JP2009015789A - Drive recorder and drive recorder system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive recorder and a drive recorder system, capable of storing and holding information related to the traveling state of one's own vehicle further for a long period. <P>SOLUTION: The drive recorder 10 comprises one's own vehicle storage part 12 for storing and holding traveling data; a traveling data formation part 13 for forming two or more kinds of traveling data used for a predetermined purpose of a user of the own vehicle C based on traveling information transmitted from various sensors 20a-20e through an in-vehicle network 21; a priority assignment part 14a for assigning a priority which becomes higher as the importance of traveling data is higher to traveling data according to the kind of the traveling data; a priority update part 14b for updating the priority so that the priority of traveling data reduced in importance with the lapse of time is reduced; and a storage erasing part 15 for successively erasing the traveling data from the own vehicle storage part in the ascending order of the priority p when the residual capacity storable and holdable in the own vehicle storage part 12 is below a predetermined capacity. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a drive recorder and a drive recorder system which are mounted on, for example, a host vehicle and record travel information used for analyzing the cause of the occurrence of an accident in the host vehicle.

  Conventionally, as this type of drive recorder and drive recorder system, for example, a technique described in Patent Document 1 is known. In the technology described in Patent Document 1, for example, a vehicle speed sensor that detects the vehicle speed of the host vehicle and an acceleration sensor that detects the acceleration of the host vehicle, such as a travel information collection unit that collects travel information of the host vehicle, and a travel information collection unit. For example, when the acceleration of the host vehicle detected by an acceleration sensor exceeds a predetermined lower limit, it is determined that an accident has occurred in the host vehicle. When it is determined through the accident determination means and the accident determination means that an accident has occurred in the host vehicle, the traveling information before and after the accident determination temporarily stored in the storage means is transmitted by radio waves. For example, it is constituted by a mobile phone and a modem. The transmission means and the like are mounted on the own vehicle. Further, it receives radio waves transmitted through transmission means mounted on its own vehicle, for example, reception means constituted by a fixed telephone and a modem, and saves traveling information received by this reception means as accident data, for example A storage means constituted by a large-capacity storage medium such as a magnetic tape is installed in the base station. As a result, even if it becomes difficult to collect the drive recorder (particularly the storage means), for example, the vehicle is submerged or burned, the traveling information of the host vehicle before and after the accident occurs remains. .

By the way, as in the above prior art, it is required not only to use the travel information recorded in the drive recorder for the cause analysis of the accident when the own vehicle accident occurs, but also to utilize the information other than when the own vehicle accident occurs. Yes. For example, it is conceivable that abnormal output values of various sensors are recorded when various sensors provided in the own vehicle are abnormal, and can be used for determining whether or not the own vehicle has a failure during vehicle inspection. Further, for example, based on sensor output values of various sensors provided on the host vehicle such as the vehicle speed of the host vehicle, the frequency of stepping on the brake pedal, and the stepping speed thereof, the driving method of the driver of the host vehicle can be determined in terms of safety and environment. It is possible to evaluate from In this way, it is possible to reduce the occurrence of accidents due to various sensor failures, and to encourage the driver of the vehicle to drive more safely and consider the environment. Will be able to.
Japanese Patent Laid-Open No. 10-6928

  However, if the travel information is to be suitably used at times other than when an accident of the host vehicle occurs, it is required to store and hold the travel information for a long period of time, and the amount of information to be stored and stored becomes enormous. Since the storage capacity of the drive recorder is limited, there is a risk that the above driving information cannot be recorded over a long period of time. You will not be able to.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a drive recorder and a drive recorder system capable of storing and holding information related to the running state of the host vehicle for a longer period of time. .

  In order to achieve such an object, according to the first aspect of the present invention, the travel information acquisition means for repeatedly acquiring the travel information of the host vehicle every predetermined time and the travel information acquired by the travel information acquisition means are transmitted. As a drive recorder mounted on a host vehicle equipped with an in-vehicle network, a predetermined number of users including passengers of the own vehicle based on travel information transmitted from the travel information acquisition means via the in-vehicle network A travel data creation unit that creates a plurality of types of travel data for use in the vehicle, a host vehicle storage unit that stores and holds travel data created through the travel data creation unit, and a priority that increases as travel data having higher importance A priority assigning unit for assigning the driving data to the driving data according to the type of the driving data, and the priority of the driving data that has decreased in importance over time. When the remaining capacity that can be stored and held in the own vehicle storage unit is less than a predetermined capacity, the traveling data with the higher priority remains in the own vehicle storage unit. As described above, a storage erasure unit that erases the vehicle data from the own vehicle storage unit in order from the low-priority travel data.

  In such a configuration as a drive recorder, first, the travel information of the host vehicle is repeatedly acquired every predetermined time through the travel information acquisition means provided in the host vehicle, and the acquired travel information is transmitted to the in-vehicle network. It is transmitted and taken into the travel data creation unit. The travel data creation unit creates a plurality of types of travel data for use by a user including a passenger of the host vehicle based on the captured travel information. The travel data created in this way is stored and held in the own vehicle storage unit. As described in the prior art section, the travel data stored and stored in the own vehicle storage unit is used for analysis of the cause of the occurrence of an accident in the own vehicle, for example, or the failure of the own vehicle during the vehicle inspection, for example. This is useful for determining the presence or absence, and further for safety and environmental evaluation of the driving method of the driver of the host vehicle.

  Here, the priority assigning unit gives priority to the traveling data according to the type of traveling data, and the priority updating unit decreases in importance with the passage of time. The priority is updated so as to reduce the priority of the travel data. Then, the memory erasure unit automatically starts from the driving data with the lower priority in order so that the driving data with the higher priority remains in the host vehicle storage unit when the remaining capacity that can be stored and held in the host vehicle storage unit is lower than the predetermined capacity. Erase from vehicle storage. That is, when the remaining capacity becomes small, in order to store and hold more important travel data in the own vehicle storage unit, the less important travel data is deleted from the own vehicle storage unit in order. become. As a result, the own-vehicle storage unit deletes the travel data that has become less important, and the free capacity (remaining capacity) increases by the deleted amount, so the newly created travel data is stored and retained in the free capacity. Will be able to. Therefore, the limited storage capacity of the own vehicle storage unit can be used effectively, and the travel data of the own vehicle can be stored (recorded) for a longer period.

  In particular, in the configuration according to claim 1, as in the invention according to claim 2, for example, when the remaining capacity that can be stored and held in the host vehicle storage unit is less than a predetermined capacity, It is good also as deleting from the said own vehicle memory | storage part in order from the driving data with a low priority until a remaining capacity becomes more than the said predetermined capacity | capacitance. This makes it possible to ensure a remaining capacity that is equal to or greater than a predetermined capacity.

