving position information (for example, latitude information and longitude information) from the GPS satellite 400, and an operation switch 62 for inputting an operation instruction to the mobile terminal 200. And various display information such as the current position of the owner of the mobile terminal 200 and map data are displayed. It provided with LCD64 and a display, these among the component are connected to each other by a bus line 70.

  Here, the GPS processing unit 60 converts the position information received from the GPS satellite 400 into data that can be processed by the CPU 50 and outputs the data to the CPU 50. Based on the data output from the GPS processing unit 60, the CPU 50 obtains the current position of the portable terminal 200, that is, the current position of the owner of the portable terminal 200.

  The RAM 54 is a rewritable memory that has a working area in which various register groups necessary for a control program executed by the CPU 50 are set, a temporary area that temporarily stores data being processed, and the like that can be accessed randomly. Yes, it includes a current position memory 54a.

  The current position memory 54 a is a memory that stores current position data indicating the current position of the mobile terminal 200 acquired based on the position information received from the GPS satellite 400. A more specific configuration of the current position memory 54a will be described later with reference to FIG.

  The flash memory 56 is a rewritable nonvolatile memory, and the data stored in the flash memory 56 is retained even after the portable terminal 200 is turned off. The flash memory 56 includes a map data memory 56a, a user information memory 56b, a trajectory data memory 56c, a user information transmission flag 56d, and a user information encryption flag 56e.

  The map data memory 56a is a memory that stores map data received from an information center (not shown) via the Internet 300, for example.

  The user information memory 56b is a memory that stores user information related to the owner of the mobile terminal 200. A more specific configuration of the user information memory 56b will be described later with reference to FIG.

  The trajectory data memory 56c stores, as accumulated trajectory data, an accumulator of trajectory points (trajectory data) that the owner of the mobile terminal 200 has acted in the past based on the current position data stored in the current position memory 54a. It is memory. A more specific configuration of the trajectory data memory 56c will be described later with reference to FIG.

  The user information transmission flag 56d is a flag indicating whether or not to transmit the user information stored in the user information memory 56b to the vehicle position display device 100 in the pedestrian data output process described later with reference to FIG. .

  When the owner of the portable terminal 200 permits transmission of user information to the vehicle position display device 100, the user information transmission flag 56d is set to ON by the operation of the operation switch 62 by the owner. On the other hand, when the owner of the portable terminal 200 prohibits transmission of user information to the vehicle position display device 100, the user information transmission flag 56d is set to OFF by the operation of the operation switch 62 by the owner. The

  The user information encryption flag 56e is used when the user information stored in the user information memory 56b is transmitted to the vehicle position display device 100 in the pedestrian data output process described later with reference to FIG. This is a flag indicating whether or not to transmit after encryption.

  When the owner of the portable terminal 200 desires to transmit the user information encrypted, the user information encryption flag 56e is set to ON by the operation of the operation switch 62 by the owner. On the other hand, when the owner of the portable terminal 200 does not want to encrypt the user information, the user information encryption flag 56e is set to OFF by the operation of the operation switch 62 by the owner.

  Next, specific configurations of the current position memory 54a, the user information memory 56b, and the trajectory data memory 56c in the portable terminal 200 will be described with reference to FIG. FIG. 2A is a schematic diagram showing current position data stored in the current position memory 54a.

  As shown in FIG. 2A, the current position memory 54a includes an area 54a1 for storing east longitude data received from the GPS satellite 400 as a current position, and an area 54a2 for storing north latitude data as a current position. The current position of the mobile terminal 200, that is, the current position of the owner of the mobile terminal 200 is defined by the east longitude data and the north latitude data stored in the areas 54a1 and 54a2, respectively.

  Further, as shown in FIG. 2A, the current position memory 54a includes, in addition to the areas 54a1 and 54a2, the map data stored in the map data memory 56a of the portable terminal 200 defined as described above. An area 54a3 for storing a mesh including the current position (hereinafter, a mesh including the current position of the mobile terminal 200 is referred to as "current mesh"), and an area 54a4 for storing the time when the current position data is acquired as the current time It has.

  The map mesh used in this embodiment is either map data stored in the map data memory 56a of the mobile terminal 200 or map data stored in the map data memory 18a of the vehicle position display device 100. It shall be 250m mesh.

  FIG. 2B is a schematic diagram showing user information stored in the user information memory 56b. As shown in FIG. 2B, the user information memory 56b includes an area 56b1 for storing user attributes (for example, schoolchildren, members of society, housewives, etc.) of the owner of the mobile terminal 200, and an area 56b2 for storing gender. , An area 56b3 for storing the age, an area 56b4 for storing the home address, and an area 56b5 for storing the address of a place where the owner of the mobile terminal 200 frequently stays outside the home, such as at work or school. . In addition, each information memorize | stored in these areas 56b1-56b5 is input when the operation switch 62 is operated by the holder of the portable terminal 200. FIG.

  FIG. 2C is a schematic diagram showing accumulated trajectory data and one trajectory data (trajectory point) stored in the trajectory data memory 56c. As shown in FIG. 2C, the user information memory 56b includes an area 56c0 that stores the number x of trajectory data constituting the accumulated trajectory data, and the owner of the mobile terminal 200 has acted by walking in the past. Are provided with areas 56c1 to 56cx for storing the x pieces of trajectory data.

  The areas 56c1 to 56cx include areas 56cx1 to 56cx4 (x = 1 to x), respectively. Hereinafter, the description of the range of the variable x (x = 1 to x) is omitted for the areas 56cx1 to 56cx4. However, for example, when the area 56cx1 is described, the areas from the area 56c11 to the area 56cx1 are indicated. It means to point.

  In the trajectory data memory 56c, one trajectory data (trajectory point) is stored based on the current position data stored in the current position memory 54a. Therefore, each of the areas 56cx1 to 56cx4 in FIG. Data corresponding to the described areas 54a1 to 54a4 is stored.

  The current position data stored in the current position memory 54a and the accumulated trajectory data stored in the trajectory data memory 56c include the identification number of the mobile terminal 200, information about the hardware of the mobile terminal 200, and the mobile terminal 200. Data to which terminal-specific information composed of software-related information is added is transmitted as pedestrian data from the information transmitting / receiving unit 58 to the vehicle position display device 100 via the Internet 300.

  In addition, as described in the pedestrian data output process (see FIG. 9), which will be described later, user information stored in the user information memory 56b is added to the pedestrian data as necessary, and then the vehicle position is added. It is transmitted to the display device 100. In the following description, information transmitted to the vehicle position display device 100 is referred to as “pedestrian data” regardless of whether user information is added.

  Next, a specific configuration of the reception trajectory data memory 14a in the vehicle position display device 100 will be described with reference to FIG. FIG. 3 is a schematic diagram showing data stored in the reception trajectory data memory 14a.

  As illustrated in FIG. 3, the reception trajectory data memory 14 a includes n areas 14 a 1 to 14 an that store n pedestrian data received from the mobile terminal 200. In the following description, “area 14an” refers to n areas from area 14a1 to area 14an unless otherwise specified.

  Each pedestrian data stored in each of the n areas 14an stores an area 14an01 for storing terminal-specific information, an area 14an02 for storing user information, and current position data indicating the current position of the mobile terminal 200. An area 14an03, an area 14an04 that stores the number y of trajectory data constituting the accumulated trajectory data, and areas 14an1 to 14any that store y pieces of accumulating trajectory data are provided. Note that, for convenience, the number of trajectory data included in each of the n areas 14an is expressed by a variable y, but the value assigned to the variable y may be different for each pedestrian data.

  The pedestrian data stored in the areas 14a1 to 14an in the reception trajectory data memory 14a is added or rewritten as appropriate every time pedestrian data transmitted from the mobile terminal 200 is received. On the other hand, it is appropriately deleted by overwriting new pedestrian data. The timing for storing the pedestrian data in the reception trajectory data memory 14a is not the gist of the present invention, and is therefore omitted.

  Each of the areas 14an1 to 14any includes an area 14any1 for storing one trajectory data constituting the accumulated data and an attention flag 14any2 associated with the one trajectory data (both n = 1 to n, y = 1 to y: where y is the number of trajectory data included in each pedestrian data). In the following, regarding the area 14any1 and the attention flag 14any2, the range of the variable n (n = 1 to n) and the range of the variable y (y = 1 to y: where y is included in each pedestrian data. Description of the number of trajectory data) is omitted.

