JP2010218101A - Traffic information providing system and traffic information communication apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traffic information system for providing traffic information which contributes to traffic safety. <P>SOLUTION: In a traffic information providing system 1, positional information of an own vehicle 10 acquired by a cruising position information acquiring unit 12 and psychological state information (irritating degree) of a driver of the own vehicle acquired by a congestion irritating state determining unit 14 are transmitted to the other vehicle "C" by a road-to-vehicle communication machine 16, while an information providing unit 18 for providing information to a driver of the other vehicle "C" notifies the driver of the other vehicle "C" of the information as the traffic information. According to the system 1, a dangerous state can be prevented and the traffic safety can be established because the driver of the other vehicle "C" can know at least a position and a psychological state of the driver of the own vehicle 10. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a traffic information providing system that provides traffic information and a traffic information communication apparatus that communicates traffic information.

A traffic jam is defined as a state where traffic flow is stagnant and a queue is formed at a low speed. As the problem, in addition to economic loss and adverse environmental impact, accidents and the like are likely to occur due to the driver's irritating feeling (so-called irritated feeling).
For this reason, road managers, etc. install a vehicle sensor on the road, detect and estimate traffic congestion based on vehicle speed, vehicle density, travel time of a predetermined section, etc., and provide it as traffic information, making traffic smoother To flow into.
The area where the driver actually encountered a dangerous situation is detected from the driver's biological information and driving operation status, and the center generates a dangerous area map based on the detection result and notifies the driver of the dangerous area map. Although the technique is disclosed in Japanese Patent Application Laid-Open No. 2008-15561, such a technique requires that someone actually encounters a dangerous situation, so an accident or the like cannot be avoided in advance.

JP 2008-15561 A

  From the viewpoint of traffic safety, the number of drivers who are frustrated is more problematic than the smooth flow of traffic. This is because an irritated driver is not very stable in psychological state and is likely to drive dangerously.

  Therefore, if another driver can know that the driver is frustrated, for example, it is possible to take measures such as keeping away from the vicinity of the vehicle and the surrounding area, and it is possible to avoid dangerous situations.

  However, because the driver's feeling of irritation in actual situations varies depending on the type and location of the road on which they are traveling, the cause of traffic congestion, and the degree of driver's rush, the vehicle speed and vehicle detected by the vehicle sensor It is difficult to estimate by density. Accordingly, there is a need for a technology that determines whether a driver is frustrated and provides it as traffic information.

  SUMMARY An advantage of some aspects of the invention is that it provides a traffic information system and a traffic information communication device that provide traffic information that contributes to traffic safety.

  The traffic information providing system according to the present invention is acquired by position information acquisition means for acquiring position information of the own vehicle, psychological state information acquisition means for acquiring a driver's psychological state as psychological state information, and position information detection means. Information transfer means for transferring the position information and the psychological state information acquired by the psychological state information acquisition means in association with each other, and traffic information based on the position information and psychological state information about the vehicle received from the information transfer means. And informing means for informing the driver of the other vehicle.

  In this traffic information system, the position information of the own vehicle acquired by the position information acquisition means and the psychological state information of the driver of the own vehicle acquired by the psychological information acquisition means are transferred by the information transfer means, and the notification means However, this information is reported to the driver of other vehicles as traffic information. Therefore, according to this system, since the driver of the other vehicle can know at least the position and psychological state of the driver of the own vehicle, dangerous situations can be avoided and traffic safety can be achieved. In other words, in the prior art, a dangerous area is perceived when someone actually encounters a dangerous situation (usually called a near-miss), but the system is dangerous even if such a situation is not encountered. An area can be detected, and accidents can be avoided.

  In addition, the information center may be provided with a notification unit, and the notification unit aggregates position information and psychological state information from the information transfer unit of the own vehicle and distributes traffic information to other vehicles. Good. By doing in this way, the positional information and psychological state information of a plurality of vehicles can be easily managed and integrated, and traffic information over a wide area can be notified to the driver.

  Further, the other vehicle may be provided with notification means, and the notification means may directly receive the position information and the psychological state information from the information transfer means of the own vehicle and notify the driver of the traffic information. In this case, the system configuration is easier than when an information center is provided, and it is advantageous in terms of information transmission speed.

  Further, the information transfer means may be a mode for transferring position information and psychological state information related to the own vehicle when the own vehicle is in a traffic jam area. In a traffic jam area, the driver is likely to be frustrated. With the conventional traffic jam information, the driver can get information about how many kilometers ahead the traffic jam has been, but he has not been able to get information about whether the traffic jam is dangerous. According to this system, it is possible to know the psychological state of the driver in the traffic jam area, so that the danger level of the traffic jam can be determined. In addition, by not transferring information when there is no traffic jam, an efficient system in terms of information transmission and information processing is realized.