  By the way, the travel data basically becomes less important as time passes. That is, the priority assigned by the priority assigning unit decreases with the passage of time. The degree of decrease in priority differs depending on the type of travel data.

  In that regard, in the configuration described in claim 1 or 2, it is preferable that the priority update unit updates the priority every predetermined time, as in the invention described in claim 3, for example. As a result, the priority of the travel data stored and held in the host vehicle storage unit is a priority that takes into account the elapsed time since it was created through the travel data creation unit.

  Further, in the configuration according to any one of claims 1 to 3, for example, as in the invention according to claim 4, the priority update unit has a longer elapsed time after the travel data is created. It is desirable to calculate the priority based on a predetermined calculation formula that reduces the priority. According to such a configuration, the priority update unit updates the priority based on the calculation formula based on the above-described tendency related to the importance of the travel data. Therefore, the priority of the travel data stored and held in the host vehicle storage unit is a priority that takes into account the elapsed time since it was created through the travel data creation unit, and is therefore more realistic.

  In such a configuration, as in the invention described in claim 5, for example, the priority update unit may use a different calculation formula according to the type of the travel data in calculating the priority. . Accordingly, the priority update unit can easily update the travel data stored and held in the own vehicle storage unit in accordance with the actual situation.

  Moreover, in the configuration according to any one of claims 1 to 5, for example, in the invention according to claim 6, the invention further includes a flag setting unit that sets a save flag for the travel data, Regardless of the priority, the travel data in which the save flag is set through the flag setting unit is excluded from the erasure target to be erased from the own vehicle storage unit, and is continuously stored and retained in the own vehicle storage unit. It was decided. As a result, the travel data in which the save flag is set is not automatically deleted from the own vehicle storage unit even if the priority updated by the priority update unit is small.

  In particular, in the configuration according to claim 6, as in the invention according to claim 7, for example, the flag setting unit sets the storage flag based on an instruction from a crew member of the host vehicle. Also good. Thereby, the crew of the subject vehicle can set a save flag at any time for the travel data that the crew of the subject vehicle desires to save, and the save data can be reliably saved in the own vehicle storage unit. Will be able to. Alternatively, in the configuration according to claim 6, as in the invention according to claim 8, for example, the flag setting unit sets the storage flag at the time of violation of laws and regulations including overspeed of the host vehicle. Also good. As a result, the travel data is stored and held in the own vehicle storage unit when a law violation including overspeed is violated, so that the driver of the own vehicle can be encouraged to drive safely in compliance with the law.

  In the configuration according to any one of claims 1 to 8, the base station storage unit of the base station outside the host vehicle and the host vehicle storage unit can communicate with each other as in the invention according to claim 9, for example. The vehicle communication unit further includes a vehicle communication unit connected to the vehicle station, and when the vehicle communication unit receives a transfer request from the base station, the vehicle data storage unit stores the travel data stored in the vehicle storage unit. The priority update unit may update the priority of the travel data that has been transferred to the base station storage unit so as to be lower than before the transfer to the base station storage unit.

  Since the traveling data transferred to the base station storage unit is stored and held in the base station storage unit, it may be deleted from the own vehicle storage unit. Therefore, the travel data that has been transferred to the base station storage unit is updated through the priority update unit so that the priority is lower than before the transfer is performed to the base station storage unit. As a result, the travel data that has been transferred to the base station storage unit is easily deleted from the host vehicle storage unit by the storage deletion unit. Therefore, according to the above configuration as a drive recorder, it is possible to increase the remaining capacity of the host vehicle storage unit while leaving the travel data in the base station storage unit.

  For example, as in the invention according to claim 10, the drive recorder according to any one of claims 1 to 9, and a base station installed outside the host vehicle and having a base station storage unit therein If provided, the effect equivalent to the drive recorder according to claim 9 can be obtained.

  Hereinafter, an embodiment of a drive recorder and a drive recorder system according to the present invention will be described with reference to FIGS.

  FIG. 1 is a block diagram showing a configuration example of a drive recorder system including the drive recorder of the present embodiment. With reference to FIG. 1, first, the host vehicle C on which the drive recorder of the present embodiment is mounted will be described.

  As shown in FIG. 1, the host vehicle C equipped with the drive recorder 10 of the present embodiment includes various sensors (20a to 20e) that repeatedly acquire travel information of the host vehicle C every predetermined time. ing.

  Specifically, in the present embodiment, as the above-described various sensors, for example, a body system information acquisition unit 20a, a chassis system information acquisition unit 20b, a powertrain system information acquisition unit 20c, an in-vehicle camera 20d, and a car navigation device (hereinafter, referred to as a vehicle navigation system) 20e etc. is also adopted.

  Among these, as the body system information acquisition unit 20a, for example, a tire air pressure sensor, a vehicle weight sensor, an inside air sensor, a humidity sensor, and the like (none of which are shown) included in the air conditioner are employed. Tire pressure of each tire (hereinafter referred to as air pressure information), total weight of own vehicle C including passengers and luggage (hereinafter referred to as vehicle weight information), vehicle interior temperature and humidity (hereinafter referred to as vehicle weight information) , Air conditioner information) and the like.

  Similarly, as the chassis system information acquisition unit 20b, for example, a foot brake sensor, a steering sensor, an acceleration sensor, a vehicle speed sensor, a yaw rate sensor for detecting a yaw rate, etc. (all of which are omitted in the drawing) are adopted. The brake pedal depression amount and the depression speed of the vehicle C, the steering angle and the steering speed of the steering wheel of the host vehicle C, the acceleration generated in the front-rear direction and the lateral direction of the host vehicle C, the vehicle speed of the host vehicle C, A yaw rate or the like that is a speed change of the rotation angle in the turning direction is acquired.

  In addition, as the powertrain system information acquisition unit 20c, for example, an air flow meter, an odometer, an engine speed meter, an air-fuel ratio sensor, etc. (all of which are omitted from the illustration) are adopted, and as a result, the inhalation of the host vehicle C is performed. The amount of air, the travel distance of the host vehicle C, the engine speed, the air-fuel ratio of the exhaust of the host vehicle C, and the like are acquired.

  Furthermore, the vehicle vehicle 20d is mounted on the host vehicle C, whereby still image information and moving image information such as the front, rear, or side of the host vehicle C are acquired. In addition, the host vehicle C is equipped with a car navigation device 20e, whereby GPS information such as the type of road on which the host vehicle C is traveling (whether it is a general road or an expressway) and its congestion status, The map information around the traveling position of the host vehicle C is acquired. In addition, since it is well-known about a structure and acquisition principles, such as various sensors for acquiring the driving information of the own vehicle C, detailed description here is omitted.