  Each trajectory data (each trajectory point) stored in each area 14any1 stores data corresponding to trajectory data (trajectory points) configured by information stored in the areas 56cx1 to 56cx4 described in FIG. Is done.

  On the other hand, the caution flag 14any2 is a flag indicating whether or not the trajectory data stored in the corresponding area 14any1 is a caution location. Filter processing A and filter processing B described later (see FIGS. 6 and 7 respectively). When the trajectory data stored in the area 14any1 is predicted to be a caution location, the corresponding caution flag 14ny2 is turned on.

  Next, with reference to FIGS. 4-9, each process performed in the anti-pedestrian accident prevention system 1 comprised as mentioned above is demonstrated. Here, FIG. 4 is a flowchart showing a main process executed by the vehicle position display device 100.

  This main process is a process that is activated when a function for displaying the current position of the vehicle C on the LCD 26 together with a map (hereinafter, this function is referred to as a “vehicle position display function”) is turned on. It is confirmed whether the function is on (S1), and if it is on (S1: Yes), the vehicle C is based on the position information, the rotational angular velocity, and the moving velocity of the vehicle C output from the position detector 38. The vehicle position information acquisition process (S2) for acquiring the current position of the vehicle is executed.

  Next, it is confirmed whether the destination to be routed is set by operating the operation switch 24 (S3). If it is confirmed that the destination is set (S3: Yes), the destination is set. A known route search process for performing the route search is executed (S4), and the process proceeds to S5.

  On the other hand, when the destination setting is not confirmed as a result of the confirmation in S3 (S3: No), the process skips S4 and proceeds to S5.

  In S5, the vehicle position display process which displays the present position of the vehicle C acquired by the process of S2 on LCD26 with the map corresponding to the map data memorize | stored in the map data memory 18a is performed.

  Next, it is confirmed whether route guidance is being performed (S6). If route guidance is being performed (S6: Yes), route guidance output processing is executed (S7), and the process proceeds to S8. The route guidance output process (S7) is a process for visually displaying the route guidance based on the search result obtained in the process of S4 on the LCD 26 and outputting it as sound from the speaker 28.

  On the other hand, if the route confirmation is not in progress as a result of confirmation in the process of S6 (S6: No), the process of S7 is skipped and the process proceeds to S8.

  In S8, anti-pedestrian accident prevention processing is executed. In addition, the process performed by this anti-pedestrian accident prevention process (S8) is explained in full detail with reference to FIGS. After execution of the anti-pedestrian accident prevention process (S8), the process proceeds to the process of S1, and the processes of S1 to S8 are repeatedly executed until it is confirmed that the vehicle position display function is turned off. When it is confirmed in S1 that the vehicle position display function is turned off (S1: No), this main process is terminated.

  FIG. 5 is a flowchart showing the anti-pedestrian accident prevention process (S8) described above. In this anti-pedestrian accident prevention process (S8), first, all the caution flags 14any2 are turned off for n pieces of pedestrian data stored in the reception trajectory data memory 14a (S501).

  After the process of S501, the filter process A is executed (S502), and then the filter process B (S503) is executed. These filter processing A (S502) and filter processing B (S503) are both stored in all the trajectory data in y pedestrian data stored in the received trajectory data memory 14a, that is, in the area 14any1. This is a process for predicting whether or not the trajectory data is a caution spot for every trajectory data for all trajectory data. The specific processing executed in the filter processing A (S502) and the filter processing B (S503) will be described later with reference to FIGS.

  After the execution of the filter process B (S503), the driver of the vehicle C is notified of warnings and warnings based on the trajectory data predicted to be a warning part by the filter process A (S502) and the filter process B (S503). A caution / warning process (S504) for performing a notification or a control instruction to the vehicle control device 150 is executed. The specific process executed in the caution / warning process (S504) will be described later with reference to FIG.

  And after execution of a caution / warning process (S504), this anti-pedestrian accident prevention process (S8) is complete | finished.

  FIG. 6 is a flowchart showing the above-described filter processing A (S502). In this filter processing A (S502), first, based on each trajectory data stored in the area 14any1 in the received trajectory data memory 14a, the movement of the holder of the portable terminal 200 corresponding to each of the n pieces of pedestrian data A moving speed calculation process (S601) for calculating the speed is executed.

  This moving speed calculation process (S601) uses two temporally adjacent trajectory data (trajectory points) and uses the formula [(location coordinates in relevant trajectory data−trajectory data immediately before from the relevant trajectory data. Position coordinate) / (time when the corresponding trajectory data is acquired-time when trajectory data immediately before is acquired from the corresponding trajectory data)]. The position coordinates in the trajectory data are coordinates obtained based on east longitude data and north latitude data included in the trajectory data.

  After the execution of the movement speed calculation process (S601), it is confirmed whether the movement speed of the holder of the mobile terminal 200 exceeds the pedestrian speed (for example, 10 km / h) for each trajectory data included in each pedestrian data. (S602). The “pedestrian speed” is a speed threshold for determining that the owner of the mobile terminal 200 moving at a speed higher than this speed is not a movement by walking, such as a movement by boarding a vehicle.

  As a result of the confirmation in the process of S602, for the trajectory data in which the moving speed of the owner of the mobile terminal 200 exceeds the pedestrian speed (S602: Yes), the trajectory data indicates that the owner of the mobile terminal 200 is not walking. Since it is regarded as the trajectory data acquired during the movement (for example, vehicle boarding), the filter processing A is terminated.

  On the other hand, as a result of confirmation by the process of S602, for the trajectory data in which the moving speed of the owner of the mobile terminal 200 is equal to or less than the pedestrian speed (S602: No), the present is the road corresponding to the trajectory data. It is confirmed whether it coincides with the traffic time (S603). Note that the traffic jam information stored in the traffic jam information memory 18b is used as the traffic jam time of the road used in the processing of S603.

  As a result of the confirmation in the processing of S603, for the trajectory data that coincides with the traffic jam time (S603: Yes), the trajectory data is obtained when the owner of the mobile terminal 200 boarded the vehicle in the traffic jam. Then, it is confirmed whether or not the moving speed is equal to or less than the congestion definition speed (S605).

  The “congestion definition speed” is a speed defined by the acquisition destination of the traffic jam information stored in the traffic jam information memory 18b. For example, various speeds such as 5 km / h, 10 km / h, and 20 km / h are used. Can be defined.

  As a result of the confirmation in the process of S605, for the trajectory data in which the moving speed of the owner of the mobile terminal 200 is equal to or less than the congestion speed (S605: Yes), the trajectory data indicates that the owner of the mobile terminal 200 is congested. Since this is regarded as the trajectory data acquired when the vehicle is boarded, this filtering process is terminated.

  On the other hand, with respect to the trajectory data that has been confirmed not to coincide with the traffic jam time in S603 (S603: No) and the trajectory data in which the moving speed of the owner of the mobile terminal 200 exceeds the traffic jam speed (S605: No) in S605. Thus, since the trajectory data is regarded as trajectory data acquired when the owner of the mobile terminal 200 walks, the attention flag 14any2 corresponding to the trajectory data is turned on (S604), and this filtering process is performed. Exit A.

  Therefore, the trajectory data that the trajectory data is considered to have been acquired by the movement of the owner of the mobile terminal 200 among all the trajectory data stored in the area 14any1 by the execution of the filter process A (S502). Is predicted as the caution location, and the caution flag 14any2 corresponding to the locus data is turned on.

  FIG. 7 is a flowchart showing the above-described filter processing B (S503). In this filter processing B (S503), first, it is confirmed whether or not the corresponding attention flag 14any2 is turned on for each trajectory data stored in the area 14any1 in the reception trajectory data memory 14a (S701).

  As a result of the confirmation in the processing of S701, for the trajectory data for which the attention flag 14any2 is off (S701: No), the trajectory data is data that has already been predicted not to be the attention location in the filter processing A (S502). Therefore, this filter process B (S503) is terminated.

