JP2005174314A - Road information generating/distributing device and system, and on-vehicle device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem in which a conventional device can not notify a driver of information on a new road including a halt position when information on the new road is not registered in a map database. <P>SOLUTION: An on-vehicle device 10 transmits information on the speed of a vehicle detected by a vehicle speed sensor 1 and the position of the vehicle detected by a GPS sensor to a base station 20 through a communication device 6. A road state decision device 22 of the base station 20 specifies a place where a stop needs to be made on the basis of the information on the speed and position of the vehicle sent from the on-vehicle device 10, and transmits it to the on-vehicle device 10 through a communication device 21. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a road information creation / distribution device that organizes road information collected by a traveling vehicle and distributes the information to a vehicle, an in-vehicle device that receives road information from the road information creation / distribution device, and road information creation / distribution. The present invention relates to a road information creation / distribution system including a device and an in-vehicle device.

  In order to prevent the driver from failing to stop at a temporary stop point on the road, if the vehicle approaches the temporary stop point based on the temporary stop point data stored in the map database of the car navigation system, the driver There is known a driving operation support device for informing a user (see Patent Document 1).

JP 2000-46574 A

  However, the conventional apparatus has a problem that information on a road including a temporary stop point cannot be notified to a driver when new road information is not registered in the map database.

(1) A road information creation / distribution device according to the present invention is a system for exchanging information with an in-vehicle device via radio, based on the speed of the vehicle and the position of the vehicle transmitted from the in-vehicle device, The road characteristic is determined and transmitted to the in-vehicle device.
(2) The on-vehicle device according to the present invention is characterized in that the driver is notified of information on a point that is required to be temporarily stopped and is distributed from the road information creation / distribution device.

(1) According to the road information creation / distribution device according to the present invention, a location that needs to be temporarily stopped is specified based on actual vehicle travel data and transmitted to the in-vehicle device. It is possible to transmit information on a temporary stop point on a road that is not connected to the in-vehicle device.
(2) According to the vehicle-mounted device according to the present invention, it is possible to notify the driver of information on a temporary stop point on a road that is not registered in the map database.

-First embodiment-
FIG. 1 is a diagram showing an overall configuration of a first embodiment of a road information creation / distribution system including a road information creation / distribution device and an in-vehicle device according to the present invention. The road information creation / distribution system in the first exemplary embodiment collects vehicle travel information and transmits it to the base station 20, and receives the road information from the base station 20 and transmits it from the in-vehicle device 10. The base station 20 generates road information based on the travel information of the vehicle to be transmitted and distributes the road information to the in-vehicle device 10. The base station 20 corresponds to the road information creation / distribution device according to the present invention.

  Although only one in-vehicle device 10 is shown in FIG. 1, the base station 20 exchanges information with a plurality of in-vehicle devices. That is, the base station 20 acquires travel information from a plurality of vehicles on which the in-vehicle device 10 is mounted, and the number of in-vehicle devices 10 (vehicles) that exchange information with the base station 20 is not limited.

  The in-vehicle device 10 also functions as a car navigation device, and includes a vehicle speed sensor 1, a GPS sensor 2, a ROM 3, a RAM 4, a controller 5, a communication device 6, a map database 7, and a notification device 8. The vehicle speed sensor 1 detects the speed of the vehicle and outputs it to the controller 5. The GPS sensor 2 detects the current position of the vehicle and outputs it to the controller 5. The ROM 3 stores a control program and the like. The RAM 4 stores road information and the like on which the vehicle has traveled in the past.

  The map database 7 stores road map data, and road information can be written. The notification device 8 notifies the driver that the vehicle has approached the temporary stop point based on a command from the controller 5. The communication device 6 is a device for performing wireless communication with the communication device 21 on the base station 20 side.

  The base station 20 includes a communication device 21 for performing wireless communication with the in-vehicle device 10, a travel information storage device 22, a road condition determination device 23, and a road information database 24. The travel information storage device 22 stores the travel information transmitted from the in-vehicle device 10. The road condition determination device 23 detects road characteristics such as a temporary stop point of the vehicle based on a plurality of pieces of travel information stored in the travel information storage device 22 and transmits it to the in-vehicle device 10. The road information database 24 stores the road information extracted by the road condition determination device 23. The road information stored in the road information database 24 is transmitted to the in-vehicle device 10 via the communication device 21.

  FIG. 2 is a flowchart showing the contents of processing performed on the in-vehicle device 10 side. The process starting from step S10 is performed by the controller 5. In step S10, it is determined whether or not an ignition switch (not shown) is turned on. If it is determined that the ignition switch is not turned on, the process waits in step S10 until it is turned on. If it is determined that the ignition switch is turned on, the process proceeds to step S20.

  In step S20, the vehicle speed detected by the vehicle speed sensor 1 is acquired, and the current position of the vehicle detected by the GPS sensor 2 is acquired. Here, the acquired information on the vehicle speed and the current position of the vehicle is referred to as travel information. If traveling information is acquired, it will progress to Step S30. In step S30, the acquired travel information is transmitted to the base station 20 via the communication device 6.

  In step S40 following step S30, it is determined whether information on a temporary stop point has been received from the base station 20. If it is determined that the temporary stop point information has not been received, the process returns to step S20. If it is determined that the temporary stop point information has been received, the process proceeds to step S50. The received information on the temporary stop point is reflected in the map data stored in the map database 7.

  In step S50, based on the current position of the vehicle detected by the GPS sensor 2 and the road information traveled in the past stored in the RAM 4, it is determined whether or not the currently traveled road is the first traveled road. Determine. If it is determined that the road travels for the first time, the process proceeds to step S60. If it is determined that the road is not the first road to travel, the process proceeds to step S80.

  In step S60, based on the current position of the vehicle detected by the GPS sensor 2 and the map data stored in the map database 7, it is determined whether or not the vehicle has approached the temporary stop point. For example, when the vehicle enters a predetermined range from the temporary stop point, it is determined that the vehicle has approached the temporary stop point. If it is determined that the vehicle has not approached the temporary stop point, the process returns to step S20. If it is determined that the vehicle has approached the temporary stop point, the process proceeds to step S70.

  In step S <b> 70, a command for notifying the driver that the vehicle has approached the temporary stop point is issued to the notification device 8. Upon receiving this command, the notification device 8 notifies the driver that the vehicle has approached the temporary stop point by, for example, generating a synthesized voice. When the notification to the driver is made, the process proceeds to step S80.

  In step S80, it is determined whether or not an ignition switch (not shown) is turned off. If it is determined that the ignition switch is not turned off, the process returns to step S20, and the above-described processing after step S20 is repeated. On the other hand, if it determines with the ignition switch having been turned off, the process performed with the vehicle-mounted apparatus 1 will be complete | finished.

  FIG. 3 is a flowchart showing the contents of processing performed on the base station 20 side. In step S <b> 100, the communication device 21 determines whether traveling information has been received from the in-vehicle device 10. If it is determined that the traveling information has not been received, the process waits in step S100 until it is received. If it is determined that the traveling information has been received, the process proceeds to step S110. In step S110, the travel information received by the communication device 21 is recorded in the travel information storage device 22, and the process proceeds to step S120.

  In step S120, it is determined whether or not the travel information stored in the travel information storage device 22 has reached a predetermined amount. If it is determined that the travel information has not reached the predetermined amount, the process returns to step S100, and if it is determined that the travel information has reached the predetermined amount, the process proceeds to step S130. The processing from step S130 to step S160 is performed by the road condition determination device 23. In step S130, a point where the vehicle speed is 10 km / h or less is extracted based on the travel information recorded in the travel information storage device 22.

