JP2017062583A - Danger information notification system, server and computer program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately notify the existence of a vehicle which deviates from a lane in order to avoid an obstacle, such as a bicycle and a pedestrian moving without staying at a specific place, without needing a detection device, such as a radar at a place where a photographing device is not installed.SOLUTION: A server 2 estimates the present position of an obstacle of e.g., a bicycle or the like whose position changes, determines whether the estimated present position of the obstacle is within a near-miss area, and determines whether there is a vehicle that currently travels within the near-miss area or advances into the near-miss area. Then, when the server 2 determines that the present position of the obstacle is within the near-miss area and also that there is the vehicle that currently travels within the near-miss area or advances into the near-miss area, the server transmits danger information to an on-vehicle machine 3 mounted on the vehicle.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a danger information notification system, a server, and a computer program.

  Conventionally, as a system for detecting an obstacle on a road and notifying the presence of a vehicle that deviates from the lane in order to avoid the obstacle, techniques disclosed in Patent Documents 1 and 2, for example, have been disclosed. Patent Document 1 discloses a technique for predicting that when a road is photographed and an obstacle is detected, a traveling vehicle behind the obstacle will change lanes, and that is notified to the oncoming vehicle. Further, in Patent Document 2, when an obstacle is detected by a radar or the like, a vehicle-to-vehicle communication is performed with an oncoming vehicle, and a time zone during which the obstacle enters the dangerous area is transmitted to the oncoming vehicle. Is disclosed.

JP 2001-148098 A JP 2006-236030 A

  However, the technique disclosed in Patent Document 1 requires a photographing device for photographing a road, and there is a problem that danger information cannot be notified at a location where the photographing device is not installed. In the technique disclosed in Patent Document 2, it is necessary for the vehicle itself to detect an obstacle on the road with a detection device such as a radar, and there is a problem that danger information cannot be notified in a place where the prospect is poor.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to move without staying at a specific place without requiring a detection device such as a radar in a place where a photographing apparatus is not installed. An object of the present invention is to provide a danger information notification system, a server, and a computer program that can appropriately notify the presence of a vehicle that deviates from the lane in order to avoid an obstacle such as a bicycle or a pedestrian.

  According to the first aspect of the present invention, in the server, the travel data acquisition unit acquires travel data relating to travel of the vehicle. The map data acquisition unit acquires map data. The avoidance specifying unit specifies an avoidance position and an avoidance time at which the vehicle avoids an obstacle on the road using the travel data and the map data. The moving speed specifying unit specifies the moving speed of the obstacle using the avoidance position and the avoidance time. The current position estimation unit estimates the current position of the obstacle using the avoidance position, the moving speed of the obstacle, and the map data. The danger notification area determination unit determines whether or not the current position of the obstacle is within a predetermined danger notification area using the map data. The vehicle presence determination unit determines whether there is a vehicle traveling in the danger notification area or entering the danger notification area. The transmission control unit determines that the current position of the obstacle is within a predetermined danger notification area by the danger notification area determination unit, and if there is a vehicle traveling in the danger notification area or entering the danger notification area If it is determined by the vehicle presence determination unit, the in-vehicle device mounted on the vehicle is caused to transmit the danger information from the transmission unit. And in a vehicle equipment, a receiving part receives danger information from a server. The notification unit notifies the danger information.

  That is, the server estimates the current position of the obstacle whose position changes, determines that the estimated current position of the obstacle is within a predetermined danger notification area, and is traveling in the danger notification area or reporting the danger. When it is determined that there is a vehicle entering the area, the danger information is transmitted to the in-vehicle device mounted on the vehicle. As a result, in a place where the photographing device is not installed, a detection device such as a radar is not required, and the vehicle deviates from the lane to avoid an obstacle such as a bicycle or a pedestrian that moves without staying at a specific location. The presence of the vehicle can be notified appropriately.

Functional block diagram showing an embodiment of the present invention Flow chart showing moving speed specifying process Flow chart showing danger information transmission processing The figure which shows the aspect which vehicle equipment transmits driving data (the 1) The figure which shows the aspect which vehicle equipment transmits driving data (the 2) The figure which shows the aspect which estimates the present position of an obstruction The figure which shows the aspect in which a server transmits danger information (the 1) Figure showing the alert screen (Part 1) The figure which shows the aspect in which a server transmits danger information (the 2) Figure showing the alert screen (Part 2)

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
The danger information notification system 1 is configured such that a server 2 and an unspecified number of in-vehicle devices 3 respectively mounted on an unspecified number of vehicles are communicably connected via a wide area communication network. The server 2 includes a control unit 4, a wide area communication unit 5 (transmission unit), and a map database 6. The control unit 4 includes a microcomputer having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and an I / O (Input / Output). The control unit 4 executes the computer program stored in the non-transitional tangible recording medium, thereby executing processing corresponding to the computer program and controlling the overall operation of the server 2.

  The wide area communication unit 5 performs wide area communication with an unspecified number of in-vehicle devices 3 via a wide area communication network including the Internet network. The map database 6 stores map data related to the map. The map data includes road data indicating the type of road and the number of lanes, intersection data indicating the type of intersection, and the like. In addition, the map database 6 stores an area where the driver is likely to feel danger during driving (for example, an area including a curve with a poor visibility or a place where accidents frequently occur) as a near-miss area (predetermined danger notification area). doing.