  On the other hand, as a result of checking in the processing of S701, for the trajectory data for which the attention flag 14any2 is on (S701: Yes), it is confirmed whether the trajectory data is a point located at the coordinates on the roadway in the map data. (S702).

  As a result of confirmation by the processing of S702, for the trajectory data that is not located at the coordinates on the road in the map data (S702: No), the trajectory data is regarded as a safe trajectory point that is not located on the road. The attention flag 14any2 corresponding to the locus data is turned off (S707), and the filter process B (S503) is ended.

  On the other hand, as a result of confirmation by the processing of S702, for the trajectory data located at the coordinates on the road in the map data (S702: Yes), it is confirmed whether the route has been searched (S703), and the route has been searched. If there is (S703: Yes), it is confirmed whether or not the trajectory data located at the coordinates on the road in the map data is located on the searched route (S704).

  As a result of the confirmation in the processing of S704, for the trajectory data located on the searched route (S704: Yes), the trajectory data is regarded as a warning location on the course of the vehicle C. The filter process B (S503) is terminated.

  On the other hand, as a result of the confirmation in the process of S704, for the trajectory data that is not located on the searched route (S704: No), the trajectory data is a safe trajectory point that is not located on the course of the vehicle C. Therefore, the attention flag 14any2 corresponding to the trajectory data is turned off (S705), and the filter process B (S503) is terminated.

  As a result of the confirmation in S703, if the route has not been searched (S703: No), the trajectory data determined by the processing in S702 to be located at coordinates on the roadway is the mesh where the vehicle C is currently located. (Hereinafter, the mesh in which the vehicle C is currently positioned is also referred to as “current mesh”) or a mesh in the vicinity of the current mesh (hereinafter referred to as “neighboring mesh”) is confirmed (S706). ).

  Note that the “neighboring meshes” used in the processing of S706 can take various numbers of meshes in the vicinity of the current mesh, but in this embodiment, the “neighboring meshes” are 5 × 5 with the current mesh as the center. = 25 meshes, but the number of neighboring meshes may be changed as appropriate. Further, the position of the current mesh is not limited to the center of the neighboring mesh, and may be a plurality of meshes including the current mesh and the neighboring mesh.

  As a result of confirmation in the processing of S706, for the trajectory data located on the current mesh or the neighboring mesh (S706: Yes), the trajectory data is regarded as a caution location close to the vehicle C. (S503) ends.

  On the other hand, as a result of the confirmation in the processing of S706, for the trajectory data not currently located on the mesh or the neighboring mesh (S706: No), the trajectory data is away from the vehicle C and is a safe trajectory point. Therefore, the attention flag 14any2 corresponding to the trajectory data is turned off (S707), and the filter process B (S503) is terminated.

  Therefore, by executing this filter processing B (S503), the owner of the portable terminal 200 of all the trajectory data stored in the area 14any1 passes on the road of the vehicle C and on the roadway near the vehicle C. The trajectory data considered to have been acquired as a result of the prediction is predicted as a caution location, the caution flag 14any2 corresponding to the trajectory data is kept on, and the caution flag corresponding to other trajectory data considered safe is stored. 14any2 is turned off.

  Accordingly, as a result of executing the filtering process A (S502) and the filtering process B (S503), a trajectory point (trajectory data) indicating that the vehicle C has traveled on the route and on the roadway near the vehicle C is noticed. It is predicted as a place.

  FIG. 8 is a flowchart showing the caution / warning process (S504). In the caution / warning process (S504), first, it is confirmed whether or not the corresponding caution flag 14any2 is turned on for each trajectory data stored in the area 14any1 in the reception trajectory data memory 14a (S801).

  As a result of the confirmation in the processing of S801, for the trajectory data for which the attention flag 14any2 is off (S801: No), the trajectory data is safe in the filter processing A (S502) and the filter processing B (S503). Since it is regarded as data, this caution / warning process (S504) is terminated.

  On the other hand, as a result of the confirmation in the process of S801, for the trajectory data for which the attention flag 14any2 is on (S801: Yes), the distance between the trajectory data and the current position of the vehicle C is 700 m or less, which is a safe distance. It is confirmed whether it exists (S802).

  Note that the “safe distance” is a distance threshold for determining that an actual pedestrian can be safely avoided by a driver's operation even when a pedestrian exists at a position beyond that distance. It is. In the present embodiment, the safety distance is uniformly 700 m. However, the safety distance may be appropriately changed according to the speed of the vehicle C and the braking ability.

  As a result of the confirmation in S802, for the trajectory data in which the distance to the current position of the vehicle C exceeds 700 m (S802: No), even if there is a pedestrian near the trajectory data, it is safe. Since the data is regarded as the avoidable distance, the caution / warning process (S504) is terminated.

  On the other hand, as a result of the confirmation in the process of S802, for trajectory data whose distance to the current position of the vehicle C is 700 m or less (S802: Yes), it is confirmed whether or not a pedestrian actually exists in the vicinity of the trajectory data. (S803).

  In the process of S803, as one method of confirming a pedestrian that exists in the vicinity of the trajectory data, the current position of the mobile terminal 200 (that is, the mobile terminal 200) stored in the area 14an03 in the received trajectory data memory 14a. Current position data indicating the current position of the owner) can be used.

  Further, as another method of confirming a pedestrian that exists in the vicinity of the trajectory data, the mobile terminal 200 transmits an image of the in-vehicle camera 170 or a pedestrian detected by a sensor means such as an infrared sensor or an ultrasonic sensor. A method that does not use pedestrian data can be used. By using a method that does not use pedestrian data transmitted from the mobile terminal 200, such as an image of the in-vehicle camera 170, a pedestrian who does not have the mobile terminal 200 is also predicted based on the trajectory data. In such a caution area, sufficient alerting as will be described later can be achieved, and as a result, a pedestrian accident can be effectively prevented.

  When a pedestrian that exists in the vicinity of the trajectory data is confirmed by the processing of S803 (S803: Yes), the distance between the confirmed pedestrian and the current position of the vehicle C is the shortest distance (the shortest that can be stopped by maximum deceleration). Or less) (S804).

  When the distance between the confirmed pedestrian and the current position of the vehicle C is a close distance as a result of the confirmation in the process of S804 (S804: Yes), the vehicle control device 150 is prevented from avoiding by maximum deceleration and steering. An instruction is given (S805).

  As a result of instructing the vehicle control device 150 to avoid the maximum deceleration and steering by the processing of S805, the vehicle C is braked at the maximum deceleration by the control of the vehicle control device 150, and avoids pedestrians by steering. I do.

  After the processing of S805, warning display processing for displaying a predetermined warning display on the LCD 26 is executed (S806), and this caution / warning processing (S504) is terminated.

  On the other hand, when the distance between the confirmed pedestrian and the current position of the vehicle C is not a close distance as a result of the confirmation in the process of S804 (S804: No), the distance between the pedestrian and the current position of the vehicle C is Then, it is confirmed whether the distance is equal to or shorter than the distance that can be stopped by 0.4G deceleration (S807).

  When the distance between the confirmed pedestrian and the current position of the vehicle C is equal to or smaller than the distance that can be stopped by 0.4G deceleration (S807: Yes) as a result of the confirmation in S807, the vehicle control device 150 In response to this, a maximum deceleration is instructed (S808), a warning display process is executed (S806), and the caution / warning process (S504) is terminated.

  As a result of instructing the vehicle control device 150 to perform maximum deceleration through the processing of S808, the vehicle C is braked at maximum deceleration under the control of the vehicle control device 150.

  On the other hand, if the distance between the confirmed pedestrian and the current position of the vehicle C is longer than the distance that can be stopped by 0.4G deceleration (S807: No) as a result of confirmation by the processing of S807, walking It is checked whether the distance between the person and the current position of the vehicle C is equal to or less than a distance that can be stopped by 0.1 G deceleration (S809).

  When the distance between the confirmed pedestrian and the current position of the vehicle C is equal to or smaller than a distance that can be stopped by 0.1 G deceleration (S809: Yes) as a result of the confirmation in S809, the vehicle control device 150 In response to this, 0.1G deceleration is instructed (S810), warning display processing is executed (S806), and this caution / warning processing (S504) is terminated.

  As a result of instructing the vehicle control device 150 to perform 0.1G deceleration by the processing of S810, the vehicle C is braked at 0.1G deceleration under the control of the vehicle control device 150.