  In step S140, the number of times the vehicle has traveled the point extracted in step S130 is calculated. This number of times is not the number of times that one vehicle has traveled the spot extracted in step S130, but the total number of times that all the vehicles that have transmitted travel information have traveled. When the total number of times of traveling at the point extracted in step S130 is calculated, the process proceeds to step S150.

  In step S150, it is determined whether or not the number of times the vehicle has traveled at a speed of 10 km / h or less is 90% or more of the total number of times the vehicle has traveled the spot extracted in step S130. If it is determined that it is 90% or more, the process proceeds to step S160, and if it is determined that it is less than 90%, the process returns to step S130. In step S160, it is determined whether the appearance range of the extracted point is within a predetermined range. If it is determined that it is within the predetermined range, the process proceeds to step S170, and if it is determined that it is not within the predetermined range, the process returns to step S130.

  In step S170, it is determined that the point extracted in step S130 is a temporary stop point, and information on the point is registered in the road information database 24. In step S180 following step S170, the temporary stop point information registered in the road information database 24 is transmitted to the in-vehicle device 10 by the communication device 21.

  An example of detecting a temporary stop point based on the travel information transmitted from the in-vehicle device 10 will be described with reference to FIGS. 4 and 5. FIG. 4A is a diagram illustrating a state in which a vehicle entering the intersection from the temporary stop restriction side (non-priority road) of the intersection without a signal is temporarily stopped, and FIG. 4B is a diagram illustrating FIG. In the situation shown in FIG. 2, the vehicle speed is 10 km / h or less, and the position information collected from 8 vehicles is shown.

  Since the vehicle decelerates as it approaches the temporary stop point, as shown in FIG. 4B, the position coordinates where the vehicle speed is 10 km / h or less exist within a predetermined range. Therefore, when the travel information result as shown in FIG. 4B is obtained, the road condition determination device 23 determines this point as a temporary stop point.

  FIG. 5 is a diagram showing position information at a vehicle speed of 10 km / h or less at an intersection where signals are present, and shows position information results collected from eight vehicles. When the vehicle travels at an intersection where there is a signal, when the signal is blue, the vehicle travels without decelerating to 10 km / h or less. Therefore, in the determination of step S150 in the flowchart shown in FIG. The possibility that the number of times of traveling at a speed of 10 km / h or less is determined to be 90% or more is low. Even if the signal is red, it does not always stop at the head, and may stop following the previous vehicle. Therefore, as shown in FIG. 5, the vehicle speed varies depending on the point where the vehicle speed is 10 km / h or less. There is. Accordingly, even in the determination in step S160, the possibility that the point where the vehicle speed is 10 km / h or less is within the predetermined range is low. Therefore, when the travel information result as shown in FIG. It is not judged as a point.

  According to the road information creation / distribution system in the first embodiment, the in-vehicle device transmits the detected vehicle speed and vehicle position information to the base station, and the base station receives the received vehicle speed and vehicle information. Based on the position information, road characteristics, in particular, a temporary stop point are identified and transmitted to the in-vehicle device. As a result, it is possible to identify a temporary stop point on a new road that is not registered in the map database of the car navigation device, and there is no regulation for temporary stop on narrow streets, but in practice there is no temporary stop. Necessary points can be identified. In addition, since the driver is informed of the temporary stop point of the road that passes for the first time, it is possible to prevent the driver from concentrating on driving on the road that passes for the first time and accidentally passing the point that requires a temporary stop. .

-Second Embodiment-
In the road information creation / distribution system according to the second embodiment, the road data stored in the map database 7 is composed of nodes and links, and the base station 20 transmits the link information of the temporarily stopped location to the in-vehicle device. 10 is delivered. A node is an intersection or a point designated on the road, and a link corresponds to a road between nodes.

  In the road information creation / distribution system in the second embodiment, the processing performed on the in-vehicle device 10 side is the same as the processing performed on the in-vehicle device 10 side in the first embodiment. Below, the process performed by the base station 20 side is demonstrated. FIG. 6 is a flowchart showing the contents of processing performed on the base station 20 side in the road information creation / distribution system in the second embodiment. In the process of the flowchart shown in FIG. 6, the same processes as those of the flowchart shown in FIG.

  The processing from step S100 to step S120 is the same as the processing from step S100 to step S120 in the flowchart shown in FIG. If it is determined in step S120 that the amount of information stored in the travel information storage device 22 has reached a predetermined amount, the process proceeds to step S200.

  In step S200, the road condition determination device 23 reads the travel information stored in the travel condition determination device 22, and extracts a link having a vehicle speed of 10 km / h or less within a predetermined range before the intersection (node). Here, a link is extracted within a range of 15 m from the intersection and the vehicle speed is 10 km / h or less. In step S210, the number of times the vehicle has traveled the link extracted in step S200 is calculated. This number of times is not the number of times that one vehicle has traveled, but the total number of times that all of the vehicles that have transmitted travel information have traveled. When the total number of travels of the link extracted in step S200 is calculated, the process proceeds to step S220.

  In step S220, it is determined whether or not the total number of times the vehicle has traveled the link extracted in step S200 is 90% or more at a speed of 10 km / h or less. If it is determined that it is 90% or more, the process proceeds to step S170, and if it is determined that it is less than 90%, the process returns to step S200. The processing in step S170 and step S180 is the same as the processing in step S170 and step S180 in the flowchart shown in FIG.

  In the road information creation / distribution system according to the second embodiment, link information including a temporary stop point is distributed from the base station 20 to the in-vehicle device 10. In particular, in a link within a predetermined range before the intersection, by extracting a link in which the number of times of traveling at a speed of 10 km / h or less is 90% or more out of the total number of traveling times, a temporary stop is caused at an intersection without a signal. A link including a necessary portion, that is, a non-priority link can be extracted and distributed to the vehicle.

  On the other hand, on the in-vehicle device 10 side, the driver indicates that the road is a non-priority road via the notification device 8 when entering the road transmitted from the base station 20, that is, when entering the road or during traveling. Can be notified.

-Third embodiment-
In the road information creation / distribution system according to the second embodiment, link information including a temporary stop point is distributed from the base station 20 to the in-vehicle device 10. In the road information creation / distribution system according to the third embodiment, the base station 20 specifies a link including a temporary stop point (non-priority link) and specifies a target position for temporary stop in the link. The non-priority link information and the target position information are distributed to the in-vehicle device 10.

  FIG. 7 is a flowchart showing the contents of processing performed on the base station 20 side in the road information creation / distribution system in the third embodiment. In the process of the flowchart shown in FIG. 7, the same processes as those of the flowcharts shown in FIGS. 3 and 6 are denoted by the same reference numerals, and detailed description thereof is omitted.

  The processing from step S100 to step S120 is the same as the processing from step S100 to step S120 in the flowchart shown in FIG. 3, and the processing from step S200 to step S220 is the same as the processing from step S200 to step S220 in the flowchart shown in FIG. It is the same as the process up to.

  If the determination in step S220 is affirmed, the process proceeds to step S300. In step S300, a position where the vehicle speed is the lowest within the predetermined range before the intersection is extracted. The predetermined range here is a range within 15 m from the intersection as in step S200. Further, the position at which the vehicle speed becomes the minimum speed is extracted in step S110 for all the vehicles on which the travel information is recorded. When the position where the vehicle speed is the lowest within the predetermined range before the intersection is extracted, the process proceeds to step S310.

  In step S310, an average position of a plurality of positions at which the vehicle speed extracted in step S300 is the minimum speed is calculated and set as a target position for temporary stop. In step S170 following step S310, the extracted non-priority link and the calculated target position are registered in the road information database 24. In step S180, the information registered in the road information database 24 is transmitted to the in-vehicle device 10.

