JP2008146199A - In-vehicle warning device, center, and program - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change a parameter such as a reference time interval and a threshold to be used for the arithmetic processing of safety operation support or fuel cost saving operation support according to the circumstances of a vehicle and the periphery of the vehicle. <P>SOLUTION: An in-vehicle device 2 loaded on a vehicle calculates the first change rate of movement relevant quantity from the difference of the two values of the movement relevant quantity (speed, accelerator opening, steering turning angle) of a vehicle at two points of time separated only by a reference time interval, and when the first change rate is higher than a threshold value, processing for warning the driver of a vehicle is executed (210, 215). Afterwards, a request to change the reference time interval or threshold transmitted from an operation management center 7 outside the vehicle is accepted, and the accepted request is reflected (220). Furthermore, the second change rate of the movement relevant quantity is calculated from the difference of the two values of the movement relevant quantity at the two points of time separated only by the reference time interval when the value has been changed, and when the calculated second change rate is higher than the threshold, processing to warn the driver of the vehicle is executed (225, 230). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an in-vehicle warning device, a center, and a program.

Conventionally, in a safe driving assistance device or a fuel-saving driving assistance device, the rate of change of the movement-related amount is calculated from the difference between the movement-related amounts of the vehicle (for example, the vehicle speed and the accelerator depression amount) at two time points separated by a reference time interval. A technique is known in which the calculated change rate is compared with a threshold value, and when the change rate is higher than the threshold value, it is determined that there is a problem in safe driving or fuel-saving driving (see, for example, Patent Document 1). In addition, the number of actuations of an actuator (for example, an actuator of an ABS system) within a reference time width is detected, and the detected number of actuations is compared with a threshold value. A technique for determining that there is a known one is known.
2004-234620 gazette

  However, the reference time interval, the reference time width, and the threshold value can be more appropriately determined by changing the reference time interval, the reference time width, and the threshold according to the vehicle or the situation around the vehicle. In view of the above points, the present invention provides a technique for changing calculation parameters such as a reference time interval, a reference time width, and a threshold used for calculation processing of safe driving assistance or fuel-saving driving assistance according to the situation of the vehicle or the surroundings of the vehicle. The purpose is to do.

  The first feature of the present invention for achieving the above object is that the in-vehicle warning device mounted on the vehicle is based on the difference between the two values of the movement-related amount of the vehicle at two time points separated by a reference time interval. A first change rate of the movement-related amount is calculated, the calculated first change rate is compared with a threshold value, and a process for warning the vehicle driver when the first change rate is higher than the threshold value is executed. To do. Thereafter, a request for changing the value of the reference time interval transmitted from the center outside the vehicle is received, and the value of the reference time interval is changed based on the received request. Further, the second change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount at two time points separated by the reference time interval when the value is changed, and the calculated second change rate and the threshold value are calculated. When the second rate of change is higher than the threshold value, a process for warning the driver of the vehicle is executed.

  Thus, the change rate of the movement related amount is calculated from the difference between the movement related amounts of the vehicle at two time points separated by the reference time interval, and when the change rate is higher than the threshold, the vehicle driver is warned. In the processing apparatus, the value of the reference time interval can be changed based on a request received from a center outside the vehicle. Therefore, the in-vehicle warning device changes the value of the reference time interval according to the vehicle or the situation around the vehicle by transmitting a request for changing the reference time interval according to the vehicle or the situation around the vehicle from the center. be able to.

  Here, the “processing for warning the user” is a process in which the own device outputs a warning with sound or video, and the other device so that the other device outputs a warning with sound or video. It is a concept that includes both processes to be controlled.

  The second feature of the present invention for achieving the above object is that the in-vehicle warning device mounted on the vehicle is based on a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval. A first change rate of the movement-related amount is calculated, the calculated first change rate is compared with a threshold value, and a process for warning the vehicle driver when the first change rate is higher than the threshold value is executed. To do. After that, a request for changing the threshold value transmitted from the center outside the vehicle is received, and the threshold value is changed based on the received request. Further, the second change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount at two time points separated by the reference time interval, and the calculated second change rate and the threshold value are changed. When the second rate of change is higher than the threshold, a process for warning the driver of the vehicle is executed.

  Thus, the change rate of the movement related amount is calculated from the difference between the movement related amounts of the vehicle at two time points separated by the reference time interval, and when the change rate is higher than the threshold, the vehicle driver is warned. In the processing apparatus, the threshold value can be changed based on a request received from a center outside the vehicle. Therefore, by transmitting a request for changing the threshold corresponding to the vehicle or the situation around the vehicle from the center, the in-vehicle warning device can change the value of the threshold according to the situation around the vehicle or the vehicle. it can.

  According to a third aspect of the present invention, at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses side slip of the vehicle, and a pre-crash actuator that improves vehicle safety in preparation for a collision. An in-vehicle warning device mounted on a vehicle having two actuators (hereinafter referred to as mounted actuators) detects the first number of operations of the mounted actuator within a reference time width, and compares the detected first number of operations with a threshold value. And when the 1st operation frequency is higher than the threshold, processing for warning a driver of vehicles is performed. After that, a request for changing the value of the reference time width transmitted from the center outside the vehicle is received, and the value of the reference time width is changed based on the received request. Further, when the second operation number of the mounted actuator within the reference time width in which the value is changed is detected, the detected second operation number is compared with the threshold value, and the second operation number is higher than the threshold value. The process for warning the driver of the vehicle is executed.

  As described above, in the device that detects the number of operations within the reference time width of the mounted actuator and executes the process for warning the vehicle driver when the detected number of operations is higher than the threshold value, the value of the reference time width is set. The change can be made based on a request received from a center outside the vehicle. Therefore, by transmitting a request for changing the reference time width according to the situation of the vehicle or the vehicle surroundings from the center, the in-vehicle warning device sets the value of the reference time width according to the situation of the vehicle or the vehicle surroundings. Can be changed.

  According to a fourth aspect of the present invention, there is provided at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision. An in-vehicle warning device mounted on a vehicle having two actuators (hereinafter referred to as mounted actuators) detects the first number of operations of the mounted actuator within a reference time width, and compares the detected first number of operations with a threshold value. And when the 1st operation frequency is higher than the threshold, processing for warning a driver of vehicles is performed. After that, a request for changing the threshold value transmitted from the center outside the vehicle is received, and the threshold value is changed based on the received request. Further, the second operation number of the mounted actuator within the reference time width is detected, the detected second operation number is compared with the changed threshold value, and when the second operation number is higher than the threshold value, the vehicle Execute the process to alert the driver.