  On the other hand, when the distance between the confirmed pedestrian and the current position of the vehicle C is longer than the distance that can be stopped by 0.1 G deceleration (S809: No) as a result of the confirmation in the process of S809, a warning display is displayed. A warning display process for displaying a warning display with a warning level lower than that in the process (S806) on the LCD 26 is executed (S812), and this warning / warning process (S504) is terminated.

  Further, as a result of the confirmation in the process of S803, when a pedestrian that exists in the vicinity of the trajectory data is not confirmed (S803: No), a warning display process for displaying a predetermined warning display on the LCD 26 is executed (S812). ), The caution / warning process (S504) is terminated.

  Therefore, when a pedestrian that exists in the vicinity of the trajectory data predicted to be a caution location is confirmed by the execution of the caution / warning process (S504), the confirmed pedestrian and the current position of the vehicle C are confirmed. Since the most appropriate instruction is output to the vehicle control device 150 in each case according to the distance to the pedestrian, contact or collision with the pedestrian (anti-pedestrian accident) can be effectively prevented.

  In addition, depending on the distance between the pedestrian and the current position of the vehicle C, an appropriate warning display or warning display is displayed on the LCD 26 in each case, so that the driver pays attention to the current position of the vehicle C. It is possible to visually recognize that there should be a pedestrian. As a result, the driver can take the best measures for preventing a pedestrian accident based on the visual recognition.

  In addition, even when a pedestrian existing in the vicinity of the trajectory data predicted to be a caution location is not confirmed, the distance between the caution location and the predicted trajectory data and the vehicle C is shorter than the safe distance. Since a warning display is displayed on the LCD 26, the driver can surely recognize a place to pass through with care. As a result, the driver can drive while paying attention to the place where he / she should pass and can effectively prevent accidents against pedestrians.

  In addition, as described above, depending on the presence of pedestrians that exist in the vicinity of the trajectory data that is predicted to be a cautionary point, more advanced warning display and vehicle control when present than when there is no pedestrian A control instruction is output to the device 150. Therefore, when it does not exist in the vicinity of the trajectory data predicted to be a caution location, excessive slow driving can be prevented and the burden on the driver can be reduced.

  In this attention / accumulation process (S504), statistical processing for statistically processing the trajectory data in which the attention flag 14any2 is on after the determination processing in S801 determines Yes and before executing the processing in S802. As a result of executing the statistical processing, it may be configured such that a caution spot that has a high appearance rate of the trajectory data is handled as an important caution spot in the processing after S802. By executing statistical processing in this way, it is possible to more effectively prevent pedestrian accidents.

  Next, with reference to FIG. 9, the accumulation | storage of locus | trajectory data in the portable terminal 200 and the output of the pedestrian data to the vehicle position display apparatus 100 are demonstrated. FIG. 9 is a flowchart showing a pedestrian data output process executed by the mobile terminal 200. A program for executing the flowchart shown in FIG. 9 is stored in the ROM 52.

  This pedestrian data output process is a process that is activated every predetermined time (for example, every 5 seconds) while the mobile terminal 200 is turned on. When this pedestrian data output process is activated, first, current position data indicating the current position of the mobile terminal 200 is acquired based on the position information received from the GPS satellite 400 (S901), and the acquired current position data is used as the current position data. It memorize | stores in the memory 54a (S902).

  After the processing of S902, based on the current mesh number stored in the area 54a3 in the current position memory 54a, among the trajectory data constituting the accumulated trajectory data accumulated in the trajectory data memory 56c, the position is within the current mesh and the adjacent mesh. Whether there is trajectory data to be checked is checked (S903). In the present embodiment, “adjacent meshes” are 3 × 3 = 9 meshes centered on the current mesh, but the number of adjacent meshes may be changed as appropriate.

  When the trajectory data stored in the trajectory data memory 56c includes trajectory data located in the current mesh and the adjacent mesh (S903: Yes) as a result of the confirmation in the process of S903, the trajectory data memory 56c The trajectory data located in the current mesh and the adjacent mesh is extracted (S904).

  After the processing of S904, it is confirmed whether the user information transmission flag 56d is on (S905). If the user information transmission flag 56d is on (S905: Yes), whether the user information encryption flag 56e is on. Confirmation is made (S906).

  If the user information encryption flag 56e is turned on as a result of the confirmation in the process of S906 (S906: Yes), the trajectory data extracted in S904, the current position data, the encrypted user information, and the terminal specific information are As pedestrian data, broadcast transmission is made to the vehicle C in the current mesh and the adjacent mesh via the Internet 300 (S907).

  As a result of the processing of S907, the vehicle position display device 100 of the vehicle C located in the current mesh and the adjacent mesh is determined based on the trajectory data extracted in S904, the current position data, the encrypted user information, and the terminal specific information. The configured pedestrian data will be received.

  As described above, by setting the user information encryption flag 56e to be turned on in advance by the holder of the portable terminal 200, the user information that is personal information is encrypted and transmitted by the process of S907. Will be. Accordingly, it is possible to prevent damage based on the personal information transmitted to the unspecified number of vehicles C located in the current mesh and the adjacent mesh being used against the intention.

  On the other hand, if the user information encryption flag 56e is turned off as a result of the confirmation in the process of S906 (S906: No), the trajectory data extracted in S904, the current position data, the unencrypted user information, and the terminal specific information As pedestrian data, broadcast to the vehicle C in the current mesh and the adjacent mesh via the Internet 300 (S913).

  As a result of the process of S913, the vehicle position display device 100 of the vehicle C located in the current mesh and the adjacent mesh is configured from the trajectory data extracted in S904, the current position data, unencrypted user information, and terminal specific information. Pedestrian data will be received.

  If the user information transmission flag 56d is turned off as a result of the confirmation in S905 (S905: No), the trajectory data, current position data, and terminal specific information extracted in S904 are used as pedestrian data. Broadcast transmission is made to the vehicle C in the mesh and the adjacent mesh via the Internet 300 (S912).

  As a result of the process of S912, the vehicle position display device 100 of the vehicle C located in the current mesh and the adjacent mesh receives the pedestrian data composed of the trajectory data extracted in S904, the current position data, and the terminal specific information. Will receive.

  Therefore, when the owner of the portable terminal 200 sets in advance such that the user information transmission flag 56d is turned off, the user information is not broadcasted by the process of S912. Therefore, it is possible to prevent transmission of personal information against the will of the owner of the mobile terminal 200.

  As a result of checking in the processing of S903, when there is no trajectory data located in the current mesh and the adjacent mesh in the trajectory data stored in the trajectory data memory 56c (S903: No), S907, S912, S913. The process proceeds to S908 without transmitting the trajectory data.

  Therefore, since the locus data at a position that is somewhat distant from the current position of the holder of the portable terminal 200 is not transmitted, the amount of communication can be suppressed, and the occurrence of a communication failure due to the large amount of communication can be suppressed.

  In addition, after the processing of S907, S912, and S913, the process proceeds to S908. In S908, it is confirmed whether the current position of the holder of the mobile terminal 200 is the locus acquisition exclusion target area.

  The “trajectory acquisition exclusion target region” is a region in which acquisition of trajectory data in the mobile terminal 200 is prohibited. In the present embodiment, a region in a predetermined range centering on a place where the owner of the mobile terminal 200 stays frequently is set as a locus acquisition exclusion region. Specifically, the area of the predetermined range centered on the home address of the owner of the portable terminal 200 stored in the area 56b4 in the user information memory 56b and the owner of the portable terminal 200 stored in the area 56b5 A region in a predetermined range centered on an address of a place that is frequently visited outside the home is set as a locus acquisition exclusion region.

  If the current position of the holder of the portable terminal 200 is not the locus acquisition exclusion position as a result of the confirmation in the process of S908 (S908: No), the current position data stored in the current position memory 54a is used as the locus data. The data is stored (accumulated) in the data memory 56c (S909), and the process proceeds to S910.

  On the other hand, if the current position of the holder of the portable terminal 200 is the locus acquisition exclusion target position as a result of the confirmation in the process of S908 (S908: Yes), the process of S909 is skipped and the process proceeds to S910.

