JP2010151593A - Information system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an information system capable of proposing a suitable traveling route selected considering risks on roads to a driver driving a vehicle. <P>SOLUTION: The information system includes: a proper-driving-diagnostic-item storage means for storing data relating to proper driving diagnostic items of the driver driving the vehicle; a vehicle-position-information collection means for collecting position information of the vehicle driven by the driver; a risk-map-data formation means for forming risk map data associating the position information collected by the vehicle-position-information collection means with the data relating to the proper driving diagnostic items stored in the proper-driving-diagnostic-item storage means; a proper-driving-diagnostic-item-data delivering means for delivering the risk map data formed by the risk-map-data formation means to the vehicle; and a route proposing means for proposing a planned traveling route of the vehicle based on the risk map data delivered by the proper-driving-diagnostic-item delivering means (steps S703, 704). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an information system that provides or uses a dynamic risk map in which risk information that dynamically changes on a road is mapped.

  Vehicles such as automobiles, hybrid cars, and trucks are indispensable as a means of transportation and as the cornerstone of logistics, and they provide convenience to our daily lives, while risks such as accidents. It contains the factors. Therefore, various techniques for preventing accidents have been proposed in relation to vehicles.

  For example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2007-240433) includes a risk information database stored in a map information database for the purpose of protecting a guardian such as a child from an accident, and information on the guardian database requiring protection. A technique for avoiding risks such as accidents by collating and guiding a safe route is disclosed.

Further, Patent Document 2 (Japanese Patent Laid-Open No. 2005-289357) seeks to avoid risk by providing driving assistance so that safe driving is performed in a safe driving area database such as a densely populated area. Technology is disclosed.
JP 2007-240433 A JP 2005-289357 A

  By the way, the risk on the road on which the vehicle passes changes from moment to moment depending on the various vehicles that pass. However, the inventions described in both Patent Literature 1 and Patent Literature 2 are also unique to each location such as map information or regional data, and are based on information that is static and does not vary with time. Was to decide. For this reason, in the conventional technology, it is impossible to appropriately notify the vehicle driver of the risk on the road based on the situation that fluctuates with time change. There was a problem that route proposals could not be made.

  In order to solve the above-mentioned problems, the invention according to claim 1 is directed to a driving proper diagnosis item data storage means for storing data relating to a driver's driving proper diagnosis item, and vehicle position information collection for collecting vehicle position information. A risk map for creating risk map data that associates the position information collected by the vehicle position information collecting means with the data relating to the driving appropriateness diagnosis item stored in the driving appropriateness diagnosis item data storage means Data creation means; road data storage means for storing road data; route suggestion means for proposing a planned travel route of a vehicle based on the diagnostic items for proper driving, the position information, the road data, and risk map data; And an information system characterized by comprising:

  According to a second aspect of the present invention, in the information system according to the first aspect, the route proposing unit is configured to travel to the destination extracted based on the acquired destination and the position information and the road data. The risk map data is created for the route, and the driving schedule route is compared by comparing the risk map data and the data related to the driving appropriateness diagnosis item of the vehicle with the driving route of the driver of the vehicle. It is characterized by determining.

  According to a third aspect of the present invention, in the information system according to the second aspect, when the route suggesting unit determines that the driver of the vehicle has good compatibility with the planned traveling route, the traveling schedule is determined. When a planned travel route based on the route is proposed and it is determined that the driver of the vehicle is not compatible with the planned travel route, the acquired destination and the destination extracted based on the position information and the road data The risk map data is created for a detour route different from the planned travel route to the vehicle, and the compatibility of the risk map data and the detour route of the driver of the vehicle from the data related to the driving appropriateness diagnosis item of the vehicle And a route having a good compatibility between the detour route and the planned travel route is proposed.

  According to the information system of the present invention, it is possible to appropriately notify a vehicle driver of a risk on the road based on a situation associated with a time change, and also to notify the vehicle driver of the risk on the road. Appropriate travel route proposals that take into account can be made.