  As described above, in the device that detects the number of operations within the reference time width of the mounted actuator and executes the process for warning the vehicle driver when the detected number of operations is higher than the threshold, Changes can be made based on requests received from an external center. Therefore, by transmitting a request for changing the threshold corresponding to the vehicle or the situation around the vehicle from the center, the in-vehicle warning device can change the value of the threshold according to the situation around the vehicle or the vehicle. it can.

  A fifth feature of the present invention is that a change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated change rate is the threshold value. When it is higher, the center that communicates with the in-vehicle warning device that executes processing for warning the driver of the vehicle acquires information on the running state of the vehicle on which the in-vehicle warning device is mounted or information on the road environment around the vehicle. Based on the acquired information, a new value of the reference time interval or threshold value in the in-vehicle warning device is determined, and the determined new value is reflected in the reference time interval or threshold value in the in-vehicle warning device. A correct value is sent to the in-vehicle warning device.

  In this way, the center acquires information on the running state of the vehicle on which the in-vehicle warning device is mounted or information on the road environment around the vehicle, and reflects the reference time interval or threshold value in the in-vehicle warning device based on the acquired information. Therefore, the in-vehicle warning device can change the reference time interval or the threshold value according to the vehicle or the situation around the vehicle.

  According to a sixth aspect of the present invention, at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision. When the number of actuations of one actuator is detected and the detected number of actuations is higher than the threshold, the center that communicates with the in-vehicle warning device that executes a process for warning the driver of the vehicle runs the vehicle on which the in-vehicle warning device is mounted. The information on the state or the road environment around the vehicle is acquired, and based on the acquired information, a new reference time width or threshold value in the in-vehicle warning device is determined, and the determined new value is The new value is transmitted to the in-vehicle warning device to be reflected in the reference time width or threshold value in the warning device.

  In this way, the center acquires information on the running state of the vehicle on which the in-vehicle warning device is mounted or information on the road environment around the vehicle, and the reference time width or threshold value reflected in the in-vehicle warning device based on the acquired information Therefore, the in-vehicle warning device can change the reference time width or the threshold value according to the vehicle or the situation around the vehicle.

  In addition, the center may acquire information on the presence position of the vehicle transmitted from the vehicle on which the in-vehicle warning device is mounted, and determine a new value based on the acquired information on the presence position. By doing so, it is possible to change the reference time interval, the reference time width, or the threshold according to the position of the vehicle.

  The center may acquire an identification code for uniquely identifying the vehicle-mounted device transmitted from the vehicle-mounted warning device, and determine a new value based on the acquired identification code. In this way, it is possible to change the reference time interval, the reference time width, or the threshold corresponding to each vehicle.

  Further, a first feature of the present invention is a program used for an in-vehicle warning device mounted on a vehicle, which is based on a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval. A first change rate of the movement-related amount is calculated, the calculated first change rate is compared with a threshold value, and the vehicle driver is warned when the first change rate is higher than the threshold value. A first warning means for executing a process, a request for changing the value of the reference time interval transmitted from a center outside the vehicle after the operation of the first warning means is received, and based on the received request A change means for changing the value of the reference time interval, and a second change in the movement-related amount from a difference between two values of the movement-related amount at two time points separated by the reference time interval in which the value is changed Calculate the rate As a second warning means for comparing the calculated second change rate with the threshold value and executing a process for warning the driver of the vehicle when the second change rate is higher than the threshold value, a computer is provided. It can also be understood as a functioning program.

  Further, a second feature of the present invention is a program used for an in-vehicle warning device mounted on a vehicle, which is based on a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval. A first change rate of the movement-related amount is calculated, the calculated first change rate is compared with a threshold value, and the vehicle driver is warned when the first change rate is higher than the threshold value. The first warning means for executing the process, after the operation of the first warning means, accepts a request to change the threshold value transmitted from the center outside the vehicle, and based on the accepted request, A change means for changing a threshold value, and a second change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount at two time points separated by the reference time interval, and the calculated first Rate of change and value of 2 Compared with the changed threshold value, when the second rate of change is higher than the threshold value, it is also regarded as a program that causes a computer to function as second warning means for executing a process for warning the driver of the vehicle. be able to.

  According to a third aspect of the present invention, at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses side slip of the vehicle, and a pre-crash actuator that improves vehicle safety in preparation for a collision. A program used in an in-vehicle warning device mounted on a vehicle having two actuators (hereinafter referred to as mounted actuators), wherein the first number of operations of the mounted actuator within a reference time width is detected, and the detected first After the operation of the first warning means, the first warning means for performing a process for warning the driver of the vehicle when the number of actuations is compared with a threshold and the first number of actuations is higher than the threshold, Accept and accept a request to change the value of the reference time width transmitted from a center outside the vehicle Based on the request, a change means for changing the value of the reference time width, and a second operation count of the mounted actuator within the reference time width changed by the change means are detected. The second operating number is compared with the threshold value, and when the second operating number is higher than the threshold value, the computer functions as second warning means for executing a process for warning the driver of the vehicle. It can also be understood as a program.

  According to a fourth aspect of the present invention, there is provided at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision. A program used in an in-vehicle warning device mounted on a vehicle having two actuators (hereinafter referred to as mounted actuators), wherein the first number of operations of the mounted actuator within a reference time width is detected, and the detected first After the operation of the first warning means, the first warning means for performing a process for warning the driver of the vehicle when the number of actuations is compared with a threshold and the first number of actuations is higher than the threshold, Received and accepted a request to change the value of the time width transmitted from a center outside the vehicle Based on the request, a change means for changing the threshold value, and a second operation count of the mounted actuator within the reference time width are detected, and the detected second operation count and a value by the change means are detected. Is a program that causes the computer to function as second warning means for executing a process for warning the driver of the vehicle when the second operation count is higher than the threshold. Can also be understood.

  The fifth feature of the present invention is that a change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated change rate and the threshold value are calculated. And when the rate of change is higher than the threshold value, a program for use in a center that communicates with an in-vehicle warning device that executes a process for warning a vehicle driver, the vehicle having the in-vehicle warning device mounted therein Determining means for acquiring information on a running state of the vehicle or information on a road environment around the vehicle, and determining a new value of the reference time interval or the threshold in the in-vehicle warning device based on the acquired information, and the determination Transmitting means for transmitting the new value to the in-vehicle warning device in order to reflect the new value determined by the means in the reference time interval or the threshold value in the in-vehicle warning device; Te, it can be grasped as a program that causes a computer.

  According to a sixth aspect of the present invention, at least one of an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision. A program used for a center that detects the number of actuations of one actuator and communicates with a vehicle-mounted warning device that executes processing for warning a vehicle driver when the detected number of times of operation is higher than a threshold value. Determination means for acquiring information on a running state of a vehicle to be mounted or information on a road environment around the vehicle and determining a new value of the reference time width or the threshold in the in-vehicle warning device based on the acquired information , And the new value determined by the determination means is the reference time width in the in-vehicle warning device. Since others to reflect the threshold value, as a transmission means for transmitting the new value to the vehicle warning device, it can be grasped as a program that causes a computer.