  The in-vehicle device 3 includes a control unit 7, a wide-area communication unit 8 (receiving unit), a GPS (Global Positioning System) sensor 9, a vehicle speed sensor 10, a steering sensor 11, a gyro sensor 12, an acceleration sensor 13, A map database 14, a notification unit 15, and a travel control unit 16 are included. The control unit 7 includes a microcomputer having a CPU, ROM, RAM, and I / O. The control unit 7 executes processing corresponding to the computer program by executing the computer program stored in the non-transitional tangible recording medium, and controls the overall operation of the in-vehicle device 3.

  The wide area communication unit 8 performs wide area communication with the server 2 via a wide area communication network including the Internet network. The GPS sensor 9 captures GPS radio waves radiated from GPS satellites, receives GPS signals, calculates parameters extracted from the received GPS signals, and detects the current position (latitude, longitude, altitude) of the aircraft. Then, a detection signal indicating the detection result is output to the control unit 7. The vehicle speed sensor 10 detects the vehicle speed and outputs a detection signal indicating the detection result to the control unit 7. The steering sensor 11 detects the steering angle of the steering, and outputs a detection signal indicating the detection result to the control unit 7. The gyro sensor 12 detects the angular velocity of the vehicle and outputs a detection signal indicating the detection result to the control unit 7. The acceleration sensor 13 detects the acceleration of the vehicle and outputs a detection signal indicating the detection result to the control unit 7. The map database 14 stores map data related to the map. The notification unit 15 includes a display unit that displays a screen and a voice output unit that outputs a sound. When a notification command signal is input from the control unit 7, a notification operation such as displaying a predetermined screen or outputting a predetermined sound is performed. I do. When the travel control command signal is input from the control unit 7, the travel control unit 16 performs a travel control operation such as reducing (decelerating) the vehicle speed.

  In the configuration described above, when the control unit 7 receives detection signals from the sensors 9 to 13, the control unit 7 generates travel data relating to the travel of the vehicle using the input detection signals and the map data acquired from the map database 14. The generated travel data is transmitted from the wide area communication unit 8 to the server 2. The travel data transmitted from the in-vehicle device 3 to the server 2 includes the current position of the vehicle, the vehicle speed, the steering angle, the angular velocity, the acceleration, the time, and the like. In addition, the control part 7 samples driving | running | working data for every predetermined | prescribed time or every predetermined | prescribed driving | running | working distance, and transmits every time sampling or a predetermined sampling number collectively. Further, when the danger information is received from the server 2 by the wide area communication unit 8, the control unit 7 performs a notification operation by the notification unit 15 and a travel control operation by the travel control unit 16.

  In the server 2, the control unit 4 includes a travel data acquisition unit 4a, a map data acquisition unit 4b, an avoidance specification unit 4c, a movement speed specification unit 4d, a current position estimation unit 4e, and a danger notification area determination unit 4f. And a vehicle presence determination unit 4g and a transmission control unit 4h. These units 4a to 4h are realized by software. In addition, the structure by which each part 4a-4h is implement | achieved by hardware may be sufficient.

  The travel data acquisition unit 4 a acquires travel data by receiving travel data from the in-vehicle device 3 by the wide area communication unit 5. The map data acquisition unit 4 b acquires map data from the map database 6. The avoidance specifying unit 4c determines whether or not the vehicle has avoided an obstacle on the road using the travel data and the map data. If the vehicle has avoided the obstacle on the road, the avoidance position and the avoidance time are determined. Is identified. An obstacle is an obstacle whose position changes like a bicycle or a pedestrian. The moving speed specifying unit 4d specifies the moving speed of the obstacle using the avoidance position and the avoidance time. The current position estimation unit 4e estimates the current position of the obstacle using the avoidance position, the moving speed of the obstacle, and the map data. The in-risk notification area determination unit 4f determines whether or not the estimated current position of the obstacle is within the near-miss area using map data. The vehicle presence determination unit 4g determines whether or not there is a vehicle traveling in the near-miss area or entering the near-miss area. If it is determined that the estimated current position of the obstacle is in the near-miss area and there is a vehicle traveling in or near the near-miss area, the transmission control unit 4h is mounted on the vehicle. The in-vehicle device 3 is made to transmit the danger information from the transmission unit 5.

  Next, the operation of the above configuration will be described with reference to FIGS. In the server 2, the control unit 4 performs a moving speed specifying process shown in FIG. 2 and a danger information notification process shown in FIG. 3 in relation to the present invention. Hereinafter, each processing will be described. Note that the vehicle-mounted device 3 can regularly transmit traveling data to the server 2 by constantly connecting a wide area communication line to the server 2 when the power is on, and the server 2 can also transmit danger information. Can be received.

(1) Moving speed specifying process When the start condition of the moving speed specifying process is satisfied during execution of the main process, the control unit 4 starts the moving speed specifying process. When starting the movement speed specifying process, the control unit 4 determines whether or not the travel data is received from the in-vehicle device 3 by the wide area communication unit 5 (S1). When the control unit 4 determines that the travel data is not received from the in-vehicle device 3 by the wide area communication unit 5 (S1: NO), the control unit 