  FIG. 8 is a diagram showing the statistical results of the position where the vehicle speed becomes the minimum speed within 15 m from the intersection where there is no signal and the position where deceleration is started, the horizontal axis represents the distance from the intersection, and the vertical axis represents the frequency. ing. As shown in FIG. 8, when data on a position at which a pause is performed is collected for each of a plurality of drivers, the positions at which the pause is performed are concentrated at substantially the same position. Therefore, by acquiring a plurality of pieces of data of the position where the minimum speed is obtained and calculating the average position, the target position for temporary stop can be set.

  According to the road information creation / distribution system in the fourth embodiment, the target position information for performing the temporary stop can be transmitted to the in-vehicle device 10 together with the link information including the temporary stop point. Thus, the in-vehicle device 10 that has received these pieces of information, for example, gives a warning via the notification device 8 when the vehicle does not decelerate even though the vehicle is approaching the temporary stop target position. It can be performed.

-Modification-
It is also possible to estimate the line-of-sight status at the intersection of roads determined as non-priority links. FIG. 9 is a diagram showing changes in vehicle speed when entering an intersection where there is no signal. The car decelerates as it approaches the intersection and begins to accelerate when it passes the intersection. As shown in FIG. 9, when entering an intersection with a poor line of sight, compared to entering an intersection with a good line of sight, the vehicle enters at a lower speed and the slow section with a lower speed becomes longer.

  Accordingly, it is possible to determine whether the intersection is a good-looking or bad-looking intersection by detecting the traveling state of the extracted non-priority link, that is, the speed of entering the intersection and the distance of the slow-down section. That is, the in-vehicle device 10 can receive information on the visibility status of the intersection along with the status of the non-priority link, and can notify the driver.

-Fourth embodiment-
FIG. 10 is a diagram illustrating an overall configuration of a road information creation / distribution system according to the fourth embodiment. What differs from the road information creation / distribution system in the first embodiment is the position where the travel information storage device 22A is provided. That is, the travel information storage device 22A is provided in the in-vehicle device 10A and is not provided in the base station 20A.

  The in-vehicle device 10A accumulates the vehicle speed detected by the vehicle speed sensor 1 and the position of the vehicle detected by the GPS sensor 2 in the travel information storage device 22A. When the accumulated travel information reaches a predetermined amount, the controller 5 Then, the data is transmitted to the base station 20A via the communication device 6. Based on the transmitted travel information, the base station 20A extracts a point that needs to be temporarily stopped and transmits it to the in-vehicle device 10A.

  Also in the road information creation / distribution system in the fourth embodiment, as with the road information creation / distribution system in the first embodiment, a temporary stop on a new road that is not registered in the map database of the car navigation device The driver can be notified by specifying a point or the like. In addition, since a predetermined amount of travel information is accumulated in the travel information storage device 22A and then transmitted to the base station 20A, the number of times travel information is transmitted from the in-vehicle device 10A to the base station 20A can be reduced.

-Fifth embodiment-
FIG. 11 is a diagram illustrating an overall configuration of a road information creation / distribution system according to the fifth embodiment. What differs from the road information creation / distribution system in the fourth embodiment is the position where the road condition determination device 23A is provided. That is, the road condition determination device 23A is provided in the in-vehicle device 10B and is not provided in the base station 20B.

  The road condition determination device 23A extracts a point that needs to be temporarily stopped based on the travel information stored in the travel information storage device 22A, and transmits it to the base station 20B via the controller 5 and the communication device 6. The base station 20B stores and organizes information on a plurality of temporary stop points transmitted from the plurality of in-vehicle devices 10B in the road information database 24, and transmits the information to the in-vehicle device 10B via the communication device 21.

  In the road information creation / distribution system according to the fifth embodiment, as with the road information creation / distribution system according to the first embodiment, a temporary stop on a new road that is not registered in the map database of the car navigation device is performed. The driver can be notified by specifying a point or the like. Moreover, since the point which needs a temporary stop on the in-vehicle apparatus 10B side is specified and transmitted to the base station 20B, the apparatus configuration on the base station 20B side can be simplified.

-Sixth embodiment-
FIG. 12 is a diagram illustrating an overall configuration of a road information creation / distribution system according to the sixth embodiment. What is different from the configuration of the road information creation / distribution system in the fourth embodiment shown in FIG. 10 is a brake sensor 9, a recommended stop position setting unit 25, and the Internet 100. That is, in contrast to the configuration of the in-vehicle device 10A illustrated in FIG. 10, the in-vehicle device 10C includes the brake sensor 9, and the base station 20C includes the recommended stop position setting unit 25 relative to the configuration of the base station 20A. ing. Also, the communication device 6 of the in-vehicle device 10C and the communication device 21 of the base station 20C exchange various information via the Internet 100, respectively.

  The recommended stop position setting unit 25 provided in the base station 20C sets the recommended stop target position of the non-priority road based on the travel information transmitted from the plurality of in-vehicle devices 10C. A method for setting the recommended stop target position will be described later.

  FIG. 13 and FIG. 14 are flowcharts showing the contents of the processing performed on the in-vehicle device 10C side. The process starting from step S10 is performed by the controller 5C. In addition, about the process same as the process of the flowchart shown in FIG. 2, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  Steps S10 and S20 are the same as steps S10 and S20 in the flowchart shown in FIG. In step S400 following step S20, the currently running link Ln and the node at the end of the link Ln based on the map data stored in the map database 7 and the current position of the vehicle detected in step S20. That is, the intersection is detected. When the travel link Ln and the position of the intersection are detected, the process proceeds to step S410.

  In step S410, it is determined whether the travel link Ln detected in step S400 is a general road link or a toll road link. If it is determined that the link is a general road link, the process proceeds to step S420. If it is determined that the link is not a general road link, the process proceeds to step S80 of the flowchart shown in FIG. In step S420, the past travel record is read from the travel information storage device 22C, and the process proceeds to step S430.

  In step S430, it is determined whether or not the information on the link Ln detected in step S400 exists in the travel record read in step S420. If it is determined that the link Ln information exists, the process proceeds to step S440. If it is determined that the link Ln does not exist, the process proceeds to step S500. In step S440, the link Ln information and the link Ln travel information are registered in the travel information storage device 22C. This travel information includes information on the current position of the vehicle and information on the position at which the vehicle has started to decelerate. The deceleration start position is a position where the brake sensor 9 detects that the brake is stepped on before reaching the stop position.

  In step S450 following step S440, information on the link Ln is read from the traveling information storage device 22C, and it is determined whether or not the number of times the link Ln has traveled exceeds N (for example, N = 5). If it is determined that the number of times the link Ln has traveled exceeds N times, the process proceeds to step S460, and if it is determined that the number of times the link Ln has not exceeded N times, the process proceeds to step S500.

  In step S460, it is determined whether or not the vehicle speed is 10 km / h or less within a predetermined range before the intersection (node) detected in step S400. If the determination in step S460 is affirmed, the process proceeds to step S470, and if not, the process proceeds to step S500. In step S470, is the number of times that the determination in step S460 is affirmed, that is, the number of times that the vehicle speed is 10 km / h or less within a predetermined range before the intersection of link Ln, is 90% or more of the total number of travels of link Ln? Determine whether or not. If the determination in step S470 is affirmed, the link Ln is determined to be a link that needs to be temporarily stopped, that is, a non-priority link, and the process proceeds to step S480. On the other hand, if the determination in step S470 is negative, the process proceeds to step S500.

