JP2015125611A - Drive support program, method and device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To support safe drive of a vehicle.SOLUTION: A drive support method comprises processes of: (A) calculating a travel schedule time zone when a vehicle travels about a travel schedule place included in a travel schedule route of the vehicle; (B) referring to a storage part storing predetermined occurrence frequency of braking corresponding to the time zone about the travel schedule place, and performing output for prompting a driver to take a rest at a place before the travel schedule place on the travel schedule route with detection of the fact that the predetermined occurrence frequency of braking in the travel schedule time zone is higher than predetermined standard, as a condition.

Description

  The present invention relates to a technique for supporting driving of a vehicle.

  Conventionally, for safe driving, there has been a technique for giving a warning to a driver or limiting a speed by paying attention to a place where a sudden brake or the like occurs or an accident place. There is also a technology that performs navigation while avoiding accident-prone points.

  Furthermore, for safe driving, there is a technology for generating a drive plan including a route and a break that avoids a dangerous road in consideration of dangerous road information and resting place information. However, in this technique, the specific form of consideration is not considered.

  Although these prior arts show a great viewpoint of avoiding dangerous roads, the roads are not always dangerous. In some cases, a route that avoids a dangerous road cannot be set. Furthermore, although it is understood that a break is also important for safe driving, it cannot be said that sufficient consideration is given to how to take an effective break.

JP 2012-73181 A JP 2004-287856 A JP 2008-122232 A JP 2009-210530 A JP 2009-251876 A

  Therefore, the objective of this invention is providing the technique for assisting the safe driving | running | working of a vehicle as one side surface.

  In the driving support method according to one aspect of the present invention, (A) a scheduled traveling time zone in which the vehicle travels is calculated for a planned traveling location included in the planned traveling route of the vehicle, and (B) a scheduled time zone for the planned traveling location. On the planned travel route on condition that it is detected that the frequency of occurrence of the predetermined brake in the scheduled travel time zone is higher than a predetermined reference with reference to the storage unit storing the frequency of occurrence of the predetermined brake according to It includes a process for outputting a break in front of the planned travel location.

  According to one aspect, it is possible to effectively support safe driving of a vehicle.

FIG. 1 is a diagram for explaining a system according to an embodiment. FIG. 2 is a diagram illustrating an example of the sudden brake determination value table. FIG. 3 is a diagram illustrating an example of the accident determination value table. FIG. 4 is a diagram illustrating an example of the risk level table. FIG. 5 is a diagram illustrating an example of the overall risk level division. FIG. 6 is a diagram illustrating an example of the initial operation plan. FIG. 7 is a diagram illustrating a comparison result between the initial operation plan and the risk level table. FIG. 8 is a diagram illustrating an example of a final operation plan. FIG. 9 is a diagram illustrating a comparison result between the final operation plan and the risk level table. FIG. 10 is a diagram showing a processing flow in the present embodiment. FIG. 11 is a diagram illustrating a process flow of the operation plan correction process. FIG. 12 is a diagram illustrating a processing flow of the running process. FIG. 13 is a diagram illustrating a system configuration example in the case of using a driving support device. FIG. 14 is a diagram for explaining another embodiment. FIG. 15 is a diagram for explaining another embodiment. FIG. 16 is a diagram for explaining another embodiment. FIG. 17 is a diagram for explaining another embodiment. FIG. 18 is a functional block diagram of a computer.

  A system according to the present embodiment will be described with reference to FIG. For example, the navigation device 100 of the vehicle 1000 appropriately downloads risk level data used for processing described below from the data distribution server 300 via the network 200 such as the Internet.

  In addition, the navigation device 100 includes an input unit 101, a first data storage unit 102, a first scheduling unit 103, a second data storage unit 104, a second scheduling unit 105, a receiving unit 106, and risk level data. A storage unit 107, a third data storage unit 108, an output unit 109, a position data acquisition unit 110, and a map data storage unit 111 are included.