  In particular, according to the information system according to claim 2 and claim 3, it is possible to propose a travel schedule route that is compatible with the vehicle driver, and the vehicle driver can perform driving with less risk. It becomes possible.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a diagram for explaining the concept of an information system according to an embodiment of the present invention. In FIG. 1, 1 is a communication network, 10, 10 ′, 10 ″, 10 ′ ″ are vehicles, 20 is a life log data collection device, 20a is a TV, 20b is a TV remote control, 20c is a personal computer, 20d. Is a mobile terminal, 30 is a dynamic risk map management system, 31 is a main system, 32 is a life log database, 33 is a score estimation database, 34 is a driving suitability diagnosis item score database, and 35 is a map information (road data) database. Show.

  The communication line network 1 is an Internet communication network, a cellular phone communication network, a public line network, or a general communication network such as a WAN or a LAN. Each apparatus is connected by a well-known communication protocol so that the apparatuses can communicate with each other. Infrastructure.

  One object of the information system according to this embodiment is to present a risk map on the road to the drivers of the vehicles 10, 10 ', 10 ", 10"'. In the information system according to the present invention, since such a risk map changes every moment, it is sometimes called a dynamic risk map.

  The “risk” in the information system according to the present invention is based on the driving appropriateness of the driver who drives each vehicle. For example, a road on which a vehicle driven by a driver with good driving suitability is a low-risk road, and a road on which a vehicle driven by a driver with poor driving suitability is high-risk It will be a road.

In quantifying the above-mentioned driving suitability, the concept of “driving suitability diagnosis item” is used in the present invention. In this embodiment, an example of subdividing into four items of “exercise ability”, “personality”, “sociality”, and “driving manners” as the items of the driving appropriateness diagnosis item is explained. Can be set to any natural number. In addition, in the information system according to the present embodiment, scoring is given to each driver for the four driving appropriateness diagnosis items of “exercise ability”, “personality”, “sociality”, and “driving manners”. Therefore, it is designed so that each driver has a proper driving rule. If the number of items increases, more detailed risk information can be provided to the driver. However, since it becomes complicated to refer to during driving, in this embodiment, four driving suitability diagnosis items are provided. It is divided into items.

  The dynamic risk map management system 30 collects point data of driving appropriateness diagnosis items for drivers who drive the vehicles 10, 10 ′, 10 ″, 10 ′ ″. After acquiring the dynamic risk map data in which the position information and the score data are associated with each other, a function of distributing the data to each vehicle 10, 10 ′, 10 ″, 10 ′ ″. I have roughly.

  The vehicles 10, 10 ′, 10 ″, 10 ′ ″... Receive the dynamic risk map data as described above, whereas the vehicle 10, 10 ′, 10 ″, 10 ′,. Are transmitted to the dynamic risk map management system 30 side.

  The life log data is also acquired from each device such as the television 20a, the remote controller 20b for the television, the personal computer 20c, and the portable terminal 20d, which are devices used by the driver outside the vehicle driving. In the present embodiment, devices capable of acquiring life log data such as the television 20a, the television remote control 20b, the personal computer 20c, and the portable terminal 20d are collectively referred to as the life log data collection device 20.

  At least the vehicles 10, 10 ′, 10 ″, 10 ″ ″ and the life log data collection device 20 are configured to be able to perform data communication with the dynamic risk map management system 30 via the communication line network 1. As the communication network 1, a conventionally known network can be used as appropriate.

  The dynamic risk map management system 30 can be realized by incorporating a predetermined program in a general-purpose information processing system such as a server. The dynamic risk map management system 30 includes at least a main system 31 having a CPU and the like and various types of processing processed by the main system 31. The database includes a life log database 32 in which information is stored / accumulated, a score estimation database 33, a driving suitability diagnosis item score database 34, and a map information (road data) database 35.

  The life log database 32 is a database that stores life log data for each driver, and the dynamic risk map management system 30 stores vehicle operation history by each driver and information from the life log data collection device 20 as needed. It is configured to be collected and updated. A specific example of life log data will be described with reference to FIG. FIG. 2 is a diagram for explaining an example of collecting life log data in the information system according to the embodiment of the present invention. 2A shows an example of life log data that can be acquired from the vehicle 10, and FIG. 2B shows an example of life log data that can be acquired from the TV 20a and the TV remote controller 20b.