  As shown in FIG. 1, the host vehicle C includes an in-vehicle network 21 configured by CAN or the like that transmits travel information acquired by various sensors or the like (20a to 20e). Various sensors and the like transmit the acquired travel information to the drive recorder 10 described later via the in-vehicle network 21. In addition, since such in-vehicle network 21 is also well-known, detailed description here is omitted.

  Further, as shown in FIG. 1, the host vehicle C includes an input device 30 for a crew member of the host vehicle C to set a storage flag, which will be described later, and this input device 30 is also omitted from illustration. , Connected to the in-vehicle network 21. Therefore, for example, when a crew member of the own vehicle C performs a predetermined operation on the input device 30, the fact that such an operation has been performed is transmitted to the drive recorder 10 via the in-vehicle network 21.

  Further, as shown in FIG. 1, the host vehicle C includes a display device 40 for notifying a crew member of the host vehicle C of travel information of the host vehicle C acquired through the various sensors and the like. Although not shown, like the input device 30, the display device 40 is also connected to the in-vehicle network 21. The travel information acquired by various sensors or the like is not transmitted directly to the display device 40 via the in-vehicle network 21 but is once transmitted to the drive recorder 10. Such travel information is appropriately processed by the drive recorder 10 (precisely, the travel data creation unit 13), changed to an expression format that can be understood by the passenger of the host vehicle C, and then the in-vehicle network 21. Is transmitted to and displayed on the display device 40. In this way, the traveling data of the subject vehicle C is notified to the passenger of the subject vehicle C.

  The drive recorder mounted on the host vehicle C configured as described above conventionally records traveling information used for analyzing the cause of the accident when the host vehicle C occurs. In recent years, the drive recorder is used not only for the analysis of the cause of the occurrence of an accident in the host vehicle C but also in cases other than when the accident of the host vehicle occurs. For example, the abnormal output values of various sensors are recorded when various sensors arranged in the own vehicle C are abnormal, and this is useful for determining whether the own vehicle is faulty at the time of vehicle inspection, or the vehicle speed or brake pedal of the own vehicle is used. It is practical to evaluate the driving method of the driver of the subject vehicle C in terms of safety and environment based on the sensor output values of various sensors disposed on the subject vehicle such as the stepping frequency and the stepping speed. ing.

  However, if the travel information is to be used at times other than when an accident occurs in the host vehicle C, it is required to store and hold the travel information for a long period of time, and the amount of information to be stored and stored becomes enormous. Since the storage capacity of the drive recorder is limited, there is a risk that the above travel information cannot be stored and recorded (recorded) over a long period of time. You will not be able to take advantage of it.

  Therefore, in the present embodiment, as shown in FIG. 1, the drive recorder 10 is mounted on the host vehicle C having the above-described configuration, and the host vehicle storage unit 12, the travel data creation unit 13, and the priority assignment unit. 14a, a priority update unit 14b, and a memory erasure unit 15.

  Hereinafter, the travel data creation unit 13 will be described in detail. The travel data creation unit 13, for example, “analyzes the cause when an accident occurs in the host vehicle C” based on the various travel information transmitted from the various sensors and the like (20 a to 20 e) via the in-vehicle network 21. , "Evaluate the driving method of the driver of the vehicle C in the medium term (up to about 2 days) and in the long term (up to about half a year)", "Medium term (up to about 2 days) and long term (up to about 2 days) A plurality of types of travel data to be used for users including the passengers of the host vehicle C are created, such as “evaluating the driving method of the driver of the host vehicle C from the environmental aspect in about half a year)”.

  Specifically, the travel data creation unit 13 uses, for example, “accident data” and “dangerous travel data” as travel data used when “analyzing the cause of the accident when the host vehicle C occurs”. create.

  In creating the “accident data”, the traveling data creation unit 13 first sets the acceleration and yaw rate acquired through the chassis information acquisition unit 20b during the engine operation of the host vehicle C to the time of collision of the host vehicle C. It is determined whether or not a large (predetermined) acceleration or yaw rate that may occur is detected. When such an acceleration or yaw rate is detected, the traveling data creation unit 13 causes the host vehicle C to collide with an object. That is, it is determined that an accident has occurred. When it is determined that such an accident has occurred, the travel data creation unit 13 determines whether the moving image acquired through the in-vehicle camera 20d, the amount of depression of the brake pedal and the depression speed thereof for several minutes before the occurrence of the accident, Changes in the steering angle of the wheel and its steering speed, changes in the vehicle speed / acceleration / yaw rate of the host vehicle C, etc. are stored in the host vehicle storage unit 12 as “accident data”. By the way, these “accident data” are used for analysis of the cause of the accident after the accident.

  Similarly, in creating the “dangerous driving data”, the running data creation unit 13 first sets the host vehicle C to the acceleration and yaw rate acquired through the chassis information acquisition unit 20b during engine operation of the host vehicle C. It is determined whether or not a large (predetermined) acceleration or yaw rate that is not as large as the acceleration or yaw rate that occurs at the time of the collision of C, but has a low probability of occurring in normal driving, is detected. Is detected, the traveling data creation unit 13 determines that the host vehicle C has entered a dangerous state in which it must suddenly decelerate, accelerate, or make a sudden turn. When it is determined that such a dangerous state has occurred, the traveling data creation unit 13 changes the moving image, the amount of depression of the brake pedal, and the depression speed of each of the videos acquired through the in-vehicle camera 20d for several minutes before and after the dangerous traveling. Further, changes in the steering angle of the steering wheel and the steering speed thereof, changes in the vehicle speed, acceleration, yaw rate of the host vehicle C, etc. are stored in the host vehicle storage unit 12 as “dangerous driving data”. By the way, these `` dangerous driving data '' are, for example, when an accident occurs, whether or not dangerous driving occurred before the accident occurred, and whether or not the dangerous driving induced the accident, etc. This is used for further analysis of the cause of the accident.

  On the other hand, the travel data creation unit 13 uses, for example, “dangerous” as travel data utilized when “evaluating the driving method of the driver of the vehicle C from a safety aspect and an environmental aspect in the medium term (up to about two days)”. "Running data" and "Economic operation data" are created.

  In creating the “dangerous driving data”, the driving data generating unit 13 first increases the acceleration and yaw rate obtained when the host vehicle C collides with the acceleration and yaw rate acquired through the chassis system information acquiring unit 20b. However, it is determined whether or not a large (predetermined) acceleration or yaw rate with a low probability of occurrence in normal traveling is detected, and when such an acceleration or yaw rate is detected, the traveling data creation unit 13 Then, it is determined that the host vehicle C is in a dangerous state in which sudden deceleration, rapid acceleration, or sudden turning must be performed. When it is determined that such a dangerous state has occurred, the travel data creation unit 13 stores the still image acquired at the time of determination through the determination time and the in-vehicle camera 20d as “dangerous travel data” in the own vehicle storage unit 12. Keep in memory. Incidentally, if it is determined that the vehicle is in a dangerous state, it is evaluated that the driving of the host vehicle C during the trip is dangerous driving, in other words, it is not safe driving. On the contrary, if it is not determined that the vehicle is in a dangerous state, it is evaluated that the driving of the host vehicle C in the trip is not a dangerous driving, in other words, a safe driving.