  The input unit 101 receives input data for route search from the user and stores the input data in the first data storage unit 102. The first scheduling unit 103 uses the map data stored in the map data storage unit 111 by a predetermined algorithm in accordance with the input data for the operation plan stored in the first data storage unit 102, and outputs the initial operation plan data. Generated and stored in the second data storage unit 104. As shown below, the driving plan data includes a travel route and a travel time in each road section of the travel route or a passage time at an end point of each road section.

  The second scheduling unit 105 informs the risk data storage unit 107 whether or not the initial driving plan data stored in the second data storage unit 104 satisfies a condition for a break that will be described below. Judgment is made based on the stored risk level table. And the 2nd scheduling part 105 performs the process for changing a rest place, when said conditions are satisfy | filled. At this time, a candidate for a resting place may be presented via the output unit 109 and may be selected by the user using the input unit 101. The final operation plan data that is the result of this processing is stored in the third data storage unit 108.

  Note that the risk level table stored in the risk level data storage unit 107 may be acquired by the reception unit 106 from the data distribution server 300 via the network 200 and stored, for example.

  The map data storage unit 111 stores data used for route search and the like performed by the first scheduling unit 103, and rest place candidate data.

  The output unit 109 outputs the final operation plan data stored in the third data storage unit 108. The output destination is, for example, a display device. The output unit 109 compares the current position data and time acquired from the position data acquisition unit 110, which is a GPS (Global Positioning System) device, for example, with the final driving plan, and takes a break when approaching a resting place. If you are approaching a place with a high degree of danger, a warning is output.

  The present embodiment is characterized by the risk level table stored in the risk level data storage unit 107. In the present embodiment, the data distribution server 300 collects the traveling results of a large number of vehicles for the past six months, for example, every hour for each predetermined road section (may be every time zone other than every hour). ) Count the number of sudden braking and accidents. Then, the data distribution server 300 compares the sudden braking determination value table as shown in FIG. 2 to specify the hourly risk level of each road section regarding sudden braking. In the example of FIG. 2, the range for each level of risk is defined such that the first stage is sudden braking 0 to 5 times and the second stage is sudden braking 6 to 10 times. .

  Further, the data distribution server 300 compares the accident determination value table as shown in FIG. 3 to specify the danger level of each road section at every hour (may be every time zone other than every hour) regarding the accident. . In the example of FIG. 3, the range for each risk level is defined such that the 0th stage is 0 accidents, the 1st stage is 1 to 5 accidents, the 2nd stage is 6 or more accidents, etc. Yes.

  In the present embodiment, the hourly total risk level of each road section is calculated by adding the risk level related to sudden braking and the risk level related to an accident.

  FIG. 4 shows an example of a risk level table that stores the overall risk level of each road section. In the example of FIG. 4, for the road section AB, the road section BC, and the road section CD, the danger level at 14:00, the danger level at 15:00, the danger level at 16:00, The danger level in the hour zone, the danger level in the 18:00 zone, and the danger level in the 19:00 zone are registered. Such data is an example and is only part of the whole. As described above, even on the same road, the degree of danger increases or decreases depending on the time. Therefore, in the present embodiment, processing is performed in consideration of such a time change.

  In the present embodiment, as shown in FIG. 5, for example, it is determined that the overall risk level is 1 to 7, and the total risk level 8 to 10 is determined to be dangerous.

  Next, the outline of the processing according to the present embodiment will be described with reference to FIGS. For example, the first scheduling unit 103 stores map data using a known algorithm on the condition that it starts from the starting point A and arrives at the goal point D by 21:00 and rests every 4 hours of driving time. An initial operation plan is generated using data stored in the unit 111.

  Then, for example, an initial operation plan as shown in FIG. 6 is generated. In other words, if you depart from point A at 14:00, pass through point B at 16:00, and arrive at point C at 18:00, take a break for 1 hour, then leave point C at 19:00 and arrive at point D at 21:00 It is a plan. However, when this operation plan is collated with the risk level table shown in FIG. 4, a result as shown in FIG. 7 is obtained. That is, the total risk from 17:00 to 18:00 when driving from point B to point C exceeds the threshold value of 8. In this driving plan, it is determined that the vehicle is dangerous because it passes through a road section with a high overall risk level when it is tired immediately before taking a break.