Further, the notification means may be a mode for notifying a driver of another vehicle of traffic information regarding a vehicle in the vicinity thereof. Other car drivers can know whether their situation is dangerous by knowing the irritability of the drivers around them, so select or collect only the necessary traffic information in this way There may also be embodiments.
The traffic information communication device according to the present invention is a traffic information communication device that acquires traffic information related to another vehicle, and acquires traffic information that associates the position information of the other vehicle with the psychological state of the driver of the other vehicle. Means are provided.

  ADVANTAGE OF THE INVENTION According to this invention, the traffic information system and traffic information communication apparatus which provide the traffic information which contributes to road safety are provided.

FIG. 1 is a system configuration diagram showing a traffic information providing system according to an embodiment of the present invention. FIG. 2 is a diagram showing a traffic jam frustration state committee determination unit in the traffic information providing system of FIG. FIG. 3 is a graph showing data on the pedal operation ratio with respect to the traffic situation. FIG. 4 is a flowchart showing a processing procedure for determining the driver's frustration in the traffic information providing system of FIG. FIG. 5 is a diagram showing an irritability degree determination map used in the processing procedure of the flowchart of FIG. FIG. 6 is a diagram in which the relationship between the driver's frustration, the absolute number of vehicles in the area, and the degree of congestion is mapped.

  Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected about the same or equivalent element, and the description is abbreviate | omitted when description overlaps.

  As shown in FIG. 1, the traffic information providing system 1 includes a plurality of vehicles 10, A to E, and a center (information center) 20 capable of communicating with these vehicles.

  The vehicle 10 includes at least a travel position information acquisition unit (position information acquisition unit) 12, a traffic jam frustration state determination unit (psychological state information acquisition unit) 14, and a road-to-vehicle communication device (information transfer unit) 16 as functional components. An information providing unit (notification means) 18 for the driver is provided. In addition, although illustration is abbreviate | omitted, vehicles A-E other than the vehicle 10 are also provided with the component equivalent to the vehicle 10. FIG.

  The traveling position information acquisition unit 12 is, for example, a car navigation system, and is a part that detects information such as the current longitude, latitude, road type, traveling direction, and speed of the host vehicle. The road-to-vehicle communication device 16 is a part that transmits and receives various types of information between the host vehicle 10 and the center 10, and transmits and receives information between the host vehicle 10 and a specific other vehicle (for example, the vehicle C). It is also configured to be able to. The information providing unit 18 for the driver is, for example, a display with a built-in speaker, and is a part that provides various types of information to the driver of the host vehicle through images and sounds.

  As shown in FIG. 2, the traffic jam frustration state determination unit 14 is configured by, for example, an electronic control unit (ECU), and determines the frustration state of the driver of the vehicle in this portion. The input information to the traffic jam frustrated state determination unit 14 includes, for example, information from the vehicle speed detecting means, limited vehicle speed information, information from the accelerator pedal operation detecting means, and information from the brake pedal operation detecting means. Then, from these input information, the traffic jam frustrated state determination unit 14 performs an accelerator operation time ratio calculation and outputs information on the traffic jam frustrated state estimated value and information for displaying or notifying the driver's frustrated state.

  Here, the relationship between the accelerator pedal operation time ratio and the traffic jam frustrated state will be described.

  For example, in the case of an AT vehicle, the vehicle speed adjustment by the driver is performed by operating an accelerator pedal (including engine brake) and a brake pedal. These operations are affected by road gradients (influence of gravity on uphill and downhill) and curves (increase in tire resistance due to steering), but those effects are small (that is, the road gradient is small and the steering angle is small). Is not large (approximately ± 45 degrees at low speed), the driver's intention to run and the intention to accelerate are reflected in the accelerator pedal operation, while the intention to decelerate is reflected in the brake pedal operation. However, in coasting with light engine brakes, both pedals may not be operated.

  Then, when the driver's pedal operation frequency during traveling on general roads is summarized according to traffic conditions, it is roughly as shown in the graph of FIG. 3 (supporting city general road traveling data). That is, in a smooth situation (when there are few traveling vehicles and traffic flows smoothly), the pedal operation frequency (time) is several times greater than that of the brake operation and the mixed situation (when smooth flow and traffic congestion are mixed) ), The accelerator pedal operation frequency is reduced to about half, and when the traffic situation is further congested, the operation frequency of the accelerator pedal is extremely low (about 5%).

  In addition to the creep characteristics of AT cars (characteristics that run idling without stepping on the accelerator), the feeling of irritability due to traffic jams and the feeling of rushing ahead is the optimum that the driving situation requires the accelerator operation at the start and acceleration This is thought to be the result of a rough (faster, stronger) stepping than the value (a stepping operation at a level that does not feel uncomfortable acceleration or shock), which quickly approaches the front car and requires deceleration. Come. That is, the accelerator operation time is shortened in a traffic jam situation.