  Therefore, in the processes of S909 and S910, the trajectory data 200 is not accumulated in an area in a predetermined range (trajectory acquisition exclusion target area) centering on a place where the owner of the mobile terminal 200 stays frequently. It is possible to suppress the use of the memory due to the suppression of the acquisition of the trajectory data.

  In S910, the current position memory 54a is cleared. Next, out of the trajectory data stored in the trajectory data memory 56c, the trajectory data acquired one month or more ago is deleted with reference to the acquisition time of the trajectory data stored in the area 56cx4 (S911). The pedestrian data output process is terminated.

  Since data that is somewhat old is automatically deleted by the processing of S911, a memory capacity for storing new trajectory data can be ensured without relying on manual deletion. In the present embodiment, the trajectory data to be deleted in the processing of S911 is one month or more ago, but the period until the trajectory data is deleted is not limited to this. Moreover, you may comprise so that this period can be set suitably.

  As described above, the anti-pedestrian accident prevention system 1 according to the first embodiment refers to the accumulated trajectory data in which the position of the holder of the mobile terminal 200 is accumulated. It is possible to predict with high accuracy a location where a vehicle and a pedestrian including a portable terminal owner may contact or collide.

  The reason for this is that the location of the stored data on the map may continue to pass by the owner of the mobile terminal that stored the stored data, and other mobile users other than the owner of the mobile terminal This is because this is also a place that has the possibility of passing in the future.

  And if the caution point with respect to an anti-pedestrian accident is predicted with high accuracy, the driver is notified of the predicted caution point to the driver of the vehicle C as necessary, so that the driver recognizes the caution point and moves the vehicle. You can drive. As a result, even if the pedestrian takes an unexpected behavior at the point of caution, the driver can take the best accident avoidance measures and can reliably prevent an accident against the pedestrian.

  Next, with reference to FIG. 10, 2nd Embodiment in the anti-pedestrian accident prevention system 1 of this invention is described.

  In the anti-pedestrian accident prevention system 1 of the first embodiment described above, the trajectory data is stored for each trajectory data for all the trajectory data in the y pedestrian data stored in the received trajectory data memory 14a. Filter processing A (S502) and filter processing B (S503) are executed as processing for predicting whether or not it is a caution location.

  In contrast, in the anti-pedestrian accident prevention system 1 according to the second embodiment, instead of the filter process A (S502) and the filter process B (S503), a filter process C described below is executed. . The second embodiment is the same as the first embodiment except that the filter process A (S502) and the filter process B (S503) are replaced with the filter process C (see FIG. 10). The description regarding this part is omitted.

  FIG. 10 is a flowchart showing the filtering process C. In this filtering process C, for each trajectory data stored in the area 14any1 in the received trajectory data memory 14a, the trajectory data is the coordinates of the pedestrian crossing in the map data. (S1001).

  As a result of confirmation in S1001, for the trajectory data not located at the coordinates of the pedestrian crossing in the map data (S1001: No), the trajectory data is regarded as trajectory data acquired when passing other than the pedestrian crossing. Therefore, the attention flag 14any2 corresponding to the trajectory data is turned on (S1002), and the filter process C is terminated.

  On the other hand, as a result of confirmation in S1001, for the trajectory data located at the coordinates of the pedestrian crossing in the map data (S1001: Yes), it is confirmed whether the pedestrian crossing is a crosswalk with a signal (S1003). ).

  As a result of checking in the processing of S1003, if it is a pedestrian crossing with a signal (S1003: Yes), it is checked whether the time when the trajectory data has passed the pedestrian crossing is the timing of the green light (S1004). In S1004, the time when the trajectory data has passed the pedestrian crossing is obtained from the acquisition time of trajectory data included in the trajectory data.

  Further, as the timing of the green light, the timing received from the information center that transmits the signal schedule as information via the traffic information receiver 160 can be used. The signal schedule received via the traffic information receiver 160 is stored in a signal schedule memory (not shown) provided in the HDD 18. Alternatively, the signal schedule data and the lighting signal indicating the color of the signal being lit are transmitted from the transmitter provided in the signal to the portable terminal 200, and the stored signal is stored as part of the trajectory data. May be.

  As a result of the confirmation in the processing of S1004, for trajectory data where the time passing through the pedestrian crossing is not at the timing of the green light (S1004: No), the trajectory data indicates that the pedestrian crossing is other than the blue signal (red signal or yellow signal). Since it is regarded as the trajectory data acquired when passing, the attention flag 14any2 corresponding to the trajectory data is turned on (S1002), and this filter processing C is ended.

  On the other hand, the trajectory data confirmed to match the coordinates of the pedestrian crossing without a signal in S1003 (S1003: No), and the time of passing the pedestrian crossing in S1004 was confirmed to be the timing of the green light. For the trajectory data (S1004: Yes), since the trajectory data is regarded as a safe trajectory point, the filtering process C is terminated.

  Therefore, by executing this filter process C, when all the trajectory data stored in the area 14any1 passes trajectory data whose time when it passed through the pedestrian crossing was a timing other than the green light and other than the crosswalk, The acquired trajectory data is predicted as the attention location, and the attention flag 14any2 corresponding to the trajectory data is turned on.

  As a result, in the attention / warning process executed after the filter process C, the control process is output to the vehicle control device 150 or the LCD 26 based on the trajectory data in which the attention flag 14any2 is turned on by the filter process C. Is displayed.

  The trajectory data obtained by passing the time zone when the signal is not green (time zone where traffic is not permitted) shows that there was a person who passed the pedestrian crossing in the past ignoring the signal, In the future, the trajectory points that may have pedestrians passing the pedestrian crossing ignoring the signal will be shown. Therefore, as in the second embodiment, by predicting the trajectory data acquired during a time zone not allowed to pass a pedestrian crossing as a caution point, the signal may be ignored and the pedestrian crossing may be passed. The presence of a pedestrian that cannot be made can be visually recognized by the driver by display on the LCD 26. Further, even if there is a pedestrian who actually passes the pedestrian crossing while ignoring the signal, contact or collision with the pedestrian can be avoided by a control instruction to the vehicle control device 150. As a result, a pedestrian accident can be effectively prevented.

  Next, with reference to FIG. 11, 3rd Embodiment in the anti-pedestrian accident prevention system 1 of this invention is described. In the third embodiment, instead of the filter process A (S502) and the filter process B (S503) in the first embodiment, a filter process D described below is executed.

  The HDD 18 of the vehicle position display device 100 according to the third embodiment includes a facility memory (not shown). This facility memory (not shown) is a memory that stores the location of the facility (coordinates corresponding to map data) and the opening time of the facility such as business hours and opening hours for each facility such as a store or a hospital. Information stored in the facility memory can be received from a predetermined server (not shown) or the like via the Internet 300, or can be obtained by various methods such as reading a DVD on which the information is recorded by the DVD device 22. .

  In the third embodiment, the facility memory (not shown) is provided in the HDD 18, and the filter processing A (S502) and the filter processing B (S503) are replaced with the filter processing D (see FIG. 11). Since it is the same as that of 1st Embodiment except being, the description regarding these same parts is abbreviate | omitted.

  FIG. 11 is a flowchart showing the filtering process D. In this filtering process D, first, for each trajectory data stored in all areas 14any1 in the received trajectory data memory 14a, a facility memory ( It is confirmed whether there is a facility stored in (not shown) (S1101).

  As a result of confirmation in S1101, for the trajectory data in which there is a facility stored in the facility memory (not shown) nearby (S1101: Yes), the acquisition time of the trajectory data is stored in the facility memory (not shown). It is confirmed whether the stored facility is open (for example, during business hours or during hospital opening) (S1102).

  As a result of the confirmation in S1102, if the acquisition time of the trajectory data is in the facility opening time stored in the facility memory (not shown) (S1102: Yes), it is confirmed whether the facility is currently in the opening time. (S1103).

  As a result of checking in S1103, if the facility is currently open (S1103: Yes), the attention flag 14any2 corresponding to the trajectory data is turned on (S1104), and the filter processing D is terminated.