  If it does so, the 2nd scheduling part 105 will advance the break which is supposed to be taken every 4 hours. For example, as shown in FIG. 8, a break scheduled to be taken at point C is taken at point B. If it does so, the driving | running | working to the point B will be the same as an initial driving | running plan, However, After driving | running for 2 hours, he will take a 1-hour break. If it does so, it will depart from the point B at 17:00, will pass the point C at 19:00, and the driving | running plan which arrives at the point D at 21:00 is produced | generated. In this way, there are cases where it is not necessary to travel during high-risk times by putting a break ahead.

  Here, the result shown in FIG. 9 is obtained by collating with the risk level table of FIG. In this example, even if such a break is brought forward, while traveling from point B to point C, the road from point B to point C is traveled at 17:00 when the overall risk is high. However, in the present embodiment, since the attention is restored by resting, the degree of risk is substantially reduced, and there is no problem.

  Next, generation of the operation plan as described above will be specifically described with reference to FIGS. 10 to 17.

  First, the input unit 101 causes the output unit 109 to display a prompt to input a start point, receives an input of the start point from the user, and stores it in the first data storage unit 102 (FIG. 10: step S1).

  In addition, the input unit 101 causes the output unit 109 to perform a display prompting the user to input a goal point, receives an input of the goal point from the user, and stores it in the first data storage unit 102 (step S3).

  Further, the input unit 101 causes the output unit 109 to display an input for the arrival target time, receives an input of the arrival target time from the user, and stores it in the first data storage unit 102 (step S5).

  Then, the input unit 101 causes the output unit 109 to display a prompt for input of the continuous operation time, receives the input of the continuous operation time from the user, and stores it in the first data storage unit 102 (step S7). In addition, about the input of continuous operation time, if already input, for example, it is omissible. For example, the continuous operation time is 4 hours. A break time (for example, 1 hour) may also be set.

  Thereafter, the first scheduling unit 103 stores in the map data storage unit 111 according to a predetermined algorithm based on the conditions (start point, goal point, arrival target time and continuous operation time) stored in the first data storage unit 102. Data of the initial operation plan is generated using the map data thus obtained and stored in the second data storage unit 104 (step S9). Since this process is a process according to a known algorithm, it will not be described further. As shown in FIG. 6, the initial operation plan data includes a scheduled passage time of each point on the route, a resting place, and a time. In general, in the initial operation plan, there is often a break before the continuous operation time is exceeded.

  And the 2nd scheduling part 105 performs an operation plan correction process with respect to an initial operation plan using the risk level table stored in the risk level data storage part 107 (step S11). This operation plan correction process will be described with reference to FIG.

  First, the second scheduling unit 105 extracts risk data for each road section of the initial operation plan from the risk table (FIG. 11: step S21). In the example described above, risk level data from point A to point D is first extracted regardless of the scheduled travel time.

  Further, the second scheduling unit 105 extracts risk data of the corresponding road section at the scheduled travel time from the extracted data (step S23). In the example described above, risk level data from 14:00 to 21:00 is extracted for later processing.

  And the 2nd scheduling part 105 specifies the comprehensive risk in the time slot | zone immediately before continuous operation time progress from extraction data (step S25). In the example described above, the overall risk “9” is obtained by focusing on one hour from the third hour to the fourth hour from the start of traveling. This is because if the overall risk level during this period is high, an accident is likely to occur.

  Then, the second scheduling unit 105 determines whether or not the specified overall risk is greater than or equal to a threshold value (step S27).

  Here, if the specified overall risk is less than the threshold, the second scheduling unit 105 sets the initial operation plan as it is as the final operation plan, and stores it in the third data storage unit 108 (step S29). . Here, assuming that there is no danger of changing the operation plan, the initial operation plan is adopted as it is. Then, the process returns to the caller process.