  As shown in FIG. 2A, for example, from the vehicle 10, "accelerator operation amount history", "brake operation amount history", "handle operation amount history", "shift lever operation history", "travel route history", Life log data such as “ABS operation history” is acquired. The life log data related to such vehicle operations is very effective data for estimating each item of “exercise ability”, “personality”, “sociality”, and “driving manner” of the driving suitability diagnosis items. It becomes. Also, as shown in FIG. 2B, “viewing program history”, “viewing commercial history” from the television 20a, “operation button type history”, “operation amount history per unit time”, etc. from the television remote control 20b. Get life log data. From the “viewing program history”, “viewing commercial history” and the like of the television 20a, for example, the frequency of channel switching and the like can be known, and based on this, each item of the driving suitability diagnosis item can be estimated. Further, the channel switching mode and the like can be analyzed from the “operation button type history”, “operation amount history per unit time”, and the like of the television remote controller 20b, and each item of the driving appropriateness diagnosis item is estimated from this.

  The score estimation database 33 is based on each driver's life log data stored in the life log database 32, and includes “exercise ability”, “personality”, “sociality”, and “driving manner” as driving suitability diagnosis items. It is a database in which data used for estimating the score of an item is stored. FIG. 3 is a diagram showing a score estimation image by the score estimation database in the information system according to the embodiment of the present invention. In the present embodiment, as shown in FIG. 3, each item of “exercise ability”, “personality”, “sociality”, and “driving manners” is configured so that each driver is scored in a five-point scale system. However, the life log data of each driver stored in the life log database 32 for this score is used.

  The driving appropriateness diagnosis item score database 34 is a database for storing point data of driving appropriateness diagnosis items for each driver, and more specifically, “motor ability”, “personality”, “society” for each individual driver. What is scored for the four items of “sex” and “driving manners” is stored. The score data of the driving suitability diagnosis item may be estimated from the life log data of each driver stored in the life log database 32, or an evaluation test for the driving suitability diagnosis item is performed in advance. The test result may be saved as score data.

  The map information (road data) database 35 is a database in which road information is stored. Such map information (road data) database 35 includes other data such as facility information in addition to road data. It does not matter. The road data is preferably data in a form in which a section from an intersection (node) to an intersection (node) is stored as one road section.

  Next, an outline of a system mounted on each vehicle 10, 10 ', 10 ", 10"' ... will be described. FIG. 4 is a diagram showing an example of a block configuration of a vehicle used in the information system according to the embodiment of the present invention. 4, 100 is an ECU, 200 is a vehicle information acquisition unit, 210 is an accelerator operation amount sensor, 220 is a brake operation amount sensor, 230 is a handle operation amount sensor, 240 is a shift lever operation sensor, and 250 is an antilock braking system. , 300 is a driver information acquisition unit, 310 is a driver imaging device, 320 is a registered driver database, 600 is an interface unit, 610 is a display, 620 is a touch panel, 630 is a speaker, 800 is a navigation system unit, and 810 is a navigation system. 820 denotes a map database, and 830 denotes a travel route history database.

  The ECU 100 is an abbreviation for an electronic control unit, and is a general-purpose information processing mechanism including a CPU, a ROM that holds a program that operates on the CPU, and a RAM that is a work area of the CPU. The ECU 100 cooperates and operates with each component connected to the illustrated ECU 100. Further, the ECU 100 executes various vehicle-side control processes in the information system of the present invention based on programs and data stored and held in storage means such as a ROM in the ECU 100.

The vehicle information acquisition unit 200 is configured to acquire information related to the vehicle 10, and includes an accelerator operation amount sensor 210 that acquires at least an accelerator opening, a brake operation amount sensor 220 that detects a brake depression amount, A handle operation amount sensor 230 that senses the operation amount, a shift lever operation sensor 240 that detects a shift lever operation, and an antilock braking system 250 that obtains the operation status of the antilock braking system are provided. In addition, as the vehicle information acquisition part 200, you may make it provide the structure which detects operation (for example, operation of a headlight etc.) by the other driver | operator.

  The driver information acquisition unit 300 is configured to acquire driver information of the vehicle 10 and includes a driver imaging device 310 and a registered driver database 320. In the driver information acquisition unit 300, the driver imaging device 310 acquires a face image of a person sitting in the vehicle driver's seat, analyzes the image, and inquires the registered driver database 320 to identify the driver.

  The interface unit 600 is provided in a driver seat of the vehicle 10 and is configured to provide information related to the vehicle 10 to the driver or to perform a predetermined warning to the driver.