  As described above, it can be understood that the driver who is frustrated with the traffic jam can be estimated by using the accelerator pedal operation ratio.

  Below, in the traffic information provision system 1 of this embodiment, the procedure which determines a driver's irritation is demonstrated using the flowchart of FIG.

  In this flow, first, the total time T and the accelerator operation time which are elements for calculating the accelerator pedal operation ratio K in a state where the host vehicle is traveling at a speed less than half of the vehicle speed limit at the travel location and is not stopped. Count A. The control process in this flowchart is started, for example, by turning on the ignition, and is repeatedly executed at a predetermined cycle.

  Specifically, first, based on the limit vehicle speed information (car navigation system, sign recognition, etc.), the limit vehicle speed at the travel location is detected, and the vehicle speed of the host vehicle is greater than 0, and the limit vehicle speed x 0.5 Is also smaller (S10). Here, if the vehicle is in a stopped state (vehicle speed ≤ 0) or is traveling at more than half of the vehicle speed limit at the travel location, the position of the initial standby state of the processing flow Return to (START). That is, when the total time T and the accelerator operation time A are stopped halfway, and the vehicle speed becomes (0 <vehicle speed <restricted vehicle speed * 0.5) again, the total time T and the accelerator operation time A are both 0. (S12) and the next count is started.

  Thereafter, a determination is made on whether or not the vehicle speed of the vehicle is (restricted vehicle speed * 0.8) or more (S14) and whether or not the vehicle is stopped (vehicle speed ≦ 0) (S16). If not, the calculation of the accelerator pedal operation ratio K at this time is interrupted and the process returns to the initial standby state START.

  When the total time T is counted (S18) and it is determined that there is an accelerator pedal operation (S20), the accelerator pedal operation time A is counted (S22).

  In the above processing, when the total time T exceeds the minimum limit value (for example, twice the cycle time of the traffic light (tss * 2)) (S24), the accelerator pedal operation ratio K (= A / T (%)) Is calculated (S26). When the minimum limit value is set to twice the cycle time of the traffic light (tss * 2), it is preferable in that the determination of the frustration level does not operate every time the vehicle is decelerated for waiting for a signal. Note that twice the cycle time of the traffic light (tss * 2) can be changed as necessary, such as 240 seconds using a typical signal cycle of 120 seconds on a main road.

  Subsequently, the accelerator depression direction speed average value Vap is calculated based on the information from the accelerator pedal operation detecting means (S28).

  Finally, the driver's congestion irritability is determined from the accelerator pedal operation ratio K calculated above and the accelerator depression direction speed average value Vap (S30). For this determination, an irritability degree determination map as shown in FIG. 5 is used. In this map, the vertical axis represents the accelerator pedal operation ratio K, and the horizontal axis represents the accelerator depression direction speed average value Vap. The coordinates at which the calculated accelerator pedal operation ratio K intersects the accelerator depression direction speed average value Vap The frustration degree of the driver can be determined depending on whether or not it is in the frustration degree determination region (shaded hatched portion). The boundary value of the frustration determination area in the map is, for example, 10% for Ka of the accelerator pedal operation ratio K on the vertical axis and 10% / s for Vapa of the accelerator pedal depression direction speed average value Vap on the horizontal axis. Can be used.

  As described above, when the driver's frustration level determination unit 14 of the traffic information providing system 1 determines the driver's frustration level, the determination result (the vehicle driver's frustration level, psychological state information) It is sent to the road-vehicle communication device 16. Then, the road-to-vehicle communication device 16 associates the driver's frustration with the position information acquired by the traveling position information acquisition unit 12 and transfers it to the other vehicle C.

The other vehicle C has the road-to-vehicle communication device 16 like the host vehicle 10, and receives the driver's frustration and position information from the host vehicle 10. The information providing unit 18 for the driver of the other vehicle C receives the information received by the road-to-vehicle communication device 16 of the own vehicle C, and displays the other vehicle C as traffic information indicating the irritability of the driver of the own vehicle 10 by display or voice. To inform drivers.
At this time, the device having the road-vehicle communication device 16 functions as a traffic information communication device. According to this traffic information communication device, since it is possible to acquire traffic information that associates position information of other vehicles with the psychological state of the driver, it is possible to know the position of the vehicle that is driving while being frustrated. Recognize unsafe traffic areas and avoid dangerous situations.

  As described in detail above, in the traffic information system 1, the position information of the host vehicle 10 acquired by the travel position information acquisition unit 12 and the psychological state information of the driver of the host vehicle acquired by the traffic jam frustrated state determination unit 14. (Frustration degree) is transferred to the other vehicle C by the road-to-vehicle communication device 16, and the information providing unit 18 to the driver of the other vehicle C notifies the driver of the other vehicle C as the traffic information.