  In creating the “economic driving data”, the running data creation unit 13 first determines vehicle weight information and tire pressure information from the body weight acquisition unit 20a via the in-vehicle network 21 during engine operation of the host vehicle C. Get repeated every hour. The travel data creation unit 13 determines whether or not the captured tire air pressure is within a predetermined range with good fuel efficiency determined by the total weight of the host vehicle C and the engine performance, and the determination result is “economic driving data”. And stored in the own vehicle storage unit 12. Incidentally, when the tire pressure taken in is not within the predetermined range, it is evaluated that the driving of the host vehicle C in the trip is not an economic driving. Conversely, when the tire pressure taken in is within the predetermined width, the driving of the host vehicle C on the trip is evaluated as an economic driving.

  Further, the traveling data creation unit 13 repeatedly acquires air conditioner information from the body system weight acquisition unit 20a via the in-vehicle network 21 every predetermined time during the engine operation of the host vehicle C. The traveling data creation unit 13 determines whether or not the driving load of the air conditioning system mounted on the host vehicle C exceeds a predetermined load determined according to the captured vehicle interior temperature and humidity of the host vehicle C, The determination result is stored in the own vehicle storage unit 12 as “economic driving data”. Incidentally, when the driving load of the air conditioning system exceeds a predetermined load determined in accordance with the acquired air conditioner information, it is evaluated that the driving of the host vehicle C in the trip is not an economic driving. Conversely, when the driving load of the air conditioning system is equal to or less than the predetermined load determined according to the air conditioner information taken in, it is evaluated that the operation of the host vehicle C in the trip is an economic operation.

  Further, during the engine operation of the host vehicle C, the travel data creation unit 13 sends the air-fuel ratio, the intake air amount, the travel distance of the host vehicle C from the powertrain system information acquisition unit 20c via the in-vehicle network 21. Is repeatedly acquired every predetermined time. Based on these, the CO2 emission amount and fuel consumption during one trip are calculated, and the calculation result is stored and held in the own vehicle storage unit 12 as “economic driving data”. Further, the travel data creation unit 13 determines whether or not the engine speed is within a predetermined speed range, and stores and holds the idling time during one trip in the own vehicle storage unit 12 as “economic driving data”. Incidentally, as the CO2 emission amount is larger with respect to the travel distance during the trip, it is evaluated that the operation of the host vehicle C in the trip is not an economic operation. Conversely, as the CO2 emission amount is smaller with respect to the travel distance during the trip, the operation of the host vehicle C during the trip is evaluated as an economic operation. Moreover, it is evaluated that the driving | operation of the own vehicle C in the said trip was an economical driving | operation, so that the calculated fuel consumption is large. On the contrary, the smaller the calculated fuel consumption, the more it is evaluated that the driving of the host vehicle C on the trip is not an economic driving.

  Incidentally, the travel data creation unit 13 is, for example, travel data required when a user including the driver of the host vehicle C wants to check the latest travel route, passing time, and travel distance of the host vehicle C. "Operation data" is also created. In creating the “driving data”, the traveling data creation unit 13 first repeatedly obtains GPS information and map information from the car navigation device 20e via the in-vehicle network 21 at predetermined time intervals while the host vehicle C is in engine operation. To do. Then, after the engine of the host vehicle C is stopped, the travel data creation unit 13 determines, based on the acquired GPS information and map information, the travel route on which the host vehicle C actually traveled, the passing time when the vehicle passed through a point in the travel route, The travel distance or the like is stored in the own vehicle storage unit 12 as “driving data”.

  The travel data creation unit 13 basically creates “dangerous travel data”, “economic driving data”, and “driving data” for one trip and stores them in the own vehicle storage unit 12. Absent. In addition, for example, the travel data creation unit 13 collects a plurality of trips as one excursion for a maximum of about two days, and creates “dangerous travel data”, “economic driving data”, and “driving data” for this excursion. It may be stored and held in the own vehicle storage unit 12. At that time, a trip constituting a short trip may be selected through the input device 30.

  On the other hand, the travel data creation unit 13 uses, for example, “accident history” as travel data utilized when “evaluating the driving method of the driver of the host vehicle C from a safety aspect and an environmental aspect in the long term (up to about half a year)”. “Data”, “Dangerous driving history data” and “Economic driving history data” are created.

  The travel data creation unit 13 creates “accident history data” using the “accident data” stored and held in the host vehicle storage unit 12. In other words, when determining that an accident has occurred, the travel data creation unit 13 stores the determination time and the still image acquired at the time of determination through the in-vehicle camera 20d as “accident history data” in the own vehicle storage unit 12. To do. Incidentally, this “accident history data” is utilized when, for example, a user including the driver of the own vehicle C wants to confirm the accident situation of the own vehicle C that has occurred in the last six months.

  The travel data creation unit 13 creates “dangerous travel history data” using the “dangerous travel data” stored and held in the host vehicle storage unit 12. That is, the travel data creation unit 13 determines, for example, the determination time when it is determined that the host vehicle C is in a dangerous state in the last half year from the current time, the number of times determined as sudden deceleration, and the sudden acceleration. The stored number of times and the number of times determined to make a sudden turn are stored in the own vehicle storage unit 12 as “dangerous driving history data”. Incidentally, as the number of times increases, it is evaluated that the driving of the own vehicle C in the last half year has more dangerous driving, in other words, it is not safe driving. Conversely, as the number of times decreases, it is evaluated that the driving of the host vehicle C in the last half year was not a dangerous driving, in other words, a safe driving.

  The travel data creation unit 13 creates “economic driving history data” using the “economic driving data” stored and held in the host vehicle storage unit 12. That is, for example, the traveling data creation unit 13 sets the total CO2 emission amount, the average fuel consumption, and the total idling time emitted by the host vehicle C as “economic driving history data” in the last half year from the current time as the “economic driving history data”. Keep it in memory. Incidentally, as the total CO2 emission amount is larger, the average fuel consumption is lower, and the total idling time is longer, it is evaluated that the driving of the own vehicle C in the last six months was not economical driving. Conversely, the smaller the total CO2 emission amount, the higher the average fuel consumption, and the shorter the total idling time, the more it is evaluated that the driving of the host vehicle C in the last six months was an economic driving.

  The travel data creation unit 13 takes in the various travel information transmitted from the various sensors and the like via the in-vehicle network 21 during the engine operation of the host vehicle C, and outputs a sensor output value that should be out of order or not normally output. Whether or not is output is determined. Then, the determination time, the types of various sensors, the failure, or the abnormal value when the determination is made are stored in the own vehicle storage unit 12 as “sensor failure / abnormal value data”. Incidentally, the “sensor failure / abnormal value data” is used for determining whether or not the subject vehicle has a failure during vehicle inspection.