  Hereinafter, an embodiment of the present invention will be described. FIG. 1 schematically shows a configuration of a communication system according to the present embodiment. In this communication system, a plurality of in-vehicle devices 2, 2 ′ having the same function are mounted on each of a plurality (two in the example of FIG. 1) of vehicles 1, 1 ′. In addition, the drivers of the vehicles 1 and 1 ′ bring the mobile phones 3 and 3 ′ having the same functions to the vehicles 1 and 1 ′.

  Each of the mobile phones 3 and 3 ′ has a GPS function, and the current position of the mobile phone can be specified based on signals from a plurality of GPS satellites 4 in the GPS function. The mobile phones 3 and 3 ′ brought into the in-vehicle devices 2 and 2 ′ can be connected to the in-vehicle devices 2 and 2 ′ by wire or wireless, respectively. The in-vehicle devices 2 and 2 ′ are wirelessly connected to the base stations 5 and 5 ′ using the wireless communication functions of the mobile phones 3 and 3 ′, respectively, and further connected to the communication network 6 via the communication network 6. It communicates with the operation management center 7 that has been made.

  Such vehicles 1, 1 ′, in-vehicle devices 2, 2 ′, mobile phones 3, 3 ′, GPS satellites 4, base stations 5, 5 ′, communication network 6, and operation management center 7 constitute a communication system. . Hereinafter, the operation of the in-vehicle device 2, the mobile phone 3, and the operation management center 7 in this communication system will be described.

  The operation management center 7 is a known computer having a CPU, RAM, ROM, HDD, communication interface, operation device, and the like.

  The HDD of the operation management center 7 stores map data. This map data includes data such as positions, shapes, connection relationships, and the like of a plurality of links indicating roads and a plurality of nodes indicating intersections. The map data also has information for distinguishing links with dangerous curves and links that are expressways from other links.

  The HDD of the operation management center 7 has information on the presence / absence of traffic congestion and the presence / absence of freezing of the road surface in each link recorded in the map data. Information on the presence / absence of traffic jams and information on the presence / absence of freezing of the road surface may be input, for example, by the operator of the operation management center 7 every time there is a change in the traffic jam status or the freezing status using an operation device. Each time there is a change in the driver of the vehicle, it is sequentially received from another device on the communication network 6 via the interface (for example, a traffic status management transmission center that collects and transmits the traffic status of the VICS center or the like). May be.

  Further, the HDD of the operation management center 7 has a set of parameters for fuel saving and safe driving support for each vehicle-mounted device that can be a communication partner. The details of the fuel saving and safe driving support parameter group will be described later.

  Further, the HDD of the operation management center 7 has one operation management data for each vehicle-mounted device that can be a communication partner. The operation management data for a certain on-vehicle device includes an on-vehicle device ID for uniquely identifying the on-vehicle device from a plurality of on-vehicle devices, a fuel consumption history of a driver driving the vehicle on which the on-vehicle device is mounted, Information on the presence / absence of loading of the vehicle at that time, the route to the destination where the vehicle is scheduled to travel at that time, and the estimated arrival time at the destination are stored.

  The fuel consumption history of a driver is a fuel consumption rate of the vehicle when the driver has driven the vehicle in the past (specifically, a value obtained by dividing the total fuel consumption by the total travel distance). The information on the fuel consumption history may be input, for example, every time the driver of the operation management center 7 changes the driver of the vehicle using the operation device, or other information on the communication network 6 via the communication interface. The information may be received sequentially every time the driver of the vehicle is changed from the device.

  The fuel consumption history of a driver is a fuel consumption rate of the vehicle when the driver has driven the vehicle in the past (specifically, a value obtained by dividing the total fuel consumption by the total travel distance). The information on the fuel consumption history may be input, for example, every time the driver of the operation management center 7 changes the driver of the vehicle using the operation device, or other information on the communication network 6 via the communication interface. The information may be received sequentially every time the driver of the vehicle is changed from the device.

  Further, the route to a destination of a certain vehicle and the estimated time of arrival at the destination may be sequentially input by the operator of the operation management center 7 every time the destination is changed using the operation device, for example. Each time the destination is changed from another device on the communication network 6 via the communication interface, the information may be received sequentially. The route to the destination is represented by a permutation of nodes and links in the map data.

  In addition, the CPU of the operation management center 7 executes a program recorded in the ROM or HDD, thereby determining and transmitting parameters for operating the vehicle-mounted device 2 using the map data and the operation management data. Do. Details of this processing will be described later.

  The mobile phone 3 includes an interface unit for connecting to the in-vehicle device 2 by wire or wirelessly, a GPS receiving unit for specifying the current position of the own device based on information from the GPS satellite 4, and an operation management center via the base station 5. 7, a wireless communication unit for performing data communication with the mobile phone 7, a display unit for displaying an image, and a control unit for controlling the operation of each unit of the mobile phone 3 and performing various calculations. A specific operation of the mobile phone 3 will be described later.

  FIG. 2 is a block diagram showing the hardware configuration of the in-vehicle device 2. The in-vehicle device 2 includes an in-vehicle communication interface 21, a mobile phone connection interface 22, a memory 23, and a data processing unit 24.

  The in-vehicle communication interface 21 is a device for connecting to an in-vehicle LAN (for example, CAN) of the vehicle 1. The in-vehicle communication interface 21 receives data from various sensors, actuators, and controllers in the vehicle that are also connected to the in-vehicle LAN. The data is output to the processing unit 24. Specifically, the in-vehicle communication interface 21 receives a signal indicating the speed of the vehicle 1 (corresponding to an example of a movement-related amount) from the vehicle speed sensor via the in-vehicle LAN, and fuel injection from the injection amount sensor to the engine. A signal indicating the amount, a signal indicating the throttle opening (corresponding to an example of a movement-related amount) from the throttle sensor, and a steering angle (corresponding to an example of a movement-related amount) from the steering sensor A signal is received, and a signal indicating activation / deactivation (corresponding to an example of a movement-related amount) of one or more safety enhancing actuators (corresponding to an example of a mounted actuator) is received.

  As the safety improvement actuator, there are an anti-lock actuator that suppresses the locking of the tire, a side slip suppression actuator that suppresses the side slip of the vehicle, and a pre-crash actuator that improves the safety of the vehicle in preparation for a collision.