  On the other hand, when the specified overall risk is equal to or greater than the threshold, the second scheduling unit 105 determines from the map data storage unit 111 a resting place that exists before the current resting place in the travel route in the initial driving plan. Candidates are extracted (step S31). The driving route is traced in the reverse direction, and rest place candidates are extracted from the map data storage unit 111. In the example of FIG. 6, the point B is obtained. If there are others, other rest place candidates are also extracted.

  And the 2nd scheduling part 105 specifies one rest place from the extracted rest place candidate (step S33). Here, for example, a plurality of break place candidates may be displayed on the display device from the output unit 109 and may be selected by the user. Moreover, you may make it select one rest place according to conditions from several rest place candidates. For example, it may be a condition that it is closest to the current break place, or a condition that a break does not increase. This is because if the break place is brought forward too much, it will run for more than 4 hours after the break, and it may be necessary to increase the break. If only one rest location candidate can be extracted, the rest location candidate is selected. In the above example, the point B is selected as a new rest place.

  Then, the second scheduling unit 105 generates a final driving plan that sets a break at the specified resting place, and stores the data of the final driving plan in the third data storage unit 108 (step S35). The process then returns to the caller process.

  For example, the initial driving plan up to a new resting place is used without change, and after a predetermined resting time is rested at the new resting place, the vehicle continues to run until the old resting time is completed, and after the old resting time is completed the initial driving Use without changing the plan. Then, a final operation plan as shown in FIG. 8 is generated. In addition, it is preferable to attach a mark to the road section and the time zone in which the overall risk level is not less than the threshold value. In the example of FIG. 8, the overall risk level of the road section from point B to point C is from 17:00 to 18:00 is equal to or greater than the threshold.

  In this way, it is possible to avoid passing a dangerous road in a fatigued time zone by moving the break forward, and to reduce the probability of an accident occurring.

  Returning to the description of the processing in FIG. 10, the output unit 109 outputs the data of the final operation plan stored in the third data storage unit 108 to the display device (step S13). The display form may be any form, but may be a form as shown in FIG.

  And the output part 109 performs a process during driving | running | working (step S15). This running process is, for example, a process as shown in FIG.

  The output unit 109 acquires the current travel position and time from the position data acquisition unit 110 (FIG. 12: step S41).

  Further, the output unit 109 determines whether it is within a predetermined distance and a predetermined time before the break place and the scheduled start time of the break (step S43). If it is determined that this condition is satisfied, the output unit 109 outputs a break notice by voice or the like (step S45). In this way, the driver can recognize the break. When the final driving plan is corrected by the driving plan correction process, the break is advanced from the initial driving plan and notified to the driver. On the other hand, when the condition of step S43 is not satisfied, the process proceeds to step S47.

  And the output part 109 judges whether it is drive | working the road area and time slot | zone for which total risk exceeds a threshold value from a driving | running | working position and time (step S47).

  If the condition of step S47 is not satisfied, the process proceeds to step S51. On the other hand, when the condition of step S47 is satisfied, the output unit 109 outputs a warning by voice or the like (step S49). For example, a warning message is output so that the distance between vehicles is sufficient.

  Then, the output unit 109 determines whether the vicinity of the goal point is approached or an instruction to end the process is given (step S51). If this condition is not satisfied, the process returns to step S41. On the other hand, when this condition is satisfied, the process returns to the caller process.

  By executing such processing, the driver can know the timing of the break or know that he is traveling in a dangerous place.

  Although the embodiment of the present invention has been described above, the present invention is not limited to this. For example, although the system of FIG. 1 has shown the example which processes by the navigation apparatus 100 provided in the vehicle 1000, you may make it process by the apparatus different from the data delivery server 300, for example. For example, the process may be performed by a mobile terminal (for example, a smartphone) having a navigation function. Further, the processing described above may be performed in cooperation with a server connected via the network 200.

  Furthermore, a driving support device may be provided at a place where delivery work or the like is performed, and a driver administrator may generate a driving plan using the driving support device.