  Next, the priority assigning unit 14a and the priority updating unit 14b will be described in detail. When various types of travel data are created through the travel data creation unit 13, the priority assigning unit 14 a sets a priority level that increases as travel data with higher importance depending on the type of travel data created. Give. As will be described later, since such priority decreases with the passage of time, the priority update unit 14b sets the priority so as to reduce the priority of travel data that has decreased in importance with the passage of time. Update.

  Here, the types of the travel data will be described with reference to FIGS. 2 and 3. FIG. 2 is a schematic diagram showing a correspondence relationship between various types of travel information of the host vehicle C acquired in the present embodiment and the types of travel data created based on the various types of travel information. It is the figure which put together the content and the characteristic according to the kind of the driving | running | working data produced based on the various driving | running | working information of the own vehicle C acquired by this Embodiment in the list.

  As shown in FIG. 2 and FIG. 3, the travel data created based on the travel information acquired through various sensors or the like is classified into three types, Type A to Type C, depending on the scene where the travel data is used. Can be classified.

  Among these, as the traveling data that can be classified into type A, for example, the above “accident data” and the “dangerous travel data” can be cited. The driving data classified as Type A is characterized by the fact that the data before and after the occurrence of the accident is the most important. ”), And the data must be sufficiently detailed to enable analysis of the cause of the accident, so“ saving will increase the data volume ”, and if the accident does not occur, it will be very important It is mentioned that “the importance decreases rapidly with the passage of time”. As shown in FIG. 3 and as described above, the traveling data classified into type A is mainly the moving image acquired through the in-vehicle camera 20d and the traveling acquired through the chassis information acquisition unit 20b. Created based on information.

  On the other hand, examples of the travel data that can be classified into type B include the “driving data”, the “dangerous driving data”, the “economic driving data”, and the like. The driving data classified as Type B is characterized by the fact that it is not so important driving data unless an accident has occurred. “It will be low”, “Data for medium-term recording (up to about 2 days)”, and because it does not have to be so detailed travel data, “When saved, the data capacity will be relatively small” It is done. As also shown in FIG. 3 and as described above, the traveling data classified into type B is created based on various traveling information acquired through various sensors or the like.

  On the other hand, traveling data that can be classified into type C includes the “accident history information”, the “dangerous traveling history data”, the “economic driving history data”, the “sensor failure / abnormal value data”, and the like. . And as for the traveling data classified into such type C, as its feature, since it is mainly history data, “the individual data capacity to be stored is small”, and the driving by the driver of the own vehicle C is long-term safe. Because it is based on this information, it will be “data for long-term recording (up to about half a year)” and because it will be “long-term,” the cumulative data capacity will be relatively large. Is mentioned. As also shown in FIG. 3 and as described above, the traveling data classified into type C is created based on various traveling information acquired through various sensors or the like (20a to 20e). . Note that the travel data classified into types B and C has a lower importance than the travel data classified into type A, so that it is necessary to secure the remaining capacity of the host vehicle storage unit 12 described later. Alternatively, the traveling information may be periodically transferred to an external server through the outside communication unit 17 described later.

  As described above, the travel data created based on the travel information obtained through various sensors and the like can be classified into three types of travel data of type A to type C. In the present embodiment, each characteristic is used. By doing so, we are trying to solve the problems described above. That is, when the remaining capacity that can be stored and retained in the host vehicle storage unit 12 falls below a predetermined capacity, the storage deletion unit 15 deletes the stored data from the host vehicle storage unit 12 in the order of traveling data with a lower priority. As a result, the traveling data of the host vehicle C is stored and retained for a longer period.

  Specifically, the drive recorder 10 (to be precise, the travel data creation unit 13) transmits travel information transmitted from the various sensors and the like to the drive recorder 10 via the in-vehicle network 21 and also through the in-vehicle network 21. Information relating to the storage flag transmitted from the input device 30 to the drive recorder 10 is captured. Then, the travel data creation unit 13 creates travel data based on the travel information captured via the in-vehicle network 21 and stores the travel data in the own vehicle storage unit 12 configured with, for example, a memory.

  Specifically, FIG. 4 shows a processing procedure of main processing executed by the drive recorder 10. As shown in FIG. 4, when the main process is started, first, the drive recorder 10 (more precisely, the travel data creation unit 13) travels acquired by the above-described various sensors as the process of step S10. Based on the information, various travel data are created as described above, and the created various travel data are written (stored) in the host vehicle storage unit 12. When such travel data creation processing is completed, the drive recorder 10 (precisely, the priority assigning unit 14a) determines the type of travel data separately from the various travel data created in the previous step S10 as the processing of the subsequent step S20a. Give priority according to. Then, the drive recorder 10 waits until a predetermined period elapses after the traveling data is written in the own vehicle storage unit 12 through the processing of the subsequent step S20a.

  When a predetermined period has elapsed after the travel data has been written in the host vehicle storage unit 12, the drive recorder 10 (precisely, the priority update unit 14b) executes a priority update process as the process of step S30. . Then, the drive recorder 10 (more precisely, the memory erasure unit 15) executes a data erasure process as the process of the subsequent step S40. Details of the priority update process and the data erasure process will be described later. And if each process of these step S20b and S40 is performed, the drive recorder 10 will once complete | finish a main process.

Specifically, the priority update unit 14b sets the priority to “p”, and sets the elapsed time from the time created by the travel data creation unit 13 to the current time “t (elapsed time for travel data classified as type A). When the unit of time t is expressed as “minutes”), for example, the priority p is calculated according to the following formulas (1-1) and (1-2) for the travel data classified as type A.
(Equation 1)
p = 250-20 × t (1-1)
p = 50 (1-2)
The priority update unit 14b calculates the priority p using the above equation (1-1) when the elapsed time is 10 minutes or less, and when the elapsed time exceeds 10 minutes, the priority (1- The priority p is calculated using 2).

In addition, the priority update unit 14b sets the priority to "p", the elapsed time to "t" (the unit of the elapsed time t for the travel data classified as type B is "day"), and the travel data is described later. The transfer flag information relating to whether or not the data has been transferred to the base station storage unit 51 is set to “s (“ 1 ”for the transferred travel data and“ 0 ”for the untransferred travel information) ””, The priority p is calculated according to the following formulas (2-1) and (2-2) for the traveling data classified as type B, for example.
(Equation 2)
p = 200-14 * t-20 * s ... (2-1)
p = 60-20 × s (2-2)
The priority update unit 14b calculates the priority p using the above equation (2-1) when the elapsed time is 10 days or less, and when the elapsed time exceeds 10 days, the priority (2- The priority p is calculated using 2).