  On the other hand, the trajectory data (S1101: No) confirmed to be not near the facility stored in the facility memory (not shown) in S1101, the facility stored in the facility memory (not shown) in S1102. For the trajectory data that is confirmed to have passed outside the opening time (S1102: No), the trajectory data is regarded as a safe trajectory point, and thus the filtering process D is terminated. Moreover, also when it is confirmed in S1103 that the present is outside the facility opening time (S1103: No), the filtering process D is terminated.

  Therefore, if there is trajectory data acquired by a person who has passed near the facility during the open time in the past by the execution of the filtering process D, if the facility is currently operating, the trajectory data is It is predicted as a caution location, and the corresponding caution flag 14any2 is turned on.

  As a result, in the attention / warning process executed after the filter process C, the control process is output to the vehicle control device 150 or the LCD 26 based on the trajectory data in which the attention flag 14any2 is turned on by the filter process C. Is displayed.

  During the opening time of the facility, the traffic of pedestrians in the vicinity increases significantly compared to outside the opening time, so that, as in this third embodiment, by the person who has passed near the facility during the opening time in the past When the acquired trajectory data exists and the facility is currently operating, by predicting the trajectory data as a caution location, it is possible to effectively prevent pedestrian accidents.

  Next, with reference to FIG. 12, 4th Embodiment in the anti-pedestrian accident prevention system 1 of this invention is described. In the fourth embodiment, a filter process E described below is executed instead of the filter process A (S502) and the filter process B (S503) in the first embodiment.

  The fourth embodiment is the same as the first embodiment except that the filter process A (S502) and the filter process B (S503) are replaced with the filter process E (see FIG. 12). The description about the same part is abbreviate | omitted.

  FIG. 12 is a flowchart showing the filter process E. In this filter process E, first, for each pedestrian data stored in the reception trajectory data memory 14a, user attributes included in the user information stored in the area 14an2 Confirms whether or not indicates a schoolchild (S1201).

  As a result of checking in the processing of S1201, for pedestrian data in which the user attribute included in the user information indicates a schoolchild (S1201: Yes), it is checked whether today is a school day (S1202), and today is the school day. If so (S1202: Yes), it is confirmed whether the current time is the school attendance time zone (S1203).

  In addition, the information regarding a school attendance date and a school attendance school time zone can use the school attendance date and school attendance school time zone announced via the Internet 300 etc. by a school or a predetermined organization. Alternatively, a specific day of the week (for example, Monday to Friday) may be the school attendance day, and a specific time zone (for example, weekdays 7:00 to 8:30 and 15: 00 to 17:00) may be the school attendance time zone. .

  As a result of checking in the processing of S1203, if the current time is the school attendance time zone (S1203: Yes), school zone warning processing is executed (S1204), and this filter processing E is terminated. In the school zone warning process (S1204), the mesh including the trajectory data whose acquisition time is the school attendance time on the school day is included in the trajectory data included in the pedestrian data whose user attribute indicates schoolchild. This is a process for displaying on the LCD 26 a school zone warning for warning that the user is in the school zone.

  As a result of confirmation by the process of S1201, for the pedestrian data in which the user attribute included in the user information does not indicate a schoolchild (S1201: No), the filter process E is terminated without executing the processes of S1202 to S1204.

  Moreover, when today is not a school attendance date as a result of confirmation by the processing of S1202 (S1202: No), and when it is confirmed by the processing of S1203 that the present is not a school attendance time zone (S1203: No), the filtering process is also performed. E ends.

  The trajectory data includes user attributes indicating schoolchildren, and the trajectory data acquired during the school attendance time zone is the trajectory data acquired at the time of school attendance at school. Can be predicted.

  As a result of executing the filtering process D described above, the vehicle C has a mesh including trajectory data acquired in the school attendance time zone on the school day, and the school attendance on / off school day, with respect to the trajectory data including the specific user attribute of schoolchildren. When located on the same mesh in the time zone, a school zone warning is notified to the driver without exception to the driver of the vehicle C.

  As a result, the driver of the vehicle C can drive while recognizing that the current position is a school zone where school children pass, so even if a pedestrian who is a school child takes unexpected behavior, the driver is the best. Accident avoidance measures can be taken and pedestrian accidents can be reliably prevented.

  As in the fifth embodiment, by using information that can distinguish the behavioral style of the owner of the mobile terminal 200, such as the user attribute, gender, and age included in the user information, a caution location corresponding to the behavioral style is used. Can be predicted with high accuracy, and as a result, it is possible to efficiently prevent accidents against pedestrians.

  In the fifth embodiment, the case where the user attribute is used as information that can distinguish the behavior style and the user attribute is a schoolchild has been described. However, the present invention is not limited to a schoolchild, and for example, a user When the attribute is a housewife, the same processing can be performed using business days and business hours of a store (supermarket).

  Next, with reference to FIG.13 and FIG.14, 5th Embodiment in the anti-pedestrian accident prevention system 1 of this invention is described.

  In the anti-pedestrian accident prevention system 1 according to the first embodiment described above, pedestrian data transmitted from the portable terminal 200 via the Internet 300 and received by the terminal information receiver 130 is received trajectory data in the vehicle display device 100. It was configured to be temporarily stored in the memory 14a. The pedestrian data temporarily stored in the reception trajectory data memory 14a is appropriately added or rewritten or deleted by overwriting new pedestrian data each time pedestrian data is received from the mobile terminal 200.

  On the other hand, in the anti-pedestrian accident prevention system 1 of the fifth embodiment, the HDD 18 is provided with a vehicle-side trajectory data memory 18c (see FIG. 13) that stores pedestrian data transmitted from the mobile terminal 200 in a nonvolatile manner. The pedestrian data transmitted from the portable terminal 200 is accumulated and used as a pedestrian data database.

  In the fifth embodiment, the vehicle-side locus data memory 18c (see FIG. 13) is provided in the HDD 18, and stored in the reception locus data memory 14a in each process in the flowcharts shown in FIGS. In addition to all the trajectory data in the y pedestrian data being used, all the trajectory data in the m pedestrian data stored in the vehicle side trajectory data memory 18c (see FIG. 13) is used. Except for executing the data storage / output process (see FIG. 14), the process is the same as that of the first embodiment, and thus the description of the same part is omitted.

  FIG. 13 is a schematic diagram showing data stored in the vehicle-side trajectory data memory 18 c provided in the HDD 18 of the vehicle position display device 100.

  Here, in the vehicle side track data memory 18c, the area 14an03 of the one pedestrian data stored in the received track data memory 14a by the data accumulation / output process (S505) described later with reference to FIG. The portion excluding the current position data stored in is stored. Therefore, as shown in FIG. 13, the vehicle-side trajectory data memory 18 c includes m areas 18 c 1 to 18 cm for storing m pedestrian data. Each pedestrian data stored in the areas 18c1 to 18cm includes an area 18cm01 for storing terminal-specific information, an area 18cm02 for storing user information, and the number z of trajectory data constituting the accumulated trajectory data. Are stored in an area 18cm04, and z pieces of accumulated trajectory data are stored in areas 18cm1 to 18cmz (all m = 1 to m).

  Each of the areas 18 cm1 to 18 cmz includes an area 18 cmz1 that stores one trajectory data that constitutes accumulated data, and an attention flag 18 cmz2 that is associated with the one trajectory data (both m = 1 to 1). m, z = 1 to z: where the value of z is the number of trajectory data included in each pedestrian data). Each trajectory data (each trajectory point) stored in an area 18 cmz1 (m = 1 to m, z = 1 to z: where z is the number of trajectory data included in each pedestrian data) is received. Similar to the area 14any1 that stores the trajectory data in the trajectory data memory 14a, data corresponding to the trajectory data (trajectory points) configured by the information stored in the areas 56cx1 to 56cx4 described in FIG. 2C is stored. The

  The terminal unique information stored in the area 18cm01 is data corresponding to the area 14an01 that stores the terminal unique information in the reception trajectory data memory 14a. The user information stored in the area 18cm02 is data corresponding to the area 14an02 that stores the user information in the reception trajectory data memory 14a.

  Further, for the pedestrian data stored in the m areas 18c1 to 18cm, the number of trajectory data constituting the corresponding accumulated trajectory data is all expressed by a variable z for convenience, but is substituted for this variable z. The value may be different for each pedestrian data.