  In step S480, a stop target position and a deceleration start position are set. Here, based on all the travel data of the travel link Ln, the average position of the position where the vehicle speed is the lowest is calculated, and the calculated average position is set as the stop target position. Moreover, based on all the travel data of the travel link Ln, the average position of the position where deceleration is started is calculated, and the calculated average position is set as the deceleration start position. In step S490 following step S480, the stop target position and deceleration start position obtained in step S480 are recorded in the travel information storage device 22C.

  In step S500, which proceeds after it is determined that the information on the travel link Ln does not exist in the travel information storage device 22C, a reception request signal for information on the link Ln is transmitted to the base station 20C via the communication device 6. The base station 20C that has received the reception request signal transmits the link Ln information to the in-vehicle device 10C via the communication device 21 when the link Ln information exists in the road information database 24. Further, when the information of the link Ln does not exist in the road information database 24, a signal indicating that the information does not exist is transmitted to the in-vehicle device 10C.

  In step S510, it is determined whether the information transmitted from the base station 20C includes link Ln information, in particular, link Ln temporary stop information. If it is determined that the pause information of the link Ln exists, the process proceeds to step S520. If it is determined that the pause information of the link Ln does not exist, the process proceeds to step S530 of the flowchart shown in FIG.

  In step S520, the recommended stop target position included in the link Ln information transmitted from the base station 20C is recorded in the travel information storage device 22C as the stop target position of the link Ln. The recommended stop target position will be described later. When the stop target position (recommended stop target position) is recorded in the travel information storage device 22C, the process proceeds to step S530 in the flowchart shown in FIG.

  In step S530, based on the map data recorded in the map database 7, it is determined whether the running link Ln is a non-priority road. If it is determined that the traveling link Ln is a non-priority road, the process proceeds to step S540. If it is determined that the link Ln is not a non-priority road, the process proceeds to step S80.

In step S540, a distance L from the current vehicle position to the stop target position is calculated based on the stop target position recorded in the traveling information storage device 22C and the vehicle position detected by the GPS sensor 2. When the distance L from the current vehicle position to the stop target position is calculated, the process proceeds to step S550. In step S550, it is determined whether the relationship of following Formula (1) is materialized.
L <Vt + V ² / (2a) (1)
However, V (m / s) is the current vehicle speed, and t (s) is the idle running time from when the brake actually starts to operate until deceleration starts, for example, 0.8 seconds. Moreover, a (m / s ² ) is a deceleration setting value and is set as follows. That is, the initial vehicle speed is set to the limit vehicle speed Vr of the link Ln, and the transmission start signal set in step S480 or the transmission request signal of the link Ln information to the base station 20C in step S500 is transmitted from the base station 20C. When the deceleration is started at the deceleration start position included in the information of the link Ln and stopped at the target stop position, the travel distance is represented by the following equation (2).
a = Vr ² / (2Ls) (2)

  If it is determined in step S550 that the relationship of expression (1) is satisfied, the process proceeds to step S560, and if it is determined that the relationship of expression (1) is not satisfied, the process proceeds to step S80. In step S560, it is determined whether the vehicle speed detected by the vehicle speed sensor 1 is greater than 10 km / h. If it is determined that the vehicle speed is greater than 10 km / h, the process proceeds to step S570. If it is determined that the vehicle speed is 10 km / h or less, the process proceeds to step S80.

  In step S80, it is determined that the vehicle cannot be stopped before the stop target position at the current vehicle speed and vehicle position, and a command for issuing an alarm is issued to the alarm device 6. Upon receiving this command, the alarm device 6 issues an alarm to the driver. When the warning device 6 issues a warning to the driver, the process proceeds to step S80. In step S80, it is determined whether or not an ignition switch (not shown) is turned off. If it is determined that the ignition switch is not turned off, the process returns to step S20, and the above-described processing after step S20 is repeated. On the other hand, if it is determined that the ignition switch is turned off, all the processes are terminated.

  FIG. 15 is a flowchart showing the contents of processing performed on the base station 20C side. Since the process of step S100-step S120 is the same as the process of step S100-step S120 of the flowchart shown in FIG. 3, detailed description is abbreviate | omitted. However, in step S110, the vehicle speed, the stop position (deceleration position), and the deceleration start position are recorded as travel information. The stop position (deceleration position) records the distance from the intersection center at a point where the vehicle speed is 10 km / h or less within a predetermined range from the center of the intersection. However, when the vehicle speed does not become 10 km / h or less, information indicating that is recorded.

  In step S600 following step S120, the road condition determination device 23 reads the travel information of the link Ln from the road information database 2, and proceeds to step S610. In step S610, the total number of travels of the target link Ln for calculating the recommended stop target position is calculated. Since road information transmitted from a plurality of in-vehicle devices is recorded in the road information database 24, the total number of travels for all vehicles that have traveled on the link Ln is calculated here. When the total number of travels of link Ln is calculated, the process proceeds to step S620.

  In step S620, it is determined whether or not the number of times that the appearance range of the position where the vehicle speed is 10 km / h or less is within the predetermined range in the target link Ln is 90% or more of the total number of travels calculated in step S610. . If the determination in step S620 is negative, it is determined that the link Ln is not a non-priority link, and the process proceeds to step S660. On the other hand, if the determination in step S620 is affirmative, the process proceeds to step S630. In step S630, it is determined that the link Ln is a non-priority link, and the process proceeds to step S640.

  In step S640, the recommended stop position setting unit 25 sets a recommended stop target position for the link Ln that is a non-priority link. FIG. 16 is a diagram illustrating a distribution of distances to a temporary stop position included in travel information transmitted from a plurality of in-vehicle devices with an intersection (node) as a reference. As shown in FIG. 16, the distribution of the distance from the intersection to the temporary stop position is a normal distribution. The recommended stop position setting unit 25 calculates the average value Ym and standard deviation σ of the distance from the intersection to the temporary stop position based on the distribution of the distance from the intersection to the temporary stop position, and calculates the distance (Ym + σ) from the intersection. Set the position to the recommended stop target position. That is, a position far from the distance of the average value Ym by σ with respect to the intersection is set as the recommended stop target position. Further, the recommended value of the deceleration start position is calculated by the same method. When the recommended stop target position and the recommended deceleration start position are set, the process proceeds to step S650.

  In step S650, information indicating that the link Ln is a non-priority link, information on a recommended stop target position, and a recommended deceleration start position are recorded in the road information database 24. In step S660 following step S650, it is determined whether or not there is an information transmission request regarding the link Ln from the in-vehicle device 10C. If it is determined that there is no information transmission request, the process of the flowchart shown in FIG. 15 is terminated. If it is determined that there is an information transmission request, the process proceeds to step S670.

  In step S670, the non-priority link information of the link for which the information transmission request is made from the in-vehicle device 10C is extracted. This non-priority link information includes information on whether or not the target link is a non-priority link, and information on a recommended stop target position and a recommended deceleration start position. When the non-priority link information of the target link is extracted, the process proceeds to step S680. In step S680, the non-priority link information extracted in step S670 is transmitted to the in-vehicle device 10C via the communication device 21.

  In the road information creation / distribution system in the sixth embodiment as well, as with the road information creation / distribution system in the first embodiment, a temporary stop on a new road that is not registered in the map database of the car navigation device The driver can be notified by specifying a point or the like. In particular, in the base station 20C, a position far from the intersection by the standard deviation σ from the average position obtained based on the plurality of temporary stop points acquired from the plurality of in-vehicle devices 10C is set as the recommended stop target position. On the side, a warning is issued to the driver based on the recommended stop target position. This makes it possible to issue an alarm earlier than when the average position of the temporary stopping points of a plurality of vehicles is set as the target stop position, thereby further improving the safety of a driver having little driving experience. it can. In addition, by setting a position far from the intersection by the standard deviation σ from the average stop position of a plurality of vehicles as the recommended stop target position, it is possible to set an appropriate stop target position considering the average position and variation.