In addition, the priority update unit 14b sets the priority as “p”, the elapsed time as “t (the unit of the elapsed time t with respect to the travel data classified as type C is“ month ”), and the travel data is described later. The transfer flag information relating to whether or not the data has been transferred to the base station storage unit 51 is set as “s (“ 1 ”for the transferred traveling data and“ 0 ”for the untransferred traveling data) ")", The priority p is calculated for the traveling data classified into the type C according to, for example, the following equations (3-1) and (3-2).
(Equation 3)
p = 100−5.5 × t−15 × s (3-1)
p = 45-15 × s (3-2)
The priority update unit 14b calculates the priority p using the above equation (3-1) when the elapsed time is 10 months or less, and when the elapsed time exceeds 10 months, the priority (3- The priority p is calculated using 2).

  FIG. 5 shows the relationship between the priority p calculated through the equations (1-1) to (3-2) and the elapsed time t [minutes]. In addition, the curve C1 in FIG. 5 has shown transition of the priority of the driving | running | working data classified into the type A. FIG. Further, a curve C21 in FIG. 5 is classified as type B and shows a change in priority of traveling data that has not been transferred to the base station storage unit 51. A curve C22 in FIG. In addition, the transition of the priority of the travel data that has been transferred to the base station storage unit 51 is shown. Also, a curve C31 in FIG. 5 is classified as type C and shows a change in the priority of traveling data that has not been transferred to the base station storage unit 51. A curve C32 in FIG. In addition, the transition of the priority of the travel data that has been transferred to the base station storage unit 51 is shown. As shown in these curves C1 to C32, the priority p calculated through the above equations (1-1) to (3-2) captures the characteristics of each type of travel data shown in FIG. Yes.

  Specifically, for example, the priority at the elapsed time “1 minute” in which almost no time has elapsed since being stored in the host vehicle storage unit 12 is “type A> type B (untransferred)> type B Although (transferred)> type C (untransferred)> type C (transferred) ”, the priority at the elapsed time“ 10 minutes ”after being stored in the host vehicle storage unit 12 is“ type B (untransferred)> type B (transferred)> type C (untransferred)> type C (transferred)> type A ”, which is characteristic of type A“ high importance as data ” And “the importance decreases rapidly with the passage of time”.

  FIG. 6 shows the processing procedure of the priority update process executed by the priority update unit 14b. If “YES” is determined in the determination process of step S21 in the main process shown in FIG. 4, first, the priority update unit 14b is stored and held in the host vehicle storage unit 12 as the process of step S21. In addition to the travel data, the “recording time” that is the time stored in the host vehicle storage unit 12 and the “data type” that is the type of travel information are acquired. In addition, the priority update unit 14b acquires “current time” at which the process of step S21 is actually started as the process of step S21. In the present embodiment, the “recording time” is substantially the same as the “creation time” that is the time when the travel data creation unit 13 created travel data. When the process of step S21 is completed in this way, the priority update unit 14b calculates the priority p based on the above formulas (1-1) to (3-2) as the subsequent process of step S22, and the subsequent process of step S23. As described above, the priority p of the travel data stored and held in the host vehicle storage unit 12 is updated with the calculated priority, and the priority update process is terminated. When the priority update process is completed, the main process shown in FIG. 4 is executed again. Since the main process is repeatedly executed every predetermined time, such a priority update process is also repeatedly executed every predetermined time. Accordingly, the priority p of the travel data stored and held in the host vehicle storage unit 12 is a priority that takes into account the elapsed time since the travel data creation unit 13 created the travel data. Become.

  On the other hand, the storage erasure unit 15 has a low priority p so that traveling data having a high priority p remains in the host vehicle storage unit 12 when the remaining capacity that can be stored and held in the host vehicle storage unit 12 is below a predetermined capacity. In order from the running data, the vehicle is erased from the own vehicle storage unit 12 until the remaining capacity becomes a predetermined capacity or more.

  Specifically, FIG. 7 shows a processing procedure of data deletion processing executed by the storage erasure unit 15. When the process of step S20b in the main process shown in FIG. 4 (see FIG. 6 for details) is finished, the drive recorder 10 (more precisely, the memory erasure unit 15) performs the data erasure process as the process of the subsequent step S40. Execute. That is, as shown in FIG. 7, the storage erasure unit 15 firstly, as the process of step S41, the free capacity (remaining capacity) that is the amount of information that can be newly stored and retained without erasing the information that has already been stored and retained. ) Is acquired. When the information related to the remaining capacity is acquired, the storage erasure unit 15 acquires the priority p of the travel data stored and held in the host vehicle storage unit 12 as the process of subsequent step S42.

  When the processing of steps S41 and S42 is completed in this way, the storage erasure unit 15 determines whether or not the necessary free space (predetermined capacity) is secured in the own vehicle storage unit 12 as the determination processing of the subsequent step S43. Here, when it is determined that the necessary free space is not secured, that is, when “NO” is determined in the determination process of step S43, the storage erasure unit 15 performs the process of the previous step S42 as the process of subsequent step S44. Based on the priority p acquired in the process, basically, the traveling data having the lowest priority is deleted from the own vehicle storage unit 12. As a result, the remaining capacity of the host vehicle storage unit 12 is increased by the amount that the traveling data is deleted. Then, the memory erasure unit 15 repeatedly executes the series of processes of steps S41 and S42 and the determination process of step S43 until the necessary free space is secured in the own vehicle storage unit 12. Then, when the necessary free space is secured in the own vehicle storage unit 12, that is, when the determination process of the previous step S43 is "YES", the storage erasure unit 15 ends the data erasure process, and the previous FIG. The main process shown in FIG.

  Since the main process is repeatedly executed every predetermined time, such a data erasing process is also repeatedly executed every predetermined time. Therefore, the storage erasure unit 15 repeatedly acquires the free capacity information of the own vehicle storage unit 12 every predetermined time. As a result, a free space of a predetermined amount or more can always be secured.

  However, in the present embodiment, the traveling data for which the save flag is set through the flag setting unit 16 is excluded from the erasure target in the process of step S44.

  Specifically, FIG. 8 shows a processing procedure of the storage flag setting process executed through the flag setting unit 16. Since the time when the crew member of the host vehicle C gives an instruction to the input device 30 (see FIG. 1) is arbitrary, the save flag setting process is performed so that it can be handled whenever the instruction is given. It is repeatedly executed every predetermined time.