  Attention flag 18 cmz2 (m = 1 to m, z = 1 to z: where z is the number of trajectory data included in each pedestrian data), the trajectory data stored in the corresponding area 18 cmz1 is the attention location This flag indicates whether or not the trajectory data stored in the area 18 cmz1 is predicted to be a caution location in the filter processing A and the filter processing B (see FIGS. 6 and 7 respectively). The attention flag 18 cmz2 to be turned on is turned on.

  Next, accumulation of pedestrian data from the reception trajectory data memory 14a to the vehicle side trajectory data memory 18c will be described with reference to FIG. FIG. 14 is a flowchart showing a data accumulation / output process (S505) executed by the vehicle position display device 100.

  This trajectory data accumulation process (S505) is a process of moving the pedestrian data stored in the received trajectory data memory 14a to the car side trajectory data memory 18c, and the anti-pedestrian accident prevention process (S8, see FIG. 5). ) Is executed after the caution / warning process (S504).

  In this trajectory data accumulation process (S505), first, it is confirmed whether there is pedestrian data stored in the received trajectory data memory 14a (S1401). If no pedestrian data is stored in the received trajectory data memory 14a as a result of the confirmation in the process of S1401 (S1401: No), the trajectory data accumulation process (S505) is terminated.

  On the other hand, if there is pedestrian data stored in the reception trajectory data memory 14a as a result of the confirmation in the process of S1401 (S1401: Yes), it is confirmed whether a pedestrian who does not have the portable terminal 200 is detected at a predetermined ratio or more. (S1402).

  In the process of S1402, as one method for detecting the proportion of pedestrians who do not have the portable terminal 200, the imaging area of the in-vehicle camera 170 in the current data stored in the area 14an3 of the reception trajectory data memory 14a is used. The ratio of pedestrians captured by the in-vehicle camera 170 to the number of current data corresponding to the current data can be used. Instead of the in-vehicle camera 170, the percentage of pedestrians detected by sensor means such as an infrared sensor or an ultrasonic sensor may be used.

  Further, as another method of detecting the percentage of pedestrians who do not have the mobile terminal 200, information regarding the penetration rate of the mobile terminal 200 that is announced via the Internet 300 or the like by a sales company of the mobile terminal 200 or the like is used. Can do. For example, when the penetration rate of the mobile terminal 200 is less than or equal to a predetermined value, it can be configured that in the process of S1402, it is determined that the number of pedestrians who do not have the mobile terminal 200 is greater than or equal to the predetermined ratio.

  As a result of checking in the process of S1402, when a pedestrian who does not have the mobile terminal 200 is detected at a predetermined ratio or more (S1402: Yes), the current position data stored in the area 14an03 in the reception trajectory data memory 14a is excluded. All the pedestrian data is stored in the vehicle-side trajectory data memory 18c (S1403).

  After the processing of S1403, all pedestrian data stored in the reception trajectory data memory 14a is cleared (S1404), and the trajectory data accumulation processing (S505) is terminated.

  On the other hand, as a result of the confirmation in the process of S1402, when a pedestrian who does not have the portable terminal 200 is not detected more than a predetermined ratio (S1402: No), the process of S1403 is skipped and the process proceeds to S1404. .

  Therefore, when it is detected by the execution of the trajectory data storage process (S505) that there are more than a predetermined percentage of pedestrians who do not have the mobile terminal 200, the stored trajectory data transmitted from the mobile terminal 200 is The side locus data memory 18c is stored and stored in a nonvolatile manner.

  By storing the pedestrian data transmitted from the mobile terminal 200 in a nonvolatile manner in the vehicle-side trajectory data memory 18c, even if the diffusion rate of the mobile terminal 200 capable of transmitting the stored trajectory data is low, Since a sufficient number of samples of accumulated trajectory data used for prediction can be ensured, the attention location can always be predicted with high accuracy.

  Further, the pedestrian data transmitted from the portable terminal 200 is stored in the vehicle-side locus data memory 18c in a nonvolatile manner, so that the pedestrian data transmitted from the portable terminal 200 (accumulated locus data included in the pedestrian data). Even when the number of pedestrians is small in real time and the number of pedestrian data stored in the reception trajectory data memory 14a is small, it is possible to predict the attention location with high accuracy.

  In addition, as a locus | trajectory acquisition means of Claim 1, the vehicle position display apparatus 100 receives the pedestrian data output as a result of the process of S907, S912, S913 in a pedestrian data output process (FIG. 9). Correspondingly, the “movement trajectory data” described in claim 1 corresponds to the “accumulation trajectory data” in the description of the embodiment. Further, the caution location predicting means according to claim 1 includes filter processing A (FIG. 6), filter processing B (FIG. 7), filter processing C (FIG. 10), filter processing D (FIG. 11), and filter processing E. (FIG. 12) corresponds.

  The route setting means according to claim 3 corresponds to the route search process (S4) in the main process (FIG. 4). Further, the moving speed acquisition means described in claim 4 corresponds to the moving speed calculation process (S601) in the filtering process A (FIG. 6), and the determining means described in claim 4 includes the filtering process A (FIG. 6). The process of S602 in FIG.

  The position specifying means according to claim 6 corresponds to the vehicle position information acquisition process (S2) in the main process (FIG. 4). The confirmation means described in claim 6 corresponds to the processing of S803 in the caution / warning processing (FIG. 8). Further, as the pedestrian position acquisition means according to the sixth aspect, information indicating the position of the pedestrian used in the confirmation process (the process corresponding to the process of S803), for example, the current position data 14an03 and the in-vehicle camera 170 Applicable to acquiring video or the like. Further, the notification means according to claim 6 corresponds to the warning display process (S806) and the attention display process (S812) in the caution / warning process (FIG. 8).

  While the present invention has been described based on the embodiments, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. Can be easily guessed.

  For example, in each of the above embodiments, the portable terminal 200 used in the anti-pedestrian accident prevention system 1 is exemplified by a portable terminal that does not have a calling function, but the portable terminal 200 is provided with a calling function (so-called, Mobile phone).

  In addition, the mobile terminal 200 is configured to detect the current position by GPS and acquire the detected position, but the method of detecting the position is not limited to GPS. , Position detection by indexing from mobile phone base stations, position detection by inertial navigation, position detection using markers such as magnetic markers (RFID chip etc.) and 2D barcodes embedded on the road surface, Various position detections such as position detection by mark recognition can be used.

  In addition, the position of the terminal 200 is detected not on the terminal device 200 but on the infrastructure side or the in-vehicle terminal side, and the position detected on the infrastructure side or the in-vehicle terminal side is received by the terminal device 200 so as to be acquired. Also good.

  Further, the flash memory 56 is exemplified as the memory for storing the accumulated trajectory data in the portable terminal 200, but the present invention is not limited to this, and a rewritable nonvolatile memory other than the flash memory 56 (SRAM (with backup power supply)) Or a hard disk), various media such as an optical disk, or volatile memory such as a RAM.

  In addition, the Internet 300 is illustrated as a communication unit between the mobile terminal 200 and the in-vehicle device 100, but the communication device is not limited to this, and is not limited to this, but a public line (mobile phone, PHS) including the Internet 300 and various wireless LANs (802. 11a, 802.11b, 802.11g, UWB, wireless USB, etc.), wireless (transceiver, amateur radio, etc.), optical communication such as IrDa, communication using sound waves such as ultrasonic waves, and the like can be used.

  In the embodiment described above, the mobile terminal 200 is configured to transmit accumulated trajectory data to an unspecified number of vehicles C located in the current mesh and adjacent meshes by performing broadcast transmission via the Internet 300. A configuration may be adopted in which a plurality of vehicles C are sequentially connected to each other or transmitted in a bucket relay manner on the in-vehicle terminal 100 side.

  In the in-vehicle terminal 100, the HDD 18 (the vehicle side track data memory 18c) is exemplified as the memory for storing the accumulated track data (a part of the pedestrian data) in a nonvolatile manner, but is not limited thereto. You may comprise so that it may memorize | store in volatile memories, such as rewritable non-volatile memories (FeRAM etc.) other than HDD18, various media, such as an optical disk, and RAM. Note that the pedestrian data stored in the vehicle-side trajectory data memory 18c may be configured to delete data that has passed for a predetermined period after acquisition.