-Seventh Example-
FIG. 17 is a diagram illustrating an overall configuration of a road information creation / distribution system according to the seventh embodiment. The difference from the configuration of the road information creation / distribution system in the sixth embodiment shown in FIG. 12 is that a stop action type determination unit 26 is provided instead of the recommended stop position setting unit 25 in the base station. It is. The stop action type determination unit 26 determines an action type when the driver of the vehicle traveling on the non-priority road temporarily stops at the stop point. The action type determination method will be described later. The travel information storage device 22D provided in the in-vehicle device 10D records the stop behavior type determined by the stop behavior type determination unit 26 and transmitted to the in-vehicle device 10D together with the travel information of the vehicle.

  18 and 19 are flowcharts showing the contents of the processing performed on the in-vehicle device 10D side. The process starting from step S10 is performed by the controller 5D. Note that the same processes as those in the flowcharts shown in FIGS. 13 and 14 are denoted by the same reference numerals, and detailed description thereof is omitted.

  The processing in steps S10 to S480 is the same as the processing in steps S10 to S480 in the flowchart shown in FIG. In step S700 following step S480, a driver stop action type transmission request signal is transmitted to the base station 20D via the communication device 6. The base station 20D that has received the transmission request signal transmits the stop action type determined by the method described later to the in-vehicle device 10D that has transmitted the signal. The in-vehicle device 10D that has received the stop action type transmitted from the base station 20D records the received stop action type in the travel information storage device 22D. When the stop action type is recorded in the travel information storage device 22D, the process proceeds to step S490.

  The processing in steps S490, S500, and S510 is the same as the processing in steps S490, S500, and S510 in the flowchart shown in FIG. In step S710 following step S510, the target stop position and the deceleration start position included in the information of the link Ln transmitted from the base station 20D are set as the stop action type recorded in the travel information storage device 22D. Correct based on. A method for correcting the target stop position and the deceleration start position will be described later. When the process of step S710 ends, the process proceeds to step S530 of the flowchart shown in FIG.

  The processing in steps S530 to S80 is the same as the processing in steps S530 to S80 in the flowchart shown in FIG.

  FIG. 20 is a flowchart showing the contents of processing performed on the base station 20D side. The difference from the process of the flowchart shown in FIG. 15 is that the processes of steps S800 and S810 are added, and that the process of step S640 is not present. Below, the process of step S800 and step S810 is demonstrated.

  First, the process of step S810 following the process of step S670 will be described. In step S810, the stop action type determination unit 26 determines the stop action type of the driver of the vehicle that has transmitted the stop action type transmission request signal in step S700 of the flowchart shown in FIG.

  FIG. 21 is a diagram illustrating a distribution of variation in distance from an intersection (node) to a deceleration start position, created based on travel information transmitted from a plurality of in-vehicle devices. When the distance data (sample value) from the intersection to the deceleration start position is Xd and the average value of all sample values is Xd0, the horizontal axis in FIG. 21 represents the difference between each sample value Xd and the average value Xd0. The vertical axis represents frequency. In FIG. 21, the area is classified into seven regions D1 to D7 based on the value of the standard deviation σ of the distribution. The larger the value of i in the region Di (i = 1 to 7), the faster the stop action is taken. On the contrary, the smaller the value of i, the slower the stop action is taken. Indicates type.

  FIG. 22 is a diagram illustrating a distribution of variations in distance from an intersection (node) to a stop position, which is created based on travel information transmitted from a plurality of in-vehicle devices. When the distance data (sample value) from the intersection to the stop position is Xs and the average value of all sample values is Xs0, the horizontal axis in FIG. 22 represents the difference between each sample value Xs and the average value Xs0. The vertical axis represents frequency. In FIG. 22, the three regions S1 to S3 are classified based on the value of the standard deviation σ of the distribution. The greater the value of j in the region Sj (j = 1 to 3), the farther the stop position is from the intersection. Conversely, the smaller the value of j is, the closer the stop position is to the intersection. It shows that there is.

  The stop action type determination unit 26 determines which region in D1 to D7 the deceleration start position recorded in the travel information storage device 22D belongs to, and which of the stop positions is in S1 to S3. It is determined whether it belongs to the area. The determination result [Di, Sj] is transmitted to the in-vehicle device 10D via the communication device 21 in step S680A following step S810. The stop action type [Di, Sj] transmitted to the in-vehicle device 10D is recorded in the travel information storage device 22D.

  Next, the process of step S800 performed following the process of step S100 will be described. In step S800, the driving information, that is, the target stop position and the deceleration start position are corrected based on the stop action type of the driver. Hereinafter, the case where the target vehicle passes through the target intersection for the first time and the case where the target vehicle has passed through the target intersection in the past will be described separately.

  When the target vehicle passes through the target intersection for the first time, first, an average value [Dmi, Smj] of stop action types [Di, Sj] of all the intersections transmitted from the in-vehicle device 10D is calculated. The stop action type [Di, Sj] at all intersections is determined by the stop action type determination unit 26 and transmitted to the in-vehicle device 10D as described above, and then recorded in the travel information storage device 22D. It is what. Next, based on the calculated average value [Dmi, Smj] of the stop action type and the table of FIG. 23, a correction value for the deceleration start position and a correction value for the stop target position are detected. The upper table in FIG. 23 is a table for obtaining correction values for the deceleration start position, and the lower table is a table for obtaining correction values for the target stop position. For example, when the average value of the stop action type is [D5, S1], the correction value of the deceleration start position is 2σ, and the correction value of the stop target position is −0.5σ.

  When the respective correction values are obtained, the corrected values are calculated by subtracting the respective correction values from the values of the deceleration start position and the stop target position included in the travel information transmitted from the in-vehicle device 10D. As a result, the deceleration start position and the stop target position excluding driving habits for each driver can be recorded in the road information database 24 (step S110). For example, a driver whose average value Dmi of the deceleration start position is D5 tends to start deceleration earlier (the deceleration start position is far from the intersection), but by subtracting the correction value 2σ from the actual deceleration start position, Correction that eliminates the tendency to start deceleration earlier can be performed. In addition, the driver whose average stop target position value Sj is S1 has a tendency that the stop position is close to the intersection, but the stop position is close to the intersection by subtracting (−0.5σ) from the actual stop position. Correction can be performed to eliminate the tendency.

  Next, a case where the target intersection has been passed in the past will be described. In this case, the stop action type [Di, Sj] when the target vehicle passes the target intersection has already been determined and recorded in the travel information storage device 22D of the in-vehicle device 10D. That is, since the stop action type [Di, Sj] of the target intersection is transmitted from the in-vehicle device 10D, the deceleration start position is corrected based on the stop action type [Di, Sj] and the table of FIG. The value and the correction value of the target stop position are detected and corrected.

  The process in step S800 described above is a travel information correction process performed on the base station 20D side. Below, the process of step S710 of the flowchart shown in FIG. 18, that is, the travel information correction process performed on the in-vehicle device 10D side will be described.

  First, an average value [Dmi, Smj] of stop action types [Di, Sj] of all intersections recorded in the travel information storage device 22D is calculated, and the calculated average values [Dmi, Smj] and the table of FIG. Based on the above, a correction value for the deceleration start position and a correction value for the target stop position are detected. And the value after correction | amendment is calculated by adding each correction value to the value of the deceleration start position and stop target position which are transmitted from base station 20D and are recorded on driving | running | working information storage device 22D.