  The anti-lock actuator is activated when a tire lock occurs or is highly likely to occur, and outputs a signal to the in-vehicle LAN every time it is activated. The side-slip suppression actuator is activated when a side-slip of the vehicle occurs or is highly likely to occur, and outputs a signal to the in-vehicle LAN every time it is activated. The pre-crash actuator operates to decelerate the vehicle immediately before the vehicle collides, and outputs a signal to the in-vehicle LAN every time it operates.

  The mobile phone connection interface 22 is a device for connecting to the mobile phone 3 in a wired or wireless manner, outputs a signal received from the mobile phone 3 to the data processing unit 24, and carries a signal received from the data processing unit 24 Output to the telephone 3.

  The memory 23 is a storage medium having RAM, ROM, flash memory, and the like. This memory stores a program for operating the vehicle-mounted device 2 and vehicle-mounted device IDs having different values for each vehicle-mounted device in order to uniquely identify the vehicle-mounted device 2 in the plurality of vehicle-mounted devices.

  The data processing unit 24 executes the program recorded in the memory 23 to realize the operation. In the operation, the data processing unit 24 exchanges signals with the in-vehicle communication interface 21 and the mobile phone connection interface 22, and Read and write data.

  FIG. 3 is a timing chart showing an example of the operation of the in-vehicle device 2, the mobile phone 3, and the operation management center 7 configured as described above and the procedure for transmitting and receiving data.

  First, the data processing unit 24 of the in-vehicle device 2 calculates vehicle travel information (step 210). The calculated vehicle travel information includes the fuel injection amount, whether or not sudden braking has occurred, whether or not sudden accelerator depression has occurred, whether or not sudden steering operation has occurred, and danger state information. Hazardous state information includes whether any of the above-described safety enhancing actuators are operating frequently, and if so, which safety enhancing actuators the operation is attributed to, It is information which shows. The data processing unit 24 specifies the fuel injection amount based on the signal from the above-described injection amount sensor.

  Further, the data processing unit 24 specifies whether or not sudden braking has occurred based on the signal from the vehicle speed sensor described above. Specifically, the data processing unit 24 divides the difference between the two values of the vehicle speed at two time points separated by the reference time interval Vsample by the reference time interval Vsample, thereby reducing the vehicle deceleration (first Which corresponds to an example of the rate of change). Further, the data processing unit 24 compares the calculated deceleration with the deceleration threshold Bupperlimit, and determines that sudden braking has occurred when the deceleration is higher than the deceleration threshold Bupperlimit, and the deceleration is the deceleration. When the value is equal to or less than the threshold Bupperlimit, it is determined that no sudden braking has occurred. The deceleration threshold Bupperlimit may be a value determined in advance in the in-vehicle device 2 and stored in the memory 23, or may be changed in response to a request as will be described later from the operation management center 7. Good.

  In addition, the data processing unit 24 specifies whether or not a sudden accelerator depression has occurred based on the throttle opening signal from the throttle sensor described above. Specifically, the data processing unit 24 calculates the difference between the two values of the throttle opening at two time points separated by a reference time interval Tsample (which may be the same as or different from the reference time Vsample). By dividing by the time interval Tsample, the rate of increase of the throttle opening of the vehicle (corresponding to an example of the first rate of change) is calculated. Further, the data processing unit 24 compares the calculated increase rate with the opening increase rate threshold value Upperlimit, and when the increase rate is higher than the opening increase rate threshold value Upperlimit, it is determined that a sudden accelerator operation has occurred, and the increase When the rate is equal to or less than the opening increase rate threshold value Upperlimit, it is determined that no sudden accelerator operation has occurred. The opening increase rate threshold value Upperlimit may be a value determined in advance in the in-vehicle device 2 and stored in the memory 23, or changed according to a request from the operation management center 7 as described later. May be.

  Further, the data processing unit 24 specifies whether or not the sudden steering operation has occurred, based on the turning angle signal from the steering sensor described above. Specifically, the data processing unit 24 determines the cutting angle at two time points separated by a reference time interval Ssample (may be the same as the reference time interval Vsample or the reference time interval Tsample, or may be different from all of them). By dividing the difference between the two values by the reference time interval Ssample, the rate of increase of the steering angle of the vehicle (corresponding to an example of the first rate of change) is calculated. Further, the data processing unit 24 compares the calculated increase rate with the turning angle increase rate threshold Superlimit, and determines that a sudden handle operation has occurred when the increase rate is higher than the turning angle increase rate threshold Superlimit. When the rate is equal to or less than the turning angle increase rate threshold Superlimit, it is determined that no sudden handle operation has occurred. The turning angle increase rate threshold Superlimit may be a value determined in advance in the in-vehicle device 2 and stored in the memory 23, or changed according to a request from the operation management center 7 as described later. May be.

  In addition, the data processing unit 24 specifies the dangerous state information based on the signal from the above-described safety improvement actuator. Specifically, the number of operation times of the actuator (corresponding to an example of the first operation number) within the reference time width Wwindow is detected independently for each of the safety improvement actuators, and the detected number of operations and the threshold value are detected. Compared with Wupperlimit, when the number of operations is higher than the number threshold Wupperlimit, it is determined that the actuator is frequently operated. When the number of operations is less than the number threshold Wupperlimit, it is determined that the actuator is not frequently operated. To do. If any one of the safety improvement actuators is positively determined to be frequently operated, any of the safety improvement actuators is frequently operated as dangerous state information. And the frequently-actuated safety enhancing actuator generates information indicating that it is the affirmative safety enhancing actuator.

  In the following, these reference time interval Vsample, deceleration threshold Bupperlimit, reference time interval Tsample, opening increase rate threshold value Upperlimit, reference time interval Ssample, cut angle increase rate threshold value Superlimit, reference time used for processing of the data processing unit 24 A set of the width Wwindow and the frequency threshold Wupperlimit corresponds to the above-described parameter group for fuel saving and safe driving support. The values of the fuel saving and safe driving support parameter groups used in the data processing unit 24 coincide with the values of the safe driving support parameter groups for the in-vehicle device 2 recorded in the operation management center 7. ing.

  Subsequently, the data processing unit 24 transmits the vehicle travel information calculated by the process of Step 210 and the in-vehicle device ID of the own device to the mobile phone 3 using the mobile phone connection interface 22 (Step 215). This transmission process corresponds to an example of a process for warning the driver of the vehicle.

  When the mobile phone 3 receives the vehicle travel information, the control unit of the mobile phone 3 displays a warning for safe driving support and fuel saving support based on the input vehicle travel information (step 310). FIG. 4 shows an example of characters and images displayed on the display screen 30 of the mobile phone 3 by this warning display.