  A display 610 in the interface unit 600 is a display device such as a liquid crystal. By displaying character / graphic information on the display 610, it is possible to visually notify the driver of predetermined information. The touch panel 620 is provided so as to cover the display 610, and functions as an input device that enables input to the system by a driver's operation. The interface unit 600 also includes a speaker 630 so that voice guidance and warning can be given to the driver as necessary.

  The navigation system unit 800 includes a navigation system 810, a map database 820 for navigation systems such as map information referred to by the navigation system 810, and a travel route history database 830. The navigation system 810 can acquire current position information of the vehicle by using a GPS positioning unit that receives a GPS signal from a GPS satellite and calculates its own position. In the information system of the present invention, if positioning information can be acquired, other positioning methods can be used without using such a GPS positioning method.

  In the map database 820 of the information system of the present invention, road information, facility information, and the like are stored. For example, the navigation system 810 guides a driver to a destination facility, Is used to obtain the distance and route to the destination designated and input, and to obtain the time of arrival at the destination. In addition, the driver can appropriately receive advice on the route from the navigation system 810 by setting the route proposed by the navigation system 810. For the processing operation of the map database 820 related to the navigation system 810, any conventionally known technique can be used. The travel route history database 830 is a database that stores a log of a route traveled by the vehicle 10.

  According to the present embodiment, the three-component configuration of the vehicle 10, 10 ′, 10 ″, 10 ′ ″ described above, the dynamic risk map management system 30, and the life log data collection device 20 is used. The information system which concerns on can be implement | achieved.

  Next, control / processing of the information system according to the present embodiment configured as described above will be described. First, various data acquisition processes on the vehicle side will be described. FIG. 5 is a diagram showing a flowchart of vehicle-side processing of the information system according to the embodiment of the present invention. In FIG. 5, when the vehicle-side information collection process is started in step S <b> 100, the process proceeds to step S <b> 101 and the driver information acquisition unit 300 identifies the driver of the vehicle. In the dynamic risk map management system 30, the driving appropriate diagnosis item score database 34 is referred to or the life log database 32 is updated based on the driver specified in this step.

Next, it progresses to step S102, acquisition of vehicle position data is performed by the navigation system part 800, and life log data is collected in the further subsequent step S103. Also in this step, the life log data is accelerator operation amount data acquired by the accelerator operation amount sensor 210 in the vehicle information acquisition unit 200, and is brake operation amount data acquired by the brake operation amount sensor 220. This is steering wheel operation amount data acquired by the amount sensor 230, shift lever operation data acquired by the shift lever operation sensor 240, and operation status data acquired by the antilock braking system 250.

  In subsequent step S104, the data acquired in steps S101 to S103 is transmitted to the dynamic risk map management system 30 via the communication network 1. In step S105, it is determined whether an engine (not shown) of the vehicle has been stopped. When the determination result at this step is YES, the process proceeds to step S106 and the vehicle side information collecting process is terminated. When it is NO, the process returns to step S101 and loops.

  Next, control / processing on the dynamic risk map management system 30 side will be described. FIG. 6 is a diagram showing a flowchart of processing in the dynamic risk map management system of the information system according to the embodiment of the present invention. When the dynamic risk map management system process is started in step S200, the process proceeds to step S201, and a driver position information collection process subroutine is executed. In this subroutine, information relating to which driver is driving where is collected.

  In step S202, a subroutine for collecting point data of each driver's driving suitability diagnosis items (items of "exercise ability", "personality", "sociality", and "driving manner") is executed. In step S203, a dynamic risk map data creation processing subroutine is executed, and in step S204, the created dynamic risk map data distribution processing subroutine is executed. Basically, in the dynamic risk map management system 30, each subroutine process of the above steps S201 to 204 is repeatedly executed.

  Next, each subroutine process executed by the dynamic risk map management system 30 will be described in more detail. FIG. 7 is a flowchart of a driver position information collection processing subroutine in the information system according to the embodiment of the present invention. In FIG. 7, when the subroutine of the driver position information collection process is started in step S300, the process proceeds to step S302. In steps S302 to S203, a loop for collecting location information of all drivers is executed. In this loop, in step S302, the dynamic risk map management system 30 specifies the position of each vehicle based on the data transmitted from each vehicle. When the position information collection loop for all drivers is completed in step S303, the process proceeds to step S304, and the process returns to the main routine.