  For example, a driver whose average value Dmi of the deceleration start position is D5 tends to start decelerating earlier (the deceleration start position is far from the intersection), and is thus corrected to the value of the deceleration start position transmitted from the base station 20D. By adding the value 2σ, it is possible to set the deceleration start position considering the tendency to start deceleration earlier. In addition, the driver whose average stop target position Sj is S1 has a tendency that the stop position tends to be close to the intersection. Therefore, by adding (−0.5σ) to the stop target position transmitted from the base station 20D, It is possible to set a target stop position in consideration of the tendency that the stop position is close to the intersection.

  As described above, in the road information creation / distribution system according to the seventh embodiment, the base station 20D determines the driver's stop action type, and based on the determined stop action type, the driver-specific driving tendency is determined. The road characteristics, particularly the stop target position and the deceleration start position are corrected so as to be excluded. Thereby, the road information which eliminated the driving tendency of the driver can be transmitted to the in-vehicle device 10D. For example, it is possible to prevent road information based on a driving tendency that the deceleration start is early or a driving tendency that the target stop position is too close to the intersection from being collected in the base station 20D and transmitted to the in-vehicle device. .

-Eighth embodiment-
The configuration of the road information creation / distribution system in the eighth embodiment is the same as the configuration of the road information creation / distribution system in the seventh embodiment shown in FIG. However, in each device constituting the system, devices having different functions are distinguished by attaching an E symbol. For example, in the road information creation / distribution system in the seventh embodiment, the information on the target stop position and the deceleration start position is recorded in the travel information storage device 22D. However, in the road information creation / delivery system in the eighth embodiment, In the distribution system, stop deceleration information is recorded in the travel information storage device 22E instead of the deceleration start position. The stop deceleration is calculated based on the vehicle speed detected by the vehicle speed sensor 1 by the controller 5E.

  In the road information creation / distribution system according to the seventh embodiment, in step S550 of the flowchart shown in FIG. 19, the value of the deceleration a used for the determination of Expression (1) is set as the limit vehicle speed Vr of the link Ln, the deceleration start position. And calculated based on the target stop position (see Expression (2)). In the road information creation / distribution system according to the eighth embodiment, the deceleration value obtained for each travel link Ln is recorded in the travel information storage device 22E, and the deceleration a corresponding to the link being traveled is recorded. Is extracted from the travel information storage device 22E and used in the determination of step S550.

  FIG. 24A is a diagram illustrating stop target position data collected from a plurality of in-vehicle devices, that is, data of distances from the intersection to the stop target position, and FIG. It is a figure which shows the data of collected stop deceleration. As described above, the stop target position data has a normal distribution, but the stop deceleration data does not have a normal distribution as shown in FIG. Become.

  FIG. 25 shows the difference between each sample value Xd and the average value Xd0 on the horizontal axis and the frequency on the vertical axis when the stop deceleration data (sample value) is Xd and the average value of all sample values is Xd0. It is a figure which shows the graph taken in. Here, the standard deviation σ and the degree of distortion St from the normal distribution are used to classify into seven regions D1 to D7. That is, when the difference between the sample value Xd and the average value Xd0 is smaller than (−2.5σ / St), the region D1 is obtained, and in the case of (−2.5σ / St) to (−1.5σ / St), the region is obtained. D2. In the case of (−1.5σ / St) to (−0.5σ / St), the region D3, and in the case of (−0.5σ / St) to (0.5σ · St), the region D4, (0.5σ In the case of St) to (1.5σ · St), the region D5, in the case of (1.5σ · St) to (2.5σ · St), the region D6, and in the case of larger than (2.5σ · St), the region D7.

  FIG. 26 is a table for obtaining the stop deceleration correction value and the stop target position correction value. The upper table shows the stop deceleration correction value, and the lower table shows the stop target position. The correction value is shown. The method for obtaining the correction value and the method for correcting the stop deceleration and the target stop position based on the obtained correction value will be described when the road information creation / distribution system in the seventh embodiment is described. Therefore, detailed explanation is omitted here.

  According to the road information creation / distribution system in the eighth embodiment, when a warning is issued to a vehicle that may not be able to be temporarily stopped at a temporary stop point of a non-priority road (steps S550 to S570 in FIG. 19), Since the deceleration value used for determining whether or not it can be temporarily stopped is directly recorded in the travel information storage device 22E of the in-vehicle device information 10E, it is not necessary to calculate the deceleration each time it is determined, and a warning is issued promptly. be able to.

-Ninth embodiment-
FIG. 27 is a diagram illustrating an overall configuration of a road information creation / distribution system according to the ninth embodiment. In the road information creation / distribution system according to the sixth embodiment, the base station 20C includes the recommended stop position setting unit 25, and in the road information creation / distribution system according to the seventh embodiment, the base station 20D stops. An action type determination unit 26 was provided. In the road information creation / distribution system according to the ninth embodiment, the base station 20F includes a stop action type determination / recommended stop position setting unit 27.

  FIG. 28 and FIG. 29 are flowcharts showing the contents of processing performed on the in-vehicle device 10F side. The process starting from step S10 is performed by the controller 5F. The processing of the flowcharts shown in FIGS. 28 and 29 differs from the processing of the flowcharts shown in FIGS. 18 and 19 in the processing of step S900 performed following the processing of step S510. In step S900, a recommended stop target position is set according to the stop action type of the driver. FIG. 30 is a flowchart showing the contents of processing performed on the base station 20F side. The process of the flowchart shown in FIG. 30 differs from the process of the flowchart shown in FIG. 15 in the process of step S640A. In step S640A, a recommended stop target position is set according to the driver's stop action type.

  FIG. 31A is a diagram illustrating stop position data of a veteran driver who has a long driving experience at a temporary stop point, and FIG. 31B is a diagram illustrating stop position data of a beginner driver who has little driving experience. It is. In the case of a veteran driver, as shown in FIG. 31A, the variation in the stop position is small, so it is better to set the stop target position according to the individual stop action type. On the other hand, in the case of a beginner driver, as shown in FIG. 31 (b), the stop position variation is large and the stop action pattern is not stable, so the stop action type determination / recommended stop position setting unit 27 sets the stop action pattern. Set the recommended stop target position to the stop target position.

  FIG. 32 is a table for setting the stop position according to the stop action type. By referring to this table, the stop position can be set according to the average distance of the stop positions of the individual drivers and the variation (standard deviation) of the stop positions. The average distance of the stop position is divided into four stages: Ym (p1) or less, Ym (p1) to Ym (p2), Ym (p2) to Ym (p3), Ym (p3) or more. Each value of Ym (p1) to Ym (p3) is determined in advance in consideration of the average distance of the stop position of the experienced driver and the average distance of the stop position of the beginner driver. Further, the variation of the stop position is divided into four stages of σ (p1) or less, σ (p1) to σ (p2), σ (p2) to σ (p3), and σ (p3) or more. Each value of σ (p1) to σ (p4) is determined in advance according to the variation (standard deviation) of the stop position of the veteran driver and the variation (standard deviation) of the stop position of the beginner driver.

  As can be seen from FIG. 32, when the variation (standard deviation) of the stop position is σ (p1) or less and σ (p1) to σ (p2), the variation of the stop position is small, so the driver is an experienced driver. Therefore, the stop target position corresponding to the individual stop action type is set. For example, when the average distance of the stop position is Ym (p1) or less and the variation in the stop position is σ (p1) or less, the position of the distance Ym (p1) + σ (p1) from the intersection is the target stop. Set to position.

  Also, if the stop position variation (standard deviation) is greater than or equal to σ (p2) to σ (p3) and σ (p3), it is determined that the driver is a beginner driver because the stop position variation is large. The recommended stop target position set by the stop action type determination / recommended stop position setting unit 27 is used. For example, when the standard deviation of the stop position distribution is between σ (p2) and σ (p3), the position of Ym + σ from the intersection is set as the stop target position. This is the recommended stop target position set in the road information creation / distribution system in the sixth embodiment. When the standard deviation is equal to or larger than σ (p3), the position Ym + 2σ from the intersection is set as the stop target position.