  On the display screen 30, a safe driving warning lamp 31, an eco driving warning lamp 32, and a text message display section 33 are shown. The control unit of the mobile phone 3 indicates that there is an occurrence of sudden braking, an occurrence of sudden handle operation, and at least one of the safety improvement actuators in the vehicle travel information from the in-vehicle device 2 frequently. If any one of them is included, the display unit is controlled and the safe driving warning lamp 31 is highlighted (for example, brightly displayed and displayed in a conspicuous color). Further, the control unit of the mobile phone 3 controls the display unit to emphasize the eco-drive warning lamp 32 when the vehicle travel information from the in-vehicle device 2 includes the occurrence of a sudden accelerator press. Display. Note that if the vehicle travel information includes a sudden accelerator depression, the eco-drive warning lamp 32 is emphasized only when the fuel injection amount included in the same vehicle travel information is greater than or equal to a predetermined amount. It may be displayed.

  In addition, the control unit of the mobile phone 3 controls the display unit when the vehicle travel information from the in-vehicle device 2 includes the occurrence of a sudden accelerator press, and the character message display unit 33 As shown in FIG. 4, a character string “soft accelerating” is displayed. This warns the driver to step on the accelerator slowly.

  Further, the control unit of the mobile phone 3 controls the display unit to control the text message when the vehicle travel information repeatedly transmitted from the in-vehicle device 2 includes a predetermined ratio of occurrence of sudden braking. As shown in FIG. 4, the display unit 33 displays a character string “severe braking frequently”. As a result, a warning is given to the driver to encourage safe driving.

  In addition, the control unit of the mobile phone 3 displays the display unit when the vehicle travel information repeatedly transmitted from the in-vehicle device 2 includes the occurrence of an antilock actuator among the safety improvement actuators. The character message display unit 33 controls to display the character string “ABS operation” as shown in FIG. As a result, a warning is given to the driver to encourage safe driving.

  Subsequently, the control unit of the mobile phone 3 specifies the current position of the own device using the GPS receiving unit of the own device (step 320). Further, the control unit transmits the specified current position and the in-vehicle device ID received from the in-vehicle device 2 to the operation management center 7 (step 325).

  When the CPU of the operation management center 7 receives information on the current position of the mobile phone 3 from the mobile phone 3 (that is, the current position of the vehicle on which the in-vehicle device 2 is mounted) and the in-vehicle device ID via the communication interface, Based on the current position and the vehicle-mounted device ID, a new fuel saving and safe driving support parameter for the vehicle-mounted device 2 is determined (step 710). In the determination of the new fuel saving and safe driving support parameter group, the CPU of the operation management center 7 stores the map data and operation management data in the HDD in addition to the current position of the in-vehicle device 2 and the in-vehicle device ID. Use.

  Specifically, the CPU of the operation management center 7 determines whether or not the road surface of the link including the received current position is frozen based on the information in the HDD, and if it is frozen, records it in the current HDD. The value of the reference time interval Vsample and the deceleration threshold Bupperlimit in the parameter group for fuel saving and safe driving support for the in-vehicle device 2 is changed to be smaller than the current value.

  When the road surface is frozen, the driver often performs a short time braking operation compared to the normal time. In such a case, when the interval Vsample between the two sample timings for detecting the deceleration is shorter, the deceleration amount due to the individual brake operation can be detected more accurately.

  Further, when the road surface is frozen, slipping is more likely to occur than during normal times. Therefore, by decreasing the deceleration threshold Bupperlimit, the warning of sudden braking is executed earlier from a deceleration that is less than usual, thereby increasing the possibility of preventing slip in advance.

  Further, the CPU of the operation management center 7 determines whether or not the road surface of the link including the received current position is frozen based on the information in the HDD, and if it is frozen, records it in the current HDD. The values of the fuel saving for the vehicle-mounted device 2, the reference time width Wwindow in the parameter group for safe driving support, and the number of times threshold Wupperlimit are changed to be smaller than the current value.

  When the road surface freezes, slips often occur in a concentrated manner. Therefore, the safety improvement actuator frequently operates during a certain period, and the safety improvement actuator does not operate at all during a certain period. The bias in the operation of the actuator for improving safety becomes more noticeable than usual. In such a case, when the time width Wwindow for counting the number of operations of the safety improvement actuator is shorter than usual, the state of operation of the safety improvement actuator can be detected more accurately.

  Further, when the road surface is frozen, slipping is more likely to occur than during normal times. Therefore, the possibility that the slip may be prevented in advance can be increased by lowering the number-of-times threshold Wupperlimit and warning the operation of the safety improvement actuator early.

  Further, the CPU of the operation management center 7 determines whether or not the received link including the current position is an expressway based on information in the HDD, and if it is an expressway, the in-vehicle currently recorded in the HDD. The value of the reference time interval Vsample and the value of the deceleration threshold Bupperlimit in the parameter group for fuel saving and safe driving support for the machine 2 are changed to be larger than the current value.

  On a highway, the driver often has a longer time for one brake operation than when driving on a general road. In such a case, even if the interval Vsample between the two sample timings for detecting the deceleration is longer than that when traveling on a general road, it is possible to accurately detect the deceleration amount due to each brake operation.

  Further, on highways, the driver has a higher traveling speed than when traveling on a general road, and therefore, the deceleration is often larger than when traveling on a general road. Therefore, the number of unnecessary warnings can be reduced by lowering the deceleration threshold Bupperlimit.

  Further, the CPU of the operation management center 7 determines whether or not the current driver's fuel efficiency of the vehicle equipped with the vehicle-mounted device 2 corresponding to the received vehicle-mounted device ID is worse than a predetermined reference value in the operation management data in the HDD. In the determination based on the fuel consumption history corresponding to the vehicle-mounted device ID, if bad, the fuel consumption saving for the vehicle-mounted device 2 currently recorded in the HDD, the opening increase rate threshold value Upper limit in the parameter group for safe driving support Change the value to be lower than the current value.

  Thus, by lowering the value of the opening degree increase rate threshold value Upperlimit, it becomes possible to issue a warning regarding fuel efficiency more frequently than usual to a driver who tends to drive with poor fuel efficiency.

  In addition, the CPU of the operation management center 7 determines whether or not the received link including the current position is a link with a dangerous curve based on the information in the HDD, and if the link has a dangerous curve, The fuel economy for the in-vehicle device 2 currently recorded in the HDD, the reference time interval Ssample in the safe driving support parameter group, and the value of the turning angle increase rate threshold Superlimit are changed to be smaller than the current value.

  In a dangerous curve, the driver often performs a steering operation for a short time compared to the normal time. In such a case, the shorter the interval Ssample between the two sample timings for detecting the change in the steer angle, the change in the angle due to the steering operation can be detected more accurately.

  Further, in a dangerous curve, the behavior of the vehicle is more likely to become unstable compared to the normal time. Therefore, by lowering the turning angle increase rate threshold Superlimit, the sudden steering warning is executed from a smaller turning angle change than usual, thereby increasing the possibility of preventing instability of vehicle behavior in advance. be able to.