  Next, the operation appropriateness diagnosis item collection processing subroutine will be described. FIG. 8 is a view showing a flowchart of the operation appropriateness diagnosis item score data collection processing subroutine in the information system according to the embodiment of the present invention. In FIG. 8, when the subroutine processing for collecting the score data of each item of the operation appropriateness diagnosis item is started in step S400, the process proceeds to step S401. In steps S401 to S409, a loop for collecting information on all drivers on the road is executed.

  During this loop, in step S402, it is determined whether or not the identified driver's life log data exists. When the determination result of step S402 is YES, the process proceeds to step S403, and when it is NO, the process proceeds to step S406.

In step S403, the life log data of the driver is stored in the life log database 32.
In step S404, using the score estimation database 33, the score data of the four items of “exercise ability”, “personality”, “sociality”, and “driving manner” of the driving suitability diagnosis is obtained from the life log data. Estimate and acquire. In subsequent step S405, the operation appropriateness diagnosis item score database 34 is updated with the estimated item score data.

  In step S406 which proceeds when the determination result in step S402 is NO, it is determined whether or not there is a test result of the test for evaluation of the driving suitability diagnosis item. If the decision result in the step S406 is YES, the process advances to a step S407 to score four items of “exercise ability”, “personality”, “sociality”, and “driving manner” in the driving suitability diagnosis based on the evaluation test result. Get the data. If the determination result of step S406 is NO, the driver's data is set as invalid data in step S408.

  When the information collection loop for all the drivers is completed in step SS409, the process proceeds to step S410 and returns to the main routine.

  Next, the dynamic risk map data creation processing subroutine will be described. FIG. 9 is a diagram showing a flowchart of a dynamic risk map data creation processing subroutine in the information system according to the embodiment of the present invention. In FIG. 9, when subroutine processing for creating dynamic risk map data is started in step S500, the process proceeds to step S501. In step S501, road data is acquired from the map information (road data) database 35, and in step S502. Associate the position of each vehicle on the road data. By such step S502, it becomes possible to specify the vehicle which exists in each road area (between intersections).

  In steps S503 to S505, a loop for calculating the average score of all road sections is executed. In the information system according to the present embodiment, when creating a dynamic risk map, the time variation risk for each road section is mapped. Here, in this embodiment, for example, a case where a section from an intersection (node) to an intersection (node) is defined as one road section will be described, but the present invention is not necessarily limited to such a definition. .

In step S504 in the loop of steps S503 to S505, score data P of “exercise ability” is obtained for N vehicles (n = 1, 2,..., N) existing in each road section (between intersections). ₁ average score data P _1avg , “personality” score data P ₂ average score data P _2avg , “social” score data P ₃ average score data P _3avg , “driving manner” score data P ₄ average The score data P _4avg of the four items of score data is calculated. FIG. 10 is a diagram for explaining calculation of average score data from N vehicles in a predetermined road section. In step S504, the average score data of the driving suitability diagnosis items of the N vehicles identified as being located in the predetermined road section as shown in FIG. 11 is calculated. The calculation for this can be obtained by the following equation.
P _1avg = (P ₁₁ + P ₁₂ + ·· P _1n ) / N
P _2avg = (P ₂₁ + P ₂₂ + ·· P _2n ) / N
P _3avg = (P ₃₁ + P ₃₂ + ·· P _3n ) / N
P _4avg = (P ₄₁ + P ₄₂ + ·· P _4n ) / N
After exiting the loop from step S503 to step S505 and proceeding to step S506, all average score data (P _1avg , P _2avg , P _3avg , P _4avg ) for each road section are associated with all road section data. Data (dynamic risk map data). Proceeding to step S507, the process returns to the main routine.

Next, the dynamic risk map data distribution processing subroutine will be described. FIG.
0 is a diagram showing a flowchart of a dynamic risk map data distribution processing subroutine in the information system according to the embodiment of the present invention. In FIG. 10, when the dynamic risk map data distribution process subroutine starts in step S600, the process proceeds to step S602. In steps S602 to S603, a loop for distributing dynamic risk map data to all vehicles is executed. In this loop, in step S602, the dynamic risk map data of the surrounding roads where the vehicle exists are distributed to each vehicle. In step S603, when the data distribution loop to all vehicles is completed, the process proceeds to step S604 and returns to the main routine.