  According to the road information creation / distribution system in the ninth embodiment, the driving technology of the driver is determined based on the driving information transmitted from the in-vehicle device 10F to the base station 20F, and based on the determined driving technology. Since the stop target position is set, the stop target position transmitted to the in-vehicle device 10F can be set more appropriately. For example, for a driver with a low driving skill (less driving experience), a predetermined position farther from the intersection than the average stop position on the non-priority road transmitted from the plurality of in-vehicle devices 10F is set as the stop target. By setting the position, a highly safe stop target position can be set. For drivers with high driving skills (long driving experience), stop target positions are set based on the individual driver's stop action type, so stop target positions are set according to the individual driver's driving skills. can do. For all drivers, when the method of setting a predetermined position (recommended stop target position) far from the intersection from the average position of the temporary stop position as the stop target position is adopted, regardless of the driving skills of the experienced driver The warning according to the recommended stop target position is issued uniformly, but according to the road information creation / distribution system in the ninth embodiment, it is set according to the driving technique of each driver. An alarm corresponding to the stop target position can be issued.

  The present invention is not limited to the embodiments described above. For example, in each of the above-described embodiments, information on non-priority roads, in particular, information on temporary stop points on non-priority roads is transmitted from the base station to the in-vehicle device. It is not limited to the information.

  Although the current position of the vehicle is detected by satellite navigation using the GPS sensor 2, it can also be detected by autonomous navigation using a traveling direction sensor and a travel distance sensor. Further, the number of base stations 20 is not necessarily limited to one. For example, the whole country may be divided into blocks such as Kanto, Chubu, and Tohoku, and one base station may be installed in each block.

  In the road information creation / distribution system according to the first embodiment, the driver is notified of the information about the temporary stop point of the road that passes for the first time. Information may be notified to the driver. Further, as in the modified example of the road information creation / distribution system according to the third embodiment, when the situation of the prospect of the intersection is transmitted to the in-vehicle device 10 together with the non-priority link, the vehicle enters the intersection with a poor prospect. In doing so, an image of a camera (not shown) attached to the left and right front of the vehicle may be automatically displayed on the in-vehicle display.

  In the road information creation / distribution system according to the sixth embodiment, the average value Ym of the distance from the intersection to the temporary stop position based on the data of the temporary stop position transmitted from the plurality of in-vehicle devices to the base station, and the standard The deviation σ is calculated, and the position of Ym + σ from the intersection is set as the recommended stop target position. However, the recommended stop target position is not limited to this position, and should be set to a predetermined position farther from the distance Ym from the intersection. Can do. However, by considering the average value Ym and the standard deviation σ, a more appropriate stop target position can be set.

  In the road information creation / distribution system according to the eighth embodiment, the deceleration when the vehicle temporarily stops is calculated based on the vehicle speed detected by the vehicle speed sensor 1, but the acceleration (deceleration) sensor is mounted on the vehicle. It may be provided in the apparatus to detect the deceleration directly.

  In the road information creation / distribution system in the seventh to ninth embodiments, the stop action type of the driver is determined in the base station, but it can also be determined on the in-vehicle device side. In this case, the in-vehicle device may transmit the determined stop action type to the base station together with the travel information.

  The correspondence between the constituent elements of the claims and the constituent elements of each embodiment is as follows. That is, in the road information creation / distribution device described in the claims, the communication device 21 transmits the transmission unit and the reception unit, the road condition determination unit 22 sets the road characteristic determination unit, the correction unit, and the driving technology determination unit. The type determination unit 26 constitutes driving action type determination means. In the in-vehicle device described in the claims, the vehicle speed sensor 1 is the vehicle speed detection means, the GPS sensor 2 is the vehicle position detection means, the communication device 6 is the transmission means and the reception means, the notification device 8 is the notification means, and Controllers 5 to 5F respectively constitute alarm means and correction means. In addition, the above description is an example to the last, and when interpreting invention, it is not limited to the correspondence of the component of said embodiment and the component of this invention at all.

The figure which shows the whole structure of the road information creation and delivery system in 1st Embodiment The flowchart which shows the content of the process performed by the vehicle-mounted apparatus side in the road information creation / delivery system in 1st Embodiment. The flowchart which shows the content of the process performed by the base station side in the road information creation and distribution system in 1st Embodiment. FIG. 4A is a diagram illustrating a state in which a vehicle entering the intersection from the temporary stop restriction side of the intersection without a signal is temporarily stopped. FIG. 4B is a diagram illustrating the situation illustrated in FIG. The figure which shows the positional information from which a vehicle speed is 10 km / h or less The figure which shows the positional information in which the speed of a vehicle is 10 km / h or less in the intersection where a signal exists The flowchart which shows the content of the process performed by the base station side in the road information creation and delivery system in 2nd Embodiment. The flowchart which shows the content of the process performed by the base station side in the road information creation and delivery system in 3rd Embodiment The figure which shows the statistical result of the position where the vehicle speed becomes the minimum speed within 15m from the intersection and the position where the deceleration is started It is a figure for demonstrating the estimation method of the visibility condition of an intersection, and the figure which showed the relationship between the distance and vehicle speed in an intersection The figure which shows the whole structure of the road information creation and delivery system in 4th Embodiment The figure which shows the whole structure of the road information creation and delivery system in 5th Embodiment The figure which shows the whole structure of the road information creation and delivery system in 6th Embodiment The flowchart which shows the content of the process performed by the vehicle-mounted apparatus side in the road information creation / distribution system in 6th Embodiment. The flowchart which shows the processing content following the process of the flowchart shown in FIG. The flowchart which shows the content of the process performed by the base station side in the road information creation and distribution system in 6th Embodiment The figure which shows distribution of the distance to the temporary stop position contained in the travel information transmitted from the several vehicle-mounted apparatus on the basis of the intersection (node) The figure which shows the whole structure of the road information creation and delivery system in 7th Embodiment The flowchart which shows the content of the process performed by the vehicle equipment side in the road information creation / delivery system in 7th Embodiment. The flowchart which shows the processing content following the process of the flowchart shown in FIG. The flowchart which shows the content of the process performed by the base station side in the road information creation and distribution system in 6th Embodiment Figure showing the distribution of variation in distance from the intersection (node) to the deceleration start position Figure showing the distribution of variation in distance from the intersection (node) to the stop position Diagram for determining the deceleration start position correction value and the stop target position correction value 24A is a diagram showing stop target position data collected from a plurality of in-vehicle devices, and FIG. 24B is a diagram showing stop deceleration data collected from a plurality of in-vehicle devices. Diagram showing variation in stop deceleration Diagram for determining stop deceleration correction value and stop target position correction value The figure which shows the whole structure of the road information creation and delivery system in 9th Embodiment The flowchart which shows the content of the process performed by the vehicle-mounted apparatus side in the road information creation / delivery system in 9th Embodiment. 28 is a flowchart showing the processing content following the processing of the flowchart shown in FIG. The flowchart which shows the content of the process performed by the base station side in the road information creation and delivery system in 9th Embodiment FIG. 31A is a diagram illustrating stop position data of a veteran driver with a long driving experience, and FIG. 31B is a diagram illustrating stop position data of a beginner driver with a small driving experience. Diagram for setting the stop position according to the stop action type