  Further, the CPU of the operation management center 7 determines whether or not the vehicle equipped with the vehicle-mounted device 2 corresponding to the received vehicle-mounted device ID is loaded with the vehicle-mounted device ID in the operation management data in the HDD. Judgment is made based on information on whether or not the corresponding vehicle is loaded, and if it is not installed, the fuel economy for the in-vehicle device 2 currently recorded in the HDD, the reference time interval Vsample in the parameter group for safe driving support, the reference The values of the time interval Ssample, the deceleration threshold Bupperlimit, and the turning angle increase rate threshold Superlimit are changed to be smaller than the current value.

  When the vehicle carries a load, the vehicle changes its speed and direction sensitively to the driving operation of the driver. In such a case, the driver's detailed driving operation increases. Therefore, when the intervals Vsample and Ssample between the two sample timings for detecting the deceleration and the change in the steering angle are shorter than when the load is loaded, the deceleration amount due to the individual brake operation can be detected more accurately. it can.

  Further, when the vehicle is loaded with a load, the behavior change of the vehicle is likely to be abrupt as compared with the normal time. Accordingly, by reducing the deceleration threshold Bupperlimit and the turning angle increase rate threshold Superlimit, the warning of sudden braking and sudden steering is executed earlier from the deceleration and turning angle increase less than usual. The possibility of preventing instability of the behavior in advance can be increased.

  Further, the CPU of the operation management center 7 determines whether or not there is sufficient time to reach the destination of the vehicle equipped with the vehicle-mounted device 2 corresponding to the received vehicle-mounted device ID based on the operation management data in the HDD. judge. Specifically, the route to the destination of the vehicle corresponding to the in-vehicle device ID and the estimated arrival time are specified in the operation management data. Further, the current position of the vehicle is specified from the received vehicle travel information. Furthermore, the time required to reach the destination through the route from the current position is divided by, for example, the length of the remaining route to the destination by a predetermined traveling speed (for example, 30 kilometers per hour) or less. To identify. Then, the time from the time obtained by adding the required time to the current time to the specified estimated arrival time, that is, whether the allowance time is equal to or longer than a predetermined time (for example, 15 minutes) is sufficient. It is determined whether or not.

  If the time to the destination of the vehicle equipped with the vehicle-mounted device 2 corresponding to the received vehicle-mounted device ID is not sufficient, the CPU saves fuel and safe driving for the vehicle-mounted device 2 currently recorded in the HDD. The opening degree increase rate threshold value Upperperlimit in the support parameter group is changed to be larger than the current value.

  In this way, warnings for fuel economy are less likely to occur, so if there is no spare time to the destination, the driver will reduce the degree of concern about fuel economy, You can pay attention by driving fast in time.

  Further, the CPU of the operation management center 7 determines whether or not the received link including the current position is in a traffic jam based on the information in the HDD. The value of the reference time interval Tsample for the accelerator opening in the parameter group for fuel saving and safe driving support for the machine 2 is changed to be smaller than the current value.

  In a traffic jam, the number of times of stopping and starting of a vehicle is increased in a traffic jam, so that an accelerator operation is frequently performed. Therefore, in such a case, each accelerator operation can be detected more accurately when the interval Tsample between the two sample timings for detecting the degree of increase in the accelerator opening is shorter.

  Subsequently, in step 710, the CPU of the operation management center 7 transmits the changed fuel saving and safe driving support parameter group to the mobile phone 3 in order to notify the in-vehicle device 2 (step 720). The mobile phone 3 transmits the new fuel saving and safe driving support parameter group received from the operation management center 7 to the in-vehicle device 2.

  The data processing unit 24 of the in-vehicle device 2 that has received this new fuel saving and safe driving support parameter group overwrites the received parameter on the fuel saving and safe driving support parameter group in the memory 23, so that these new parameters are added. The value of the fuel saving and safe driving support parameter group can be reflected in the calculation of the vehicle traveling information as described above (step 220).

  Subsequently, the data processing unit 24 uses the new fuel saving and safe driving support parameter group values in the same manner as in step 210 to obtain vehicle deceleration (second rate of change) as new vehicle travel information. The rate of increase of the throttle opening of the vehicle (corresponding to an example of the second rate of change), the rate of increase of the steering angle (corresponding to an example of the second rate of change), and a new standard The number of actuations of the actuator (corresponding to an example of the second number of actuations) within the time width Wwindow is calculated (step 225). Subsequently, the calculated vehicle travel information and the in-vehicle device ID are transmitted to the mobile phone 3 for warning display on the mobile phone 3 (step 230).

  Transmission of vehicle travel information from the in-vehicle device 2 to the mobile phone 3, image display based on the vehicle travel information in the mobile phone 3, current location from the mobile phone 3 to the operation management center 7, transmission of the in-vehicle device ID, operation management The determination and transmission of the fuel saving and safe driving support parameter group in the center 7 and the reflection of the new fuel saving and safe driving support parameter group in the in-vehicle device 2 are performed repeatedly (for example, periodically at intervals of 1 second). It has become.

  As described above, the in-vehicle device 2 determines the first movement-related amount from the difference between the two values of the vehicle-related amount (vehicle speed, accelerator opening, steering angle) at two time points separated by the reference time interval. The change rate is calculated, and the calculated first change rate is compared with a threshold value. When the first change rate is higher than the threshold value, processing for warning the driver of the vehicle is executed (steps 210 and 215). reference). After that, a request for changing the value of the parameter group for fuel saving and safe driving transmitted from the operation management center 7 outside the vehicle is received and the received request is reflected (see step 220).

  Further, the second change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount at two time points separated by the reference time interval when the value is changed, and the calculated second change rate and the threshold value are calculated. When the second rate of change is higher than the threshold value, a process for warning the vehicle driver is executed (see steps 225 and 230).

  Alternatively, the second change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount at two time points separated by the reference time interval, and the calculated second change rate and the threshold value are changed. When the second rate of change is higher than the threshold value, a process for warning the vehicle driver is executed (see steps 225 and 230).

  In this manner, the reference time interval and the threshold value can be changed based on a request received from the operation management center 7 outside the vehicle. Therefore, by sending a request for changing the reference time interval according to the vehicle or the situation around the vehicle from the center, the in-vehicle warning device sets the reference time interval and the threshold value according to the situation around the vehicle or the vehicle. Can be changed.

  The in-vehicle device 2 detects the first operation number of the actuator for improving safety within the reference time width, compares the detected first operation number with a threshold value, and the first operation number is more than the threshold value. When it is high, processing for warning the driver of the vehicle is executed (see steps 210 and 215). After that, a request for changing the value of the parameter group for fuel saving and safe driving transmitted from the operation management center 7 outside the vehicle is received and the received request is reflected (see step 220).