  For example, a system as shown in FIG. 13 may be used. The driving support apparatus 400 includes an input unit 101, a first data storage unit 102, a first scheduling unit 103, a second data storage unit 104, a second scheduling unit 105, a third data storage unit 108, and a reception Unit 106, risk data storage unit 107, and output unit 120.

  The difference from the navigation device 100 of FIG. 1 is that the position data acquisition unit 110 does not exist and a portion where the output unit 109 is replaced with the output unit 120.

  Since the driving support device 400 is provided in the office, real-time position data and time are not used, and thus the position data acquisition unit 110 is not included.

  The output unit 120 is mainly different from the output unit 109 in that it does not perform processing using real-time position data and time. In addition, the output unit 120 may cause the output device such as a printer to output final operation plan data.

  Furthermore, the output unit 120 may output the data of the final operation plan via the network 200 or directly to a mobile terminal that the driver has, so that the data of the final operation plan can be used on the mobile terminal or the like. .

  Furthermore, in the process described above, the total risk in the time zone immediately before the lapse of the continuous operation time is specified in steps S25 and S27, and it is determined whether or not it is equal to or greater than the threshold value. However, not only the immediately preceding time zone but also the time immediately after the last resting place candidate passes and immediately before the continuous operation time elapses may be considered.

  For example, consider a case where an initial operation plan as shown in FIG. 14 is obtained. The operation plan itself is the same as in FIG. 6 except that the time during which the road section from point B to point C becomes dangerous is from 16:00 to 17:00, as can be seen from FIG. In such a case, according to the first explanation, the initial operation plan is used as it is as the data of the final operation plan.

  However, as described above, in step S25, considering not only the previous time zone but also the time after passing the previous rest place candidate and immediately before the continuous operation time elapses, the overall risk of “9 to 17:00” ”Is equal to or greater than the threshold value, so the break is advanced.

  Then, the final operation plan data as shown in FIG. 16 can be obtained. This is the same as FIG. 8, but as shown in FIG. 17, a break is performed from 16:00 to 17:00 when the overall risk is equal to or higher than the threshold, so there are times when the overall risk is high. After elapses, the vehicle travels from road section B to D, and the burden on the driver is reduced.

  Furthermore, even if it is not a business vehicle, a safe driving can be performed by appropriately setting a break as described above in a general vehicle.

  The functional block diagram described above is only an example, and may differ from the program module configuration and the file configuration. The processing flow is also an example, and the processing order may be changed or a plurality of steps may be executed in parallel as long as the processing result does not change.

  Note that the navigation device 100 and the driving support device 400 described above are computer devices, and as shown in FIG. 18, a memory 2501, a CPU (Central Processing Unit) 2503, and a hard disk drive (HDD). A bus 2519 connects a display control unit 2507 connected to 2505, a display device 2509, a drive device 2513 for the removable disk 2511, an input device 2515, and a communication control unit 2517 for connecting to a network. An operating system (OS) and an application program for executing the processing in this embodiment are stored in the HDD 2505, and are read from the HDD 2505 to the memory 2501 when executed by the CPU 2503. The CPU 2503 controls the display control unit 2507, the communication control unit 2517, and the drive device 2513 according to the processing content of the application program, and performs a predetermined operation. Further, data in the middle of processing is mainly stored in the memory 2501, but may be stored in the HDD 2505. In an embodiment of the present technology, an application program for performing the above-described processing is stored in a computer-readable removable disk 2511 and distributed, and installed from the drive device 2513 to the HDD 2505. In some cases, the HDD 2505 may be installed via a network such as the Internet and the communication control unit 2517. Such a computer apparatus realizes various functions as described above by organically cooperating hardware such as the CPU 2503 and the memory 2501 described above and programs such as the OS and application programs. .

  The above-described embodiment can be summarized as follows.

  In the driving support method according to the present embodiment, (A) a time zone in which the vehicle is scheduled to travel is acquired for a travel planned location included in the planned travel route of the vehicle, and (B) a danger for each predetermined range of the road The degree of danger is higher than the predetermined standard when the degree of danger in the predetermined range of the road is higher than the predetermined standard, referring to the storage unit storing the degree for each time period, A process of setting a break schedule before a predetermined range of the road is included.