Explanation of symbols

1 ... Vehicle speed sensor 2 ... GPS sensor 3 ... ROM
4 ... RAM
5 ... Controller 6 ... Communication device 7 ... Map database 8 ... Notification device 9 ... Brake sensors 10, 10A, 10B ... In-vehicle devices 20, 20A, 20B ... Base station 21 ... Communication devices 22, 22A ... Travel information storage devices 23, 23A ... road condition determination device 24 ... road information database 25 ... recommended stop position setting unit 26 ... stop action type determination unit 27 ... stop action type determination / recommended stop position setting part

Claims (24)

In a road information creation / distribution device that exchanges information with in-vehicle devices via radio,
Receiving means for receiving vehicle speed and vehicle position information transmitted from the in-vehicle device;
Road characteristic determining means for determining road characteristics based on the vehicle speed and vehicle position information received by the receiving means;
A road information creation / distribution device comprising: transmission means for transmitting road information including road characteristics determined by the road characteristic determination means to the in-vehicle device. In the road information creation / distribution device according to claim 1,
The road characteristic determining means detects a point that needs to be temporarily stopped based on the vehicle speed and vehicle position information received by the receiving means,
The said transmission means transmits the information of the point which needs the temporary stop detected by the said road characteristic determination means to the said vehicle equipment, The road information preparation and distribution apparatus characterized by the above-mentioned. In the road information creation / distribution device according to claim 2,
The road characteristic determining unit is configured to determine, based on the information on the speeds and vehicle positions of the plurality of vehicles received by the receiving unit, a probability that the plurality of vehicles are equal to or less than a predetermined speed within a predetermined range from the intersection. A road information creation / distribution device characterized in that a point as described above is determined as a point that needs to be temporarily stopped. In the road information creation / distribution device according to any one of claims 1 to 3,
The road characteristic determining means detects a non-priority road at an intersection without a signal,
The transmission means transmits the information on the non-priority road detected by the road characteristic determination means to the in-vehicle device. In the road information creation / distribution device according to claim 4,
The road characteristic determining means determines a stop target position for temporarily stopping on the non-priority road based on the vehicle speed and vehicle position information received by the receiving means;
The transmission means transmits the non-priority road information and the stop target position information detected by the road characteristic determination means to the in-vehicle device. In the road information creation / distribution device according to claim 5,
The road characteristic determination unit sets an average position of temporary stop positions on non-priority roads transmitted from a plurality of in-vehicle devices as the stop target position. In the road information creation / distribution device according to any one of claims 4 to 6,
The road characteristic determining means determines the visibility situation of the intersection without the signal based on the vehicle speed and the vehicle position received by the receiving means,
The said transmission means transmits the information of the visibility condition of the intersection without the said signal to the said vehicle-mounted apparatus with the information of the non-priority road detected by the said road characteristic determination means, The road information preparation and distribution apparatus characterized by the above-mentioned. In the road information creation / distribution device according to claim 5,
The road characteristic determining means sets a predetermined position far from an average position of temporary stop positions on a non-priority road transmitted from a plurality of in-vehicle devices with an intersection as a reference as a stop target position. Information creation / distribution device. The road information creation / distribution device according to claim 8,
The road characteristic determining means calculates an average position and a standard deviation based on data of temporary stop positions on non-priority roads transmitted from a plurality of in-vehicle devices, and calculates the standard deviation from the average position based on the intersection. A road information creation / distribution device characterized in that a position far from the distance is set as the stop target position. In the road information creation / distribution device according to any one of claims 1 to 9,
Driving action type determination means for determining the driving action type of the driver;
A road information creation / distribution device, further comprising: a correction unit that corrects the road characteristic determined by the road characteristic determination unit based on the driving action type determined by the driving behavior type determination unit. The road information creation / distribution device according to claim 10,
The correction means corrects the road characteristics so as to eliminate a driving tendency unique to the driver based on the driving action type determined by the driving action type determination means. apparatus. The road information creation / distribution device according to claim 10 or 11,
The driving behavior type determination means determines a driving behavior type when a vehicle is temporarily stopped on a non-priority road. The road information creation / distribution device according to claim 12,
The receiving means receives information on the temporary stop position on the non-priority road from the in-vehicle device,
The correction means corrects the temporary stop position received by the receiving means based on the driving action type at the time of temporary stop determined by the driving action type determination means. apparatus. In the road information creation / distribution device according to claim 12 or 13,
The receiving means receives information on the deceleration start position when the vehicle temporarily stops on the non-priority road from the in-vehicle device,
The correction means corrects the deceleration start position received by the receiving means based on the driving action type at the time of suspension determined by the driving action type determining means. apparatus. In the road information creation / distribution device according to claim 12 or 13,
The receiving means receives the deceleration when the vehicle temporarily stops on the non-priority road from the in-vehicle device,
The road information creation / distribution device, wherein the correction unit corrects the deceleration received by the reception unit based on the behavior type at the time of suspension determined by the driving behavior type determination unit. In the road information creation / distribution device according to any one of claims 10 to 15,
Driving technology determination means for determining the driving skill of the driver based on the vehicle speed and vehicle position information received by the receiving means;
The road characteristic determination unit sets a stop target position on a non-priority road in consideration of the driving technique determined by the driving technique determination unit. The road information creation / distribution device according to claim 16,
The road characteristic determination means is farther from the average position of the temporary stop positions on the non-priority roads transmitted from the plurality of in-vehicle devices with the intersection as a reference when the driving technique determination means determines that the driving technique is low. When a predetermined position is set as a stop target position and it is determined that the driving skill is high, setting a stop target position according to the driving action type at the time of the temporary stop determined by the driving action type determining means A road information creation / distribution device. The road information creation / distribution device according to any one of claims 10 to 17,
The transmission means transmits road information including the road characteristics corrected by the correction means and information on the driving action type determined by the driving action type determination means to the in-vehicle device. Distribution device. An in-vehicle device that communicates with the road information creation / distribution device according to claim 1,
Vehicle speed detection means for detecting the speed of the vehicle;
Vehicle position detection means for detecting the position of the vehicle;
Transmitting means for transmitting information on the vehicle speed detected by the vehicle speed detecting means and the position of the vehicle detected by the vehicle position detecting means to the road information creating / distributing device;
Receiving means for receiving road information from the road information creation / distribution device;
An in-vehicle device comprising: an informing unit that informs a driver of road information received by the receiving unit. An in-vehicle device that communicates with the road information creation / distribution device according to any one of claims 10 to 18,
Vehicle speed detection means for detecting the speed of the vehicle;
Vehicle position detection means for detecting the position of the vehicle;
Transmitting means for transmitting information on the vehicle speed detected by the vehicle speed detecting means and the position of the vehicle detected by the vehicle position detecting means to the road information creating / distributing device;
Receiving means for receiving road information from the road information creation / distribution device;
An in-vehicle device comprising: an informing unit that informs a driver of road information received by the receiving unit. The in-vehicle device according to claim 20,
The receiving means also receives information on the driving action type of the driver along with the road information from the road information creation / distribution device,
Based on the driving action type information received by the receiving means, further comprising a correcting means for correcting the road information received by the receiving means,
The in-vehicle device, wherein the informing means informs a driver of road information corrected by the correcting means. The in-vehicle device according to any one of claims 19 to 21,
The in-vehicle device characterized in that the informing means informs a driver of information on a point that needs to be temporarily stopped included in road information. The in-vehicle device according to any one of claims 19 to 22,
The road information received by the receiving means includes information on the stop target position of the point that needs to be temporarily stopped,
The vehicle-mounted device further comprising alarm means for issuing an alarm to the driver according to the approaching state of the vehicle to the stop target position. A road information creation / distribution system comprising: the road information creation / distribution apparatus according to any one of claims 1 to 18; and the vehicle-mounted apparatus according to any one of claims 19 to 23.

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