  In the above embodiment, the map data is read out from the data stored in the HDD 18 (map data memory 18a). However, the map data read out from a medium such as a DVD or an optical disk, the Internet, You may comprise so that what received map data from the outside via lines, such as 300, may be used. Note that a rewritable nonvolatile memory (such as FeRAM) other than the HDD 18, a non-rewritable nonvolatile memory such as a ROM, or a volatile memory such as a RAM is used as a storage device that stores map data in the in-vehicle device 100. You may comprise as follows. Further, the map data used in the present embodiment may have a configuration in which the contents of a facility memory (not shown) provided in the HDD 18 of the third embodiment are recorded in a composite manner.

  Moreover, in the said embodiment, the pedestrian data transmitted to the vehicle equipment 100 from the portable terminal 200 are "current position data", "accumulation locus data", "terminal specific information", and "user information" as needed. However, it is not necessary to implement all of them. For example, in the case of the first embodiment that does not require user information and terminal specific information, the user information and terminal specific information may not be included in the pedestrian data.

  Moreover, in the said embodiment, it comprises so that map data may be memorize | stored in the map data memory 56a in the portable terminal 200, and the owner of the portable terminal 200 is based on the map data memorize | stored in this map data memory 56a. The mesh number in the current position data was obtained. Instead of providing the map data memory 56a, it may be configured to access a connectable information center via the Internet 300 and obtain a mesh number by referring to map data stored in the information center.

  Further, in the first embodiment, two filter processes (filter process A (FIG. 6) and filter process B (FIG. 7)) are executed, while one is respectively used in the second to fourth embodiments. Filter processing (filter processing C (FIG. 10), filter processing D (FIG. 11), filter processing E (FIG. 12)) is executed. The way of executing the filter processes A to E is not limited to the above-described embodiments, and the filter processes A to E may be executed one by one, or the filter processes A to E may be executed. You may comprise so that it may perform combining at least 2 of these.

  Further, in the processing of S803 in the caution / warning process (see FIG. 8), it is configured to check whether or not the pedestrian exists, but (1) the pedestrian exists, (2) the pedestrian exists. No, and (3) It is unknown whether or not a pedestrian actually exists.

  In this case, if it is determined that (3) it is unknown, a control instruction to the vehicle control device 150 is not output, but a warning display process with a higher warning level than the notification by the alert display process (S812) ( S806) may be executed.

  Thus, (3) when it is determined that it is unknown, (1) the warning level is lower than when there is a pedestrian, and (2) the warning level is higher than when there is no pedestrian. Therefore, it is possible to effectively prevent a pedestrian accident by paying attention to an area where a pedestrian may actually exist while suppressing an excessive warning (calling attention) to the driver.

  Further, the warning display process (S806) and the alert display process (S812) in the caution / warning process (see FIG. 8) both notify the driver of the caution point by displaying on the LCD 26. The notification of the location is not limited to the visual display on the LCD 26, but may be a sound output from the speaker 28, or the visual display on the LCD 26 and the sound output from the speaker 28. It may be a combination.

  Further, in the filtering process A (FIG. 6), the movement speed of the holder of the portable terminal 200 is calculated based on the trajectory data, and it is confirmed whether or not the movement speed is equal to or higher than the pedestrian speed. And a vehicle occupant (non-pedestrian) are distinguished. The distinction between a pedestrian and a vehicle occupant may be configured such that trajectory data corresponding to a trajectory such as a train is ignored. Alternatively, the mobile terminal 200 may be configured to stop acquiring the trajectory data when it is confirmed by the signal from the vehicle side that the owner of the mobile terminal 200 has boarded the vehicle. In addition, when the user gets on the vehicle, the portable terminal 200 may be configured to stop the acquisition of the trajectory data by the manual operation of the owner of the portable terminal 200. Further, the in-vehicle terminal 100 may be configured to transmit a signal to the mobile terminal 200 that draws the same trajectory as that of the host vehicle and to cause the mobile terminal 200 to stop acquiring trajectory data. Further, the mobile terminal 200 may detect the moving speed of the holder, and may stop the acquisition of the trajectory data when the mobile speed exceeds a predetermined speed.

  In S804, S807, and S809 in the caution / warning process (see FIG. 8), the distance between the vehicle C and the pedestrian is determined according to the value of the deceleration G. However, when the braking capability of the vehicle C is low. May be configured to be preferentially changed to an appropriate threshold value according to the braking ability.

It is a block diagram which shows the structure of the anti-pedestrian accident prevention system in 1st Embodiment of this invention. (A) is a schematic diagram showing the current position data stored in the current position memory, (b) is a schematic diagram showing the user information stored in the user information memory, (c) is the trajectory data FIG. 4 is a schematic diagram showing accumulated trajectory data and one trajectory data stored in a memory. It is a schematic diagram which shows the data memorize | stored in a reception locus | trajectory data memory. It is a flowchart which shows the main process performed with a vehicle position display apparatus. 5 is a flowchart showing a pedestrian accident prevention process executed by a vehicle position display device. It is a flowchart which shows the filter process A performed with a vehicle position display apparatus. It is a flowchart which shows the filter process B performed with a vehicle position display apparatus. 5 is a flowchart showing a caution / warning process executed by the vehicle position display device. 5 is a flowchart showing a pedestrian data output process executed by the mobile terminal 200. It is a flowchart which shows the filter process C performed with a vehicle position display apparatus. It is a flowchart which shows the filter process D performed with a vehicle position display apparatus. It is a flowchart which shows the filter process E performed with a vehicle position display apparatus. It is a schematic diagram which shows the data memorize | stored in a vehicle side locus | trajectory data memory. 5 is a flowchart showing data accumulation / output processing executed by the vehicle position display device.

1 Anti-pedestrian accident prevention system 100 Vehicle position display device (on-vehicle device)
14a Received track data memory (memory)
200 Mobile terminal 18a Map data memory (map storage means)

Claims (6)

A track acquiring means for pedestrian acquires accumulated locus data the pedestrian I accumulation body der plurality of trajectory points that action is stored in the portable terminal possessed in the past from the mobile terminal,
A memory for storing the accumulated locus data acquired by the locus acquisition means;
Map storage means for storing map data;
Based on the accumulated trajectory data stored in the memory, the caution location prediction means for predicting the caution location of the anti-pedestrian accident on the map stored in the map storage means,
The on-vehicle apparatus characterized in that the attention location predicting means predicts the locus point as an attention location when at least one locus point of the accumulated locus data stored in the memory is located on the roadway. The trajectory acquisition means acquires a plurality of accumulated trajectory data from the portable terminal , and the memory stores a plurality of accumulated trajectory data acquired by the trajectory acquisition means,
The caution location predicting means predicts whether or not the trajectory point is a caution location for each trajectory point for all the trajectory points in the plurality of accumulated trajectory data stored in the memory. The in-vehicle device according to claim 1, wherein With route setting means to set the route to the destination,
The caution location predicting unit predicts a caution location when the position indicated by the accumulated trajectory data acquired by the trajectory acquisition unit is located on a route set by the route setting unit. The in-vehicle device according to 1 or 2. Along with the accumulated trajectory data, movement speed acquisition means for acquiring the movement speed of the pedestrian from the accumulated trajectory data,
Determination means for determining whether the movement speed acquired by the movement speed acquisition means is a predetermined value or less,
The in-vehicle device according to any one of claims 1 to 3, wherein the caution location predicting unit predicts a caution location when the determination unit determines that the value is a predetermined value or less. The map storage means stores the facility on the map data and the opening time of the facility,
The caution location predicting means predicts a caution location using the accumulated trajectory data located within a predetermined range including the facility within the facility opening time. The in-vehicle device described in 1. Position specifying means for specifying the position of the host vehicle;
Pedestrian position acquisition means for acquiring the position of the pedestrian;
Based on the position of the host vehicle specified by the position specifying unit and the position of the pedestrian acquired by the pedestrian position acquisition unit, the host vehicle and the vehicle within the predetermined range from the caution location predicted by the caution location prediction unit Confirmation means for confirming whether a pedestrian exists,
Claiming means for notifying a driver of a caution spot predicted by the caution spot predicting means when the checking means confirms that the host vehicle and the pedestrian are present. Item 6. The in-vehicle device according to any one of Items 1 to 5.

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