  In this way, it is possible to avoid traveling in a high risk time zone, or even if it can not be avoided, after taking a break and traveling in such a predetermined range, the fatigue level is low Because you can drive more carefully, you can expect safe driving. The risk level includes a case where the numerical value becomes smaller as the risk becomes more dangerous.

  Further, in the case where it is determined that the process for setting the break schedule described above is (b1) that the driver of the vehicle takes a second predetermined time break every time the first predetermined time is traveled. When the vehicle travels within a predetermined range of a road having a degree of risk greater than a predetermined value within the third predetermined time before the completion of traveling for the first predetermined time, the second predetermined time is taken as the first predetermined time. May be included before the third predetermined time from the completion of traveling. Since there is a case where it is obliged to take a break in a commercial vehicle, the possibility of safe driving can be increased by such processing.

  Furthermore, the process for setting the break schedule described above refers to the second storage unit that stores the information on the break place relating to the road (b2), and travels within a predetermined range in which the degree of risk is higher than a predetermined standard. You may make it include the process which specifies the break place in front. Thus, if the 2nd memory | storage part is prepared, a rest place can be set appropriately.

  The degree of risk described above may be set based on at least one of the occurrence frequency of sudden braking and the number of accidents. The occurrence frequency of sudden braking is also an index that represents the degree of danger, and is adopted in the present embodiment.

  Furthermore, the driving support method according to the present embodiment may further include (C) a process for outputting an output prompting the driver to take a break before the scheduled break time. For example, in the case of a car navigation device, the burden on the driver can be reduced by performing such output.

  Furthermore, the driving support method according to the present embodiment may further include (D) processing that prompts the user to select one of the resting places when a plurality of resting places are specified. This makes it possible to set a break place that suits the driver's convenience.

  Note that a program for causing a computer (or an arithmetic device or a processor) to execute the processing described above can be created, such as a flexible disk, an optical disk such as a CD-ROM, or a magneto-optical disk. These are stored in a computer-readable storage medium or storage device such as a semiconductor memory (for example, ROM) or a hard disk. Note that data being processed is temporarily stored in a storage device such as a RAM.

  The following supplementary notes are further disclosed with respect to the embodiments including the above examples.

(Appendix 1)
For the planned travel location included in the planned travel route of the vehicle, calculate the planned travel time zone for the vehicle to travel,
Referring to the storage section storing the frequency of occurrence of a predetermined brake corresponding to the time zone for the planned travel location, detecting that the frequency of occurrence of the predetermined brake in the scheduled time zone is higher than a predetermined reference. As a condition, an output for encouraging a break in front of the planned travel location on the planned travel route is provided.
A driving support program characterized by causing processing to be executed.

(Appendix 2)
The driving support program according to claim 1, wherein the condition further includes detecting that the scheduled traveling time zone overlaps with the rest time based on a break time setting rule according to the driving time. .

(Appendix 3)
For a scheduled travel location included in the planned travel route of the vehicle, obtain a time zone during which the vehicle is scheduled to travel,
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, A driving support program that causes a computer to execute a process of setting a schedule for a break before a predetermined range of a road where the degree of risk is higher than a predetermined standard.

(Appendix 4)
The process of setting the break schedule is as follows:
When it is determined that the driver of the vehicle takes a second predetermined time break every time the first predetermined time is traveled, the first predetermined time is set to the third predetermined time before the completion of traveling. Within a predetermined range of a road having a degree of risk greater than a predetermined value, the second predetermined time break is performed before the third predetermined time from the completion of traveling the first predetermined time. The driving support program according to supplementary note 3, including processing to set to.

(Appendix 5)
The process of setting the break schedule is as follows:
The second storage unit that stores information on a resting place relating to the road is referred to, and a process for specifying a resting place before traveling in a predetermined range in which the degree of risk is higher than a predetermined standard is executed. The driving support program according to appendix 3 or 4.