  Next, processing when the vehicle side receives the dynamic risk map data distributed from the dynamic risk map management system 30 will be described. FIG. 12 is a view showing a flowchart of vehicle-side information presentation processing of the information system according to the embodiment of the present invention.

  In FIG. 12, when the vehicle-side information presentation process is started in step S700, the process proceeds to step S701, and dynamic risk map data of roads around the vehicle is received from the dynamic risk map management system 30. In step S702, a process for displaying the dynamic risk map data on the display 610 is executed. In the present embodiment, the dynamic risk map data is displayed. However, it is not always necessary to display the dynamic risk map data, and the dynamic risk map data may be displayed or hidden based on the driver's intention. One example of display display associated with such processing will be described with reference to FIG.

FIG. 13 is a diagram showing a display display screen example of the vehicle side system in the information system according to the embodiment of the present invention. As described above, the dynamic risk map data is data in which the average score data for each road section is associated with the road section data, and the average score data (P _1avg , P _2avg , P _3avg , P _4avg). ) And road section data from the intersection (node) to the intersection (node) are data in a paired format. There are various methods for displaying such data on the display 610. In this embodiment, as shown in FIG. 13, the average score data (P _1avg , P _2avg , P _3avg , P _4avg ) for each road section is used. Is visualized as a bar graph. That is, as shown in FIG. 13, for each road section, the flat point data relating to the four items of “motor ability”, “personality”, “sociality”, and “driving manner” are displayed in a graph, and each road section is driven. It is possible to grasp the outline (average) of the driving appropriateness diagnosis items of the vehicle driver.

As a result, the vehicle drivers who received the distribution of the dynamic risk map data and displayed on the display 610 have a lot of vehicle drivers with high social score data in a certain road section A (that is, high social score data). It can be estimated that there will be less risk because it is a section), and in another road section B, there are many vehicle drivers with low driving manner score data (ie, low driving manner score data). It is possible to guess that there will be less risk because it is a section). As described above, according to the information system according to the present embodiment, it is possible to appropriately notify the vehicle driver of the risk on the road based on the situation accompanying the time change. In addition, according to the information system according to the present embodiment, since it is possible to appropriately notify the risk on the road, the vehicle driver can take appropriate risk avoidance measures.

  In step S703 following step S702, a dynamic route map data as described above is received, and a rerouting subroutine for reexamining whether the default route previously set in the navigation system unit 800 is preferable is executed. To do. In this subroutine, in order to present it to the vehicle driver, a new optimal route with a low risk is extracted instead of the default route after taking into account the risk on the road that fluctuates with time. . Details of this subroutine will be described later.

  In step S704, the optimum route obtained by the reroute processing subroutine or the like is displayed on the display 610. When the route that has already been set is the optimum route, it is preferable not to change the screen display in particular in order to avoid unnecessary confusion.

  In step S705, it is determined whether an engine (not shown) of the vehicle has been stopped. If the determination result in this step is YES, the process proceeds to step S706 to end the vehicle side information presentation process, and if NO, the process returns to step S701 and loops.

  Next, the reroute process using the distributed dynamic risk map data will be described in more detail. FIG. 14 is a flowchart of a reroute processing subroutine in the information system according to the embodiment of the present invention. In the following reroute processing subroutine algorithm, the current dynamic risk map data and the driver's driving suitability diagnosis items are compared to find the optimal route, but future dynamic risk map data is predicted. Then, the optimum route may be obtained by comparing this with the driving appropriateness diagnosis item of the driver. As a method for predicting future dynamic risk map data, a method in which the dynamic risk map management system 30 collects and uses a predetermined route set in each vehicle may be considered. In addition, in the algorithm of the following reroute processing subroutine, only one route is selected as a detour route candidate when obtaining the optimum route. However, a plurality of detour route candidates are selected, and the optimum route is selected from them. May be selected.

  When the reroute processing subroutine is started in step S800, the process proceeds to step S801, and the default navigation route set so far in the navigation system unit 800 or the like is acquired. Next, in step S802, calculation of the compatibility point between the driver's driving suitability diagnosis item and the dynamic risk map data in the acquired default navigation route is executed. In the present embodiment, a travel schedule route that is compatible with the vehicle driver is proposed based on such compatibility points, so that the vehicle driver can perform driving with less risk.