  That is, when the storage flag setting process is started, first, the process waits until an instruction is given from the crew member of the host vehicle C to the input device 30 through the determination process in step S51. When an instruction is given to the input device 30 by the crew member of the host vehicle C (“YES” in the determination process of step S51), the flag setting unit 16 saves the target travel data as a save flag as the subsequent process of step S52. Set. That is, the flag setting unit 16 takes in information about which of the travel data stored and held in the host vehicle storage unit 12 is stored via the in-vehicle network, and stores the instructed travel data. Set the flag. When the process of step S52 is completed in this manner, the flag setting unit 16 shifts to a standby state through the determination process of step S51. By executing such a save flag setting process, it is possible to prevent the travel data set with the save flag from being deleted from the own vehicle storage unit 12 regardless of the priority.

  By the way, the traveling data classified into the types B and C is less important than the traveling data classified into the type A as described above. Although the degree of importance is low, if the travel data classified into types B and C is simply deleted from the own vehicle storage unit 12, the travel data classified into types B and C will be used. At that time, it will not be possible to use it. Therefore, in the present embodiment, as shown in FIG. 1, the drive recorder 10 is connected to the base station storage unit 51 and the host vehicle storage unit 12 of the base station 50 outside the host vehicle C so that they can communicate with each other. The communication unit 17 is provided. Then, the traveling data classified into the types B and C stored and held in the own vehicle storage unit 12 is periodically transferred to the outboard base station 50 via the outboard communication unit 17, so that the own vehicle storage unit Twelve free capacities (remaining capacities) are secured. The drive recorder 10 and the out-of-vehicle base station 50 constitute the drive recorder system of the present embodiment.

  Specifically, FIG. 9 shows a processing procedure of transfer processing executed through the vehicle exterior communication unit 17. The out-of-vehicle base station 50 periodically transmits a transfer request to the drive recorder 10 via the out-of-vehicle communication unit 17. For the drive recorder 10, it is unknown when such a transfer request is transmitted via the external communication unit 17. Therefore, the drive recorder 10 repeatedly executes the process shown in FIG. 9 every predetermined time so that a transfer request can be received from the out-of-vehicle base station 50 via the out-of-vehicle communication unit 17 at any time. ing.

  That is, when the transfer process is started, the drive recorder 10 first passes through the determination process of step S61 until a transfer request is transmitted from the vehicle base station 50 to the vehicle communication unit 17 via the vehicle communication unit 17. stand by. However, the drive recorder 10 continues to execute processes other than the transfer process without being affected by this process (without waiting). When the transfer request transmitted from the vehicle base station 50 is received via the vehicle communication unit 17 (“YES” in the determination process of step S61), the drive recorder 10 performs the process of step S62 via the vehicle communication unit 17 as a subsequent process. The travel data is transferred to the base station storage unit 51. That is, the drive recorder 10 transfers travel data classified into types B and C among travel data stored and held in the host vehicle storage unit 12 to the out-of-vehicle base station 50 via the out-of-vehicle communication unit 17. In the base station 50 outside the vehicle, the transferred travel data is stored and held in the base station storage unit 51 by a stored data management unit (not shown).

  When the processing of step S62 is completed in this way, it is no longer necessary to store and hold the transferred travel data in the own vehicle storage unit 12, so the priority update unit 14b sets the priority of such transferred travel data to the base The data is updated so as to be smaller than before being transferred to the station storage unit 51. Specifically, the priority update unit 14b calculates the priority of the travel data by setting “s” in the above formulas (2-1) to (3-2) to “1”. Accordingly, since the priority after transfer to the out-of-vehicle base station 50 is calculated lower than the priority before transfer to the out-of-vehicle base station 50, the transferred travel data is shown in FIG. It becomes easy to delete from the own vehicle memory | storage part 12 through a data deletion process. Incidentally, when the traveling data for which the storage flag is set is transferred, the flag setting unit 16 cancels the storage flag. When the process of step S63 is completed in this manner, the drive recorder 10 shifts to a standby state through the determination process of step S61. As a result, the remaining capacity of the host vehicle storage unit 12 is increased while leaving the travel data in the base station storage unit 51.

  FIG. 10 shows an example of a data table of travel data stored and held in the drive recorder 10 and the drive coder 1 (more precisely, the own vehicle storage unit 12) of the present embodiment described above. FIGS. 10A and 10B respectively show examples of data tables of travel data stored and held in the host vehicle storage unit 12 at times t1 and t2, for example. As shown in (b), it is assumed that a total of three pieces of travel data “ID0X01 to 0X03 (hereinafter referred to as ID1 to ID3)” are stored and held in the own vehicle storage unit 12.

  For example, at time t1 when “30 seconds (= 0.5 minutes)” has elapsed from the time when the travel data was created, as shown in FIG. Since the priorities p are calculated based on the above equations (1-1) to (3-2), they are “240”, “200”, and “100”. Then, at such time t1, for example, if the free capacity of the host vehicle storage unit 12 falls below a predetermined capacity, the storage erasing unit 15 starts from the lowest priority p, that is, in the order of “ID3 → ID2 → ID1”. The driving data should be deleted from the vehicle storage unit 12. However, since the storage flag is set for the traveling data of ID1 and ID3, the traveling data of ID1 and ID3 is excluded from the erasure targets to be erased from the own vehicle storage unit 12. Therefore, in practice, the storage erasure unit 15 erases only the traveling data of ID2 from the own vehicle storage unit 12.

  Further, for example, at time t2 when “3 to 4 days” have passed since the time when the travel data was created, as shown in FIG. Are calculated based on the above formulas (1-1) to (3-2), respectively, and thus are “50”, “150”, and “84”. If the free capacity of the own vehicle storage unit 12 falls below a predetermined capacity at such time t2, for example, the storage erasing unit 15 stores the own vehicle in the order of decreasing priority p, that is, “ID1 → ID3 → ID2”. The driving data should be deleted from the section 12. However, since the storage flag is set for the traveling data of ID1, the traveling data of ID1 is excluded from the erasure target to be erased from the own vehicle storage unit 12. In addition, the travel flag of ID3 has been stored at the previous time t1, but has already been transferred to the out-of-vehicle base station 50 (exactly the base station storage unit 51). Has been. Therefore, in practice, the storage erasure unit 15 erases the traveling data from the own vehicle storage unit 12 in the order of “ID3 → ID2”.

  As described above, by deleting the travel data from the own vehicle storage unit 12, the free capacity (remaining capacity) increases by the amount deleted from the own vehicle storage unit 12. That is, the newly acquired travel data can be stored and held in the free capacity. Therefore, the limited storage capacity of the own vehicle storage unit 12 can be used effectively, and the traveling data of the own vehicle can be stored and recorded (recorded) for a longer period.

  The drive recorder and the drive recorder system according to the present invention are not limited to the configuration exemplified in the above embodiment, and can be implemented with various modifications without departing from the spirit of the present invention. Is possible. In other words, for example, the following embodiment can be implemented by appropriately changing the above embodiment.