(Appendix 6)
The driving support program according to any one of appendices 3 to 5, wherein the risk level is set based on at least one of a frequency of occurrence of sudden braking and a number of accidents.

(Appendix 7)
The driving support program according to any one of appendices 3 to 6, further causing the computer to execute a process of performing an output for prompting the driver to take a break before the scheduled break time.

(Appendix 8)
The driving support program according to appendix 5, further causing the computer to execute a process for prompting the user to select one of the rest places when a plurality of the rest places are specified.

(Appendix 9)
For a scheduled travel location included in the planned travel route of the vehicle, obtain a time zone during which the vehicle is scheduled to travel,
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, A driving support method executed on a computer, including a process of setting a break schedule before a predetermined range of a road where the degree of risk is higher than a predetermined standard.

(Appendix 10)
Means for acquiring a time zone in which the vehicle is scheduled to travel for a planned travel location included in the planned travel route of the vehicle;
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, Means for setting a break schedule before a predetermined range of the road, the risk of which is higher than a predetermined standard;
A driving support device having

100 navigation apparatus 101 input unit 102 first data storage unit 103 first scheduling unit 104 second data storage unit 111 map data storage unit 105 second scheduling unit 106 reception unit 107 risk data storage unit 108 third data storage unit 109 output Unit 110 Position data acquisition unit

Claims (10)

For the planned travel location included in the planned travel route of the vehicle, calculate the planned travel time zone for the vehicle to travel,
Referring to the storage section storing the frequency of occurrence of a predetermined brake corresponding to the time zone for the planned travel location, detecting that the frequency of occurrence of the predetermined brake in the scheduled time zone is higher than a predetermined reference. As a condition, an output for encouraging a break in front of the planned travel location on the planned travel route is provided.
A driving support program characterized by causing processing to be executed.   2. The driving support according to claim 1, wherein the condition further includes detecting that the scheduled travel time zone overlaps with the break time based on a break time setting rule according to the drive time. program. For a scheduled travel location included in the planned travel route of the vehicle, obtain a time zone during which the vehicle is scheduled to travel,
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, A driving support program that causes a computer to execute a process of setting a schedule for a break before a predetermined range of a road where the degree of risk is higher than a predetermined standard. The process of setting the break schedule is as follows:
When it is determined that the driver of the vehicle takes a second predetermined time break every time the first predetermined time is traveled, the first predetermined time is set to the third predetermined time before the completion of traveling. Within a predetermined range of a road having a degree of risk greater than a predetermined value, the second predetermined time break is performed before the third predetermined time from the completion of traveling the first predetermined time. The driving support program according to claim 3, further comprising a process for setting to. The process of setting the break schedule is as follows:
The second storage unit that stores information on a resting place relating to the road is referred to, and a process for specifying a resting place before traveling in a predetermined range in which the degree of risk is higher than a predetermined standard is executed. The driving support program according to claim 3 or 4. The driving assistance program according to any one of claims 3 to 5, wherein the degree of risk is set based on at least one of a frequency of occurrence of sudden braking and a number of accidents. The driving support program according to any one of claims 3 to 6, further causing the computer to execute a process of performing an output for prompting the driver to take a break before the scheduled break time.   The driving support program according to claim 5, further causing the computer to execute a process of prompting the user to select one of the rest places when a plurality of the rest places are specified. For a scheduled travel location included in the planned travel route of the vehicle, obtain a time zone during which the vehicle is scheduled to travel,
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, A driving support method executed on a computer, including a process of setting a break schedule before a predetermined range of a road where the degree of risk is higher than a predetermined standard. Means for acquiring a time zone in which the vehicle is scheduled to travel for a planned travel location included in the planned travel route of the vehicle;
When the degree of danger in the predetermined range of the road traveling in the scheduled time zone acquired is referred to the storage unit storing the degree of danger for each predetermined range of the road according to the time zone, Means for setting a break schedule before a predetermined range of the road, the risk of which is higher than a predetermined standard;
A driving support device having

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