  Here, calculation of the compatibility point as described above in the present embodiment will be described with reference to FIGS. 15 to 16. FIG. 15 is a diagram showing average score data of a predetermined road section and vehicle driver score data, which are preconditions for explaining calculation of compatibility points, and FIG. 16 explains a compatibility coefficient used when calculating compatibility points. FIG. 17 is a diagram showing a calculation formula for calculating the compatibility point, and FIG. 18 is a diagram for explaining the formation of terms used in the compatibility point calculation formula.

FIG. 15A shows average score data (P _1avg , P _2avg , P _3avg , P _4avg ) of a predetermined road section, and FIG. 15B shows score data (Q ₁ , Q ₂ , Q ₃ , Q ₄ ). In the calculation of the compatibility point, one compatibility point value is obtained from each value in FIG. 15A and each value in FIG. Coefficients used at that time are six coefficients shown as a to f in FIG. 16, and these coefficients are used for calculating the compatibility point with any road section. The use of each coefficient in FIG. 16 will be described by taking the coefficient a as an example. The coefficient a is used so as to be further multiplied by the product of the (average) score data related to athletic ability and the (average) score data related to sociality. . Other coefficients are also used in the correlation as shown in FIG.

FIG. 17 is a diagram showing a formula for calculating the compatibility point. This is in the form of the sum of 12 terms, but the first line of the calculation formula is the score data Q ₁ of the “motor ability” of the vehicle driver and the average score data excluding the “motor ability” of the road section. The second line is the product of the score data Q ₂ of the “character” of the vehicle driver and the average score data excluding the “character” of the road section. In the third line, the product of the vehicle driver's “social” score data Q ₃ and the average score data excluding “social” of the road section was multiplied by the compatibility coefficient. The fourth line consists of the product of the vehicle driver's “driving manner” score data Q ₄ and the average score data excluding the “driving manner” of the road section multiplied by a compatibility factor. Yes.

FIG. 18 is a diagram for explaining calculation of the first line of the compatibility point calculation formula. In FIG. 18, in order to calculate the first row, the compatibility coefficient d is multiplied by the product of the score data Q ₁ of the “motor ability” of the vehicle driver and the average score data P _2avg of the road section of “personality”. The product of the score data Q ₁ of the “motor ability” of the vehicle driver and the average score data P _3avg of the “social” road section is multiplied by the compatibility coefficient a to obtain the “motor ability” of the vehicle driver. This _shows that the product of the score data Q ₁ and the average score data P _4avg of the road section of “driving manners” is multiplied by the compatibility coefficient e. In the present embodiment, the compatibility point obtained as described above is used as a parameter for achieving compatibility between the driving appropriateness diagnosis item of the driver and the dynamic risk map data.

  Returning to the flowchart of the reroute processing subroutine of FIG. In step S803, it is determined whether or not the compatibility point is equal to or less than a specified value. If the determination result in step S803 is NO, that is, if the compatibility point is larger than the specified value and the compatibility with the default route is good, the process proceeds to step S814, and the default navigation route is set as the optimal route, and step S815 is performed. Return to the main routine.

  If the determination result in step S803 is YES, in step S804, the navigation system unit 800 searches for several alternative routes that are candidates for bypassing the default route. Note that various well-known techniques can be used for such a route search technique.

  In step S805, the detour time loss due to each selected detour route is calculated, and in step S806, the route having the shortest detour time is set as the final detour route candidate.

  In step S807, it is determined whether the detour time of the detour route candidate is longer than the user set value. Such a user set value is a value set in advance by the user as to how much time loss is allowed in exchange for traveling on a route having a high compatibility point value.

  When the determination in step S807 is YES, the process proceeds to step S808, and even if the compatibility point with the default navigation route is equal to or less than the specified value, the default navigation route is set as the optimal route, and the process proceeds to step S815 and returns to the main routine.

  When the determination in step S807 is NO, the process proceeds to step S809, and the calculation of the compatibility point between the driver's personality in the alternative route candidate and the dynamic risk map data is executed. The compatibility point calculation method at this time is the same as that described above.

In step S810, the compatibility point of the default route is compared with the compatibility point of the alternative route candidate. In step S811, it is determined whether or not the detour route candidate point is high. When the determination in step S811 is YES, the process proceeds to step S812, and the bypass route candidate is determined as the optimal route. When the determination is NO, the process proceeds to step S813, and the default navigation route is determined as the optimal route. In step S815, the process returns to the main routine.