  In the above embodiment, when the travel data for which the storage flag has been set is transferred to the base station storage unit 51, the flag setting unit 16 has released the storage flag, but the present invention is not limited to this. Even if the travel data for which the save flag has been set is transferred to the base station storage unit 51, it may be set as it is without releasing the save flag.

  In the above-described embodiment (including modifications), among the travel data created based on the travel information acquired through various sensors or the like, the travel data classified into the type B and the travel data classified into the type C However, the present invention is not limited to this. In addition, for example, only the traveling data classified into the type B or only the traveling data classified into the type C may be transferred to the out-of-vehicle base station 50. Furthermore, the traveling data classified into the type A may be transferred to the base station 50 outside the vehicle.

  In the above embodiment (including modifications), the flag setting unit 16 sets a save flag for the travel data stored and held in the host vehicle storage unit 12 based on an instruction from the crew of the host vehicle C. However, it is not limited to this. In addition, for example, the flag setting unit 16 may set a save flag for the travel data stored and held in the host vehicle storage unit 12 at the time of violation of laws and regulations including overspeed of the host vehicle C. As a result, the driving data at the time of violation of the law is stored and held in the own vehicle storage unit 12, so that the driver of the own vehicle C can be urged to drive safely in compliance with the law. Further, the storage flag setting unit 16 and the input device 30 may be omitted from the configuration.

  In the above embodiment (including the modified example), when calculating the priority p by the priority update unit 14, the above equations (1-1) to (3-2) are used. Not exclusively. In addition, for example, a quadratic expression or a high-order expression may be used. In short, it is only necessary that the priority of the travel data captures the characteristics of each type of travel data (see FIG. 2), and the priority calculation formula and calculation method are arbitrary.

  In the above embodiment (including modifications), the memory erasure unit 15 determines the priority until the remaining capacity becomes equal to or greater than the predetermined capacity when the remaining capacity that can be stored and held in the host vehicle storage unit 12 is lower than the predetermined capacity. Although it was supposed to delete from the own vehicle memory | storage part 12 in order of a small driving | running | working data (refer step S43 (FIG. 7)), it is not restricted to this. Even if the driving data is not continuously deleted until the remaining capacity becomes equal to or greater than the predetermined capacity, for example, only the driving data having the lowest priority may be deleted. This also increases the remaining capacity of the host vehicle storage unit 12, and thus the intended purpose can be achieved.

The block diagram which shows the structural example about one Embodiment of the drive recorder which concerns on this invention, and a drive recorder system. The figure which shows the correspondence of the various driving | running | working information of the own vehicle acquired in the embodiment, and the kind of driving | running | working data created based on this various driving | running information. The figure which summarized the content and the characteristic according to the kind of the driving | running | working data produced based on the various driving | running | working information of the own vehicle acquired in the embodiment. The flowchart which shows the process sequence about the main process performed in the embodiment. The figure which shows the transition by the elapsed time of the priority provided to driving | running | working data according to the kind of driving | running | working data in the same embodiment. The flowchart which shows the process sequence about the priority update process performed in the embodiment. The flowchart which shows the process sequence about the data erasing process performed in the embodiment. The flowchart which shows the process sequence about the preservation | save flag execution process performed in the embodiment. The flowchart which shows the process sequence about the transfer process performed in the embodiment. (A) And (b) is a figure which shows an example of the data table of the driving | running | working data memorize | stored and held in the own vehicle memory | storage part 12 of the embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Drive recorder system, 10 ... Drive recorder, 12 ... Own vehicle memory | storage part, 13 ... Driving | running | working data preparation part, 14a ... Priority giving part, 14a ... Priority update part, 15 ... Memory deletion part, 16 ... Flag setting part 17 ... External communication unit, 20a ... Body system information acquisition unit, 20b ... Chassis system information acquisition unit, 20c ... Powertrain system information acquisition unit, 20d ... In-vehicle camera, 20e ... Car navigation device, 21 ... In-vehicle network, 30 ... Input device, 40 ... display device, 50 ... base station outside vehicle, 51 ... base station storage unit.

Claims (10)

A drive recorder mounted on the host vehicle, comprising: a driving information acquisition unit that repeatedly acquires driving information of the host vehicle every predetermined time; and an in-vehicle network for transmitting the driving information acquired by the driving information acquisition unit. Because
Based on travel information transmitted from the travel information acquisition means via the in-vehicle network, a travel data creation unit that creates a plurality of types of travel data for use by a user including a passenger of the host vehicle;
A host vehicle storage unit that stores and holds travel data created through the travel data creation unit;
A priority assigning unit that gives priority to the travel data according to the type of the travel data;
A priority update unit that updates the priority so as to reduce the priority of the travel data that has decreased in importance over time;
When the remaining capacity that can be stored and held in the own vehicle storage unit is less than a predetermined capacity, the own vehicle storage is sequentially performed from the lower priority traveling data so that the higher priority traveling data remains in the own vehicle storage unit. A drive recorder comprising: a memory erasing unit for erasing from the unit.   When the remaining capacity that can be stored and held in the host vehicle storage unit is less than a predetermined capacity, the storage erasing unit stores the host vehicle in order from the driving data with the lowest priority until the remaining capacity becomes equal to or greater than the predetermined capacity. The drive recorder according to claim 1, wherein the drive recorder is erased from the recording unit.   The drive recorder according to claim 1, wherein the priority update unit updates the priority every predetermined time.   The said priority update part calculates the said priority based on the predetermined calculation formula with which the said priority becomes small, so that the elapsed time after the said driving | running | working data was created becomes long. The drive recorder as described in any one of.   5. The drive recorder according to claim 4, wherein the priority update unit uses a different calculation formula depending on a type of the travel data in calculating the priority. 6. A flag setting unit for setting a save flag for the travel data;
The storage erasure unit excludes the travel data for which the storage flag has been set through the flag setting unit, from the erasure target to be erased from the own vehicle storage unit regardless of the priority. The drive recorder according to any one of claims 1 to 5, wherein the drive recorder continues to be stored in the unit.   The drive recorder according to claim 6, wherein the flag setting unit sets the storage flag based on an instruction from a crew member of the host vehicle.   The drive recorder according to claim 6, wherein the flag setting unit sets the storage flag when a law is violated including an excessive speed of the host vehicle. A base station storage unit included in the base station outside the host vehicle and a host vehicle communication unit that connects the host vehicle storage unit so as to communicate with each other;
When the external communication unit receives a transfer request from the base station, it transfers the travel data stored in the host vehicle storage unit to the base station storage unit,
The said priority update part updates the priority of the driving | running | working data already transferred to the said base station memory | storage part so that it may become lower than before transferring to the said base station memory | storage part. The drive recorder as described in any one of. The drive recorder according to any one of claims 1 to 9,
A drive recorder system comprising: a base station installed outside the host vehicle and having a base station storage unit therein.

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