  Furthermore, the second operation number of the actuator within the reference time width in which the value is changed is detected, the detected second operation number is compared with the threshold value, and when the second operation number is higher than the threshold value, Processing for warning the vehicle driver is executed (see steps 225 and 230).

  Alternatively, the second operation number of the actuator within the reference time width is detected, the detected second operation number is compared with the changed threshold value, and when the second operation number is higher than the threshold value, Processing for warning the driver is executed (see steps 225 and 230).

  Thus, the value of the reference time width or the threshold value can be changed based on a request received from the operation management center 7 outside the vehicle. Therefore, by transmitting a request for changing the reference time width or threshold according to the vehicle or the situation around the vehicle from the operation management center 7, the in-vehicle warning device sets the reference time width or threshold value to the vehicle or It can be changed according to the situation around the vehicle.

  In addition, the operation management center 7 that communicates with the vehicle-mounted device 2 via the mobile phone 3 acquires information on the traveling state of the vehicle on which the vehicle-mounted device 2 is mounted or information on the road environment around the vehicle. Based on this, a new value of the fuel saving and safe driving support parameter group in the in-vehicle warning device is determined (see step 710). Then, in order to reflect the determined new value in the operation of the in-vehicle device 2, the new value is transmitted to the in-vehicle device 2 (see step 720).

  In this way, the operation management center 7 acquires information on the traveling state of the vehicle on which the vehicle-mounted device 2 is mounted or information on the road environment around the vehicle, and reflects it in the vehicle-mounted warning device based on the acquired information. Since the safe driving support parameter group is determined and transmitted, the in-vehicle warning device can change the value of the fuel saving and safe driving support parameter group according to the vehicle or the situation around the vehicle.

In the above embodiment, the in-vehicle device 2 corresponds to an example of an in-vehicle warning device, and the operation management center 7 corresponds to an example of a center. The data processing unit 24 of the in-vehicle device 2 functions as an example of a first warning unit by executing steps 210 and 215, and functions as an example of a changing unit by executing step 220. Is executed as an example of the second warning means. Further, the CPU of the operation management center 7 functions as an example of a determination unit by executing Step 710, and functions as an example of a transmission unit by executing Step 720.
(Other embodiments)
As mentioned above, although embodiment of this invention was described, the scope of the present invention is not limited only to the said embodiment, The various form which can implement | achieve the function of each invention specific matter of this invention is included. It is.

  For example, the in-vehicle device 2 may use its own communication device for communication with the operation management center 7 without using the external mobile phone 3. In this case, the in-vehicle device 2 may have a GPS receiver.

  The in-vehicle device 2 may receive signals from various sensors and actuators in the vehicle as described above by direct connection without using the in-vehicle LAN.

  The communication system may include only the in-vehicle device 2, the mobile phone 3, and the operation management center 7 in the above embodiment.

  Further, the data processing unit 24 may specify whether or not sudden braking has occurred based on the degree of increase in the amount of brake depression by the driver, instead of the signal from the vehicle speed sensor described above. Specifically, the data processing unit 24 increases the brake depression amount by dividing the difference between the two values of the brake depression amount at two time points separated by the reference time interval Vsample by the reference time interval Vsample. The degree (corresponding to an example of the first change rate) may be calculated. Furthermore, the data processing unit 24 compares the calculated degree of increase with the threshold Bupperlimit, determines that sudden braking has occurred when the degree of increase is higher than the threshold Bupperlimit, and when the degree of increase is less than or equal to the threshold Bupperlimit, It may be determined that sudden braking has not occurred.

  In this case, it is determined based on the operation management data in the HDD whether or not the vehicle has a load among the operations in the CPU of the operation management center 7. Of the fuel consumption for the vehicle-mounted device 2 recorded in the above, the effect of the operation of changing the value of the reference time interval Vsample and the value of the deceleration threshold Bupperlimit in the parameter group for safe driving support to be smaller than the current value Becomes more prominent.

  Moreover, in said embodiment, each function implement | achieved when data processing part 24 or CPU of the operation management center 7 runs a program is the hardware (For example, a circuit structure can be programmed) which has those functions. It may be realized using a possible FPGA).

1 is a diagram schematically showing a configuration of a communication system according to an embodiment of the present invention. It is a block diagram which shows the hardware constitutions of the vehicle equipment. It is a timing diagram which shows an example of the procedure of the vehicle equipment 2, the mobile telephone 3, and the operation management center 7, and the procedure of transmission / reception of data between these. 4 is a diagram showing an example of a display screen 30 in the mobile phone 3. FIG.

Explanation of symbols

1, 1 '... vehicle, 2, 2' ... in-vehicle device, 3, 3 '... mobile phone, 4 ... GPS satellite,
5, 5 '... base station, 6 ... communication network, 7 ... operation management center,
21 ... In-vehicle communication interface, 22 ... Interface for mobile phone connection,
23 ... Memory, 24 ... Data processing unit, 30 ... Display screen, 31 ... Safe driving warning lamp,
32: Eco driving warning lamp, 33: Text message display section.

Claims (14)