  According to the reroute processing as described above, from the viewpoint of dynamic risk map data (point data of each item of driving appropriateness diagnosis), when the compatibility with the default route is not good, the vehicle driver replaces the default route, Appropriate detour route proposals can be received.

  That is, according to the information system according to the present embodiment, it is possible to appropriately notify the vehicle driver of the risk on the road based on the situation accompanying the time change, and to the vehicle driver. Appropriate driving route proposals that take road risks into account can be made.

It is a figure explaining the concept of the information system which concerns on embodiment of this invention. It is a figure explaining the example of life log data collection in the information system concerning the embodiment of the present invention. It is a figure which shows the score estimation image by the database for score estimation in the information system which concerns on embodiment of this invention. It is a figure which shows an example of the block configuration of the vehicle used with the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the vehicle side process of the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the process in the dynamic risk map management system of the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the driver | operator position information collection process subroutine in the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the driving | operation appropriateness diagnosis item score data collection processing subroutine in the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the dynamic risk map data creation process subroutine in the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the dynamic risk map data delivery process subroutine in the information system which concerns on embodiment of this invention. It is a figure explaining calculation of the average score data from N vehicles in a predetermined road section. It is a figure which shows the flowchart of the vehicle side information presentation process of the information system which concerns on embodiment of this invention. It is a figure which shows the example of a display display screen of the vehicle side system in the information system which concerns on embodiment of this invention. It is a figure which shows the flowchart of the reroute process subroutine in the information system which concerns on embodiment of this invention. It is a figure which shows the average score data of the predetermined road area and vehicle driver's score data used as the premise explaining compatibility point calculation. It is a figure explaining the compatibility coefficient used when calculating a compatibility point. It is a figure which shows the calculation formula for calculating a compatibility point. It is a figure explaining the formation of the term used by a compatibility point calculation formula.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Communication network 10, 10, 10 ', 10'',10''' ... Vehicle, 20 ... Life log data collection device, 20a ... Television, 20b ... Television remote control, 20c ... personal computer, 20d ... mobile terminal, 30 ... dynamic risk map management system, 31 ... main system, 32 ... life log database, 33 ... score estimation database, 34 ..Operation appropriateness diagnosis item score database, 35 ... Map information (road data) database,
DESCRIPTION OF SYMBOLS 100 ... ECU, 200 ... Vehicle information acquisition part, 210 ... Accelerator operation amount sensor, 220 ... Brake operation amount sensor, 230 ... Handle operation amount sensor, 240 ... Shift lever operation sensor , 250 ... Anti-lock braking system, 300 ... Driver information acquisition unit, 310 ... Driver imaging device, 320 ... Registered driver database, 600 ... Interface unit, 610 ... Display, 620 ... Touch panel, 630 ... Speaker, 800 ... Navigation system part, 810 ... Navigation system, 820 ... Map database, 830 ... Travel route history database

Claims (3)

Driving appropriateness diagnosis item data storage means for storing data relating to the driver's driving appropriateness diagnosis items, vehicle position information collecting means for collecting vehicle position information, and
Risk map data creating means for creating risk map data that associates the position information collected by the vehicle position information collecting means with the data related to the driving suitability diagnosis items stored in the driving suitability diagnosis item data storage means When,
Road data storage means for storing road data;
An information system comprising: the driving suitability diagnosis item; route suggesting means for proposing a planned traveling route of the vehicle based on the position information, the road data, and the risk map data. The route proposal means creates the risk map data for the acquired destination and the planned travel route to the destination extracted based on the position information and the road data, and the risk map data and the vehicle 2. The information system according to claim 1, wherein the planned travel route is determined by comparing compatibility with the planned travel route of the driver of the vehicle from the data relating to the driving suitability diagnosis item. When the route proposal means determines that the driver of the vehicle is compatible with the planned travel route, the route proposal unit proposes a planned travel route based on the planned travel route,
When it is determined that the driver of the vehicle is not compatible with the planned travel route, the detour route is different from the planned travel route to the acquired destination and the destination extracted based on the position information and the road data. The risk map data is generated for the vehicle, the compatibility between the risk map data and the data relating to the driving appropriateness diagnosis item of the vehicle is compared with the bypass route of the driver of the vehicle, and the bypass route and the travel The information system according to claim 2, wherein a route having a good compatibility among the planned routes is proposed.

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