  Therefore, according to this traffic information providing system 1, since the driver of the other vehicle C can know at least the position and psychological state of the driver of the own vehicle 10, a dangerous situation can be avoided and traffic safety can be prevented. Figured.

  An informing means for informing the driver of other vehicles A to E of the irritation level of the driver of the own vehicle 10 may be provided in the center 20. In this case, the road-to-vehicle communication device 16 of the host vehicle 10 transfers the position information of the host vehicle and the psychological state information of the driver to the center 20. Then, the notification means of the center 20 collects the positional information and the psychological state information received from the own vehicle 10 and distributes the traffic information indicating the irritability of the driver of the own vehicle 10 to the other vehicles A to E all at once. At that time, when the driving position information from each vehicle 10, A to E, the vehicle speed information, the uplink to the center such as the driver's frustration, the center affects the driving for each vehicle 10, A to E. The degree of congestion can be estimated using the map of FIG. 6 from the total number of surrounding vehicles and the ratio of frustrated drivers in a possible region (for example, a radius of 100 m), and the degree of congestion can be provided as traffic information.

  By providing the notification means in the center 20 as described above, the position information and psychological state information of the plurality of vehicles 10, A to E can be easily managed and integrated in the center 20, and traffic information over a wide area can be managed by many drivers. There is an advantage that it can be notified to.

  On the other hand, when the notification unit is provided in the other vehicle C as described above, the notification unit can directly receive the position information and the psychological state information from the own vehicle 10. The system configuration is easier than the case of providing 20, and is advantageous in terms of information transmission speed.

  The road-to-vehicle communication device 16 may transfer the position information and the psychological state information related to the own vehicle 10 to the other vehicle C or the center 20 when the own vehicle 10 is in a traffic jam area. In this way, the other vehicles A to E can detect the psychological state of the driver in the traffic jam area, and the risk level of the traffic jam area can be determined. In addition, the system is realized more efficiently in terms of information transmission and information processing by not transferring information when there is no traffic jam.

Alternatively, the road-to-vehicle communication device 16 may notify the driver of the other vehicle C of traffic information regarding the vehicle around the other vehicle C. In this case, the driver of the other vehicle C can know whether his situation is dangerous by knowing the frustration of the driver of the surrounding vehicle, so only the necessary traffic information is obtained in this way. There may also be aspects of selection or collection.
Further, not only the determination of a traffic jam frustrated state by an accelerator pedal operation, but a traffic jam frustrated state may be determined by a steering operation or a driver's photographed image. For example, it can be determined that the greater the number of steering operations, the higher the degree of frustration. The degree of frustration can be determined according to the ratio of the time during which the steering operation is performed with respect to the time during which the steering operation is not performed. Further, it is possible to determine the traffic jam frustrated state based on the driving state photographed by the in-vehicle camera, for example, the driver's facial expression, the driver's line of sight, and the like.

  DESCRIPTION OF SYMBOLS 1 ... Traffic information provision system, 10 ... Vehicle, 12 ... Traveling position information acquisition part, 14 ... Traffic jam frustrated state determination part, 16 ... Road-to-vehicle communication machine, 18 ... To a driver Information providing unit, 20 ... center, A to E ... vehicle

Claims (6)

Position information acquisition means for acquiring position information of the own vehicle;
Psychological state information acquisition means for acquiring the psychological state of the driver as psychological state information;
Information transfer means for transferring the position information acquired by the position information detection means and the psychological state information acquired by the psychological state information acquisition means in association with each other;
Informing means for notifying a driver of another vehicle of traffic information based on the position information and the psychological state information relating to the own vehicle received from the information transfer means;
A traffic information provision system. An information center provided with the notification means;
The traffic information providing system according to claim 1, wherein the notification unit aggregates the position information and the psychological state information from the information transfer unit of the own vehicle and distributes the traffic information to the other vehicle.   The said other vehicle is provided with the said alerting | reporting means, The said alerting | reporting means receives the said positional information and the said psychological state information directly from the said information transfer means of the said own vehicle, and alert | reports the said traffic information with respect to a driver. The traffic information providing system according to 1.   The traffic information providing system according to any one of claims 1 to 3, wherein the information transfer unit transfers the position information and the psychological state information relating to the own vehicle when the own vehicle is in a traffic jam area. .   The traffic information providing system according to any one of claims 1 to 4, wherein the notification unit notifies the driver of the other vehicle of the traffic information related to a vehicle around the driver. A traffic information communication device for acquiring traffic information about other vehicles,
A traffic information communication apparatus comprising means for acquiring traffic information that associates position information of the other vehicle with a psychological state of a driver of the other vehicle.

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