An in-vehicle warning device mounted on a vehicle,
A first change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated first change rate is compared with a threshold value. And a first warning means for executing a process for warning the driver of the vehicle when the first rate of change is higher than the threshold value;
After the operation of the first warning means, a request for changing the value of the reference time interval transmitted from a center outside the vehicle is received, and the value of the reference time interval is changed based on the received request. Change means to
A second change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount at two time points separated by the reference time interval when the value is changed, and the calculated second change rate and An in-vehicle warning device comprising: a second warning means for comparing the threshold value and executing a process for warning the driver of the vehicle when the second rate of change is higher than the threshold value. An in-vehicle warning device mounted on a vehicle,
A first change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated first change rate is compared with a threshold value. And a first warning means for executing a process for warning the driver of the vehicle when the first rate of change is higher than the threshold value;
A change unit that receives a request to change the threshold value transmitted from a center outside the vehicle after the operation of the first warning unit, and changes the threshold value based on the received request; ,
The second change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount at two time points separated by the reference time interval, and the calculated second change rate and value are changed. An in-vehicle warning device comprising: a second warning means for comparing the threshold value and executing a process for warning the driver of the vehicle when the second rate of change is higher than the threshold value. An anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision are provided. An in-vehicle warning device mounted on a vehicle,
A first operation number of the mounted actuator within a reference time width is detected, the detected first operation number is compared with a threshold value, and when the first operation number is higher than the threshold value, the driver of the vehicle First warning means for executing processing for warning
After the operation of the first warning means, a request for changing the value of the reference time width transmitted from a center outside the vehicle is received, and the value of the reference time width is changed based on the received request. Change means to
The second operation number of the mounted actuator within the reference time width whose value has been changed by the changing unit is detected, the detected second operation number is compared with the threshold value, and the second operation number is compared. And a second warning means for executing a process for warning the driver of the vehicle when is higher than the threshold. An anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision are provided. An in-vehicle warning device mounted on a vehicle,
A first operation number of the mounted actuator within a reference time width is detected, the detected first operation number is compared with a threshold value, and when the first operation number is higher than the threshold value, the driver of the vehicle First warning means for executing processing for warning
After the operation of the first warning means, a change means for accepting a request to change the value of the time width transmitted from a center outside the vehicle and changing the threshold value based on the accepted request. When,
A second operation count of the mounted actuator within the reference time width is detected, the detected second operation count is compared with the threshold value whose value has been changed by the changing means, and the second operation count is compared. And a second warning means for executing a process for warning the driver of the vehicle when is higher than the threshold. The change rate of the movement-related amount is calculated from the difference between the two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the vehicle driver is warned when the calculated change rate is higher than the threshold value. A center that communicates with an in-vehicle warning device that executes processing for
Information on the driving state of the vehicle on which the vehicle warning device is mounted or information on the road environment around the vehicle is acquired, and based on the acquired information, the reference time interval or the new value of the threshold value in the vehicle warning device A determination means for determining
A center provided with a transmission means for transmitting the new value to the in-vehicle warning device in order to reflect the new value determined by the determining means in the reference time interval or the threshold value in the in-vehicle warning device. The number of actuations of at least one actuator among an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle skidding, and a pre-crash actuator that improves vehicle safety in preparation for a collision is detected and detected. When the number of actuations is higher than a threshold, the center communicates with an in-vehicle warning device that performs processing for warning a vehicle driver,
Information on the running state of the vehicle on which the vehicle warning device is mounted or information on the road environment around the vehicle is acquired, and based on the acquired information, a new value of the reference time width or the threshold value in the vehicle warning device A determination means for determining
A center comprising: transmission means for transmitting the new value to the in-vehicle warning device in order to reflect the new value determined by the determining means in the reference time width or the threshold value in the in-vehicle warning device. The determination means acquires information on the location of the vehicle transmitted from the vehicle on which the in-vehicle warning device is mounted, and determines the new value based on the acquired information on the location. The center according to claim 5 or 6. The determination means acquires an identification code for uniquely identifying the in-vehicle device transmitted from the in-vehicle warning device, and determines the new value based on the acquired identification code. Item 7. The center according to item 5 or 6. A program used for an in-vehicle warning device mounted on a vehicle,
A first change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated first change rate is compared with a threshold value. And a first warning means for executing a process for warning the driver of the vehicle when the first rate of change is higher than the threshold.
After the operation of the first warning means, a request for changing the value of the reference time interval transmitted from a center outside the vehicle is received, and the value of the reference time interval is changed based on the received request. A second change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount at two time points separated by the reference time interval when the value is changed, and the calculated first A program that causes a computer to function as second warning means that compares a rate of change of 2 with the threshold value and executes a process for warning the driver of the vehicle when the second rate of change is higher than the threshold value. A program used for an in-vehicle warning device mounted on a vehicle,
A first change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, and the calculated first change rate is compared with a threshold value. And a first warning means for executing a process for warning the driver of the vehicle when the first rate of change is higher than the threshold.
A change unit that receives a request to change the threshold value transmitted from a center outside the vehicle after the operation of the first warning unit, and changes the threshold value based on the received request; And calculating a second change rate of the movement-related amount from a difference between two values of the movement-related amount at two time points separated by the reference time interval, and the calculated second change rate and value are changed. A program that causes the computer to function as second warning means that compares the threshold value and executes processing for warning the driver of the vehicle when the second rate of change is higher than the threshold value. An anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision are provided. A program used for an in-vehicle warning device mounted on a vehicle,
A first operation number of the mounted actuator within a reference time width is detected, the detected first operation number is compared with a threshold value, and when the first operation number is higher than the threshold value, the driver of the vehicle First warning means for executing processing for warning
After the operation of the first warning means, a request for changing the value of the reference time width transmitted from a center outside the vehicle is received, and the value of the reference time width is changed based on the received request. And a second operation number of the mounted actuator within the reference time width whose value has been changed by the changing unit, and the detected second operation number is compared with the threshold value, A program that causes a computer to function as second warning means for executing processing for warning a driver of the vehicle when the second number of operations is higher than the threshold. An anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle side-slip, and a pre-crash actuator that improves vehicle safety in preparation for a collision are provided. A program used for an in-vehicle warning device mounted on a vehicle,
A first operation number of the mounted actuator within a reference time width is detected, the detected first operation number is compared with a threshold value, and the vehicle driver is detected when the first operation number is higher than the threshold value. First warning means for executing processing for warning
After the operation of the first warning means, a change means for accepting a request to change the value of the time width transmitted from a center outside the vehicle and changing the threshold value based on the accepted request. And detecting a second operation number of the mounted actuator within the reference time width, comparing the detected second operation number with the threshold value changed by the changing unit, and A program for causing a computer to function as second warning means for executing processing for warning a driver of the vehicle when the number of actuations is higher than the threshold value. A change rate of the movement-related amount is calculated from a difference between two values of the movement-related amount of the vehicle at two time points separated by a reference time interval, the calculated change rate is compared with a threshold value, and the change rate is the threshold value When the program is higher, it is a program used for a center that communicates with an in-vehicle warning device that executes processing for warning a vehicle driver,
Information on the driving state of the vehicle on which the vehicle warning device is mounted or information on the road environment around the vehicle is acquired, and based on the acquired information, the reference time interval or the new value of the threshold value in the vehicle warning device And a transmission means for transmitting the new value to the in-vehicle warning device in order to reflect the new value determined by the determining means in the reference time interval or the threshold value in the in-vehicle warning device. As a program that makes the computer function. The number of actuations of at least one actuator among an anti-lock actuator that suppresses tire locking, a side-slip suppression actuator that suppresses vehicle skidding, and a pre-crash actuator that improves vehicle safety in preparation for a collision is detected and detected. When the number of operations is higher than a threshold, a program used for a center communicating with an in-vehicle warning device that executes processing for warning a vehicle driver,
The information on the driving state of the vehicle on which the in-vehicle warning device is mounted or the information on the road environment around the vehicle is acquired, and based on the acquired information, the reference time width or the new threshold value in the in-vehicle warning device And a transmission means for transmitting the new value to the in-vehicle warning device in order to reflect the new value determined by the determining means in the reference time width or the threshold value in the in-vehicle warning device. As a program that makes the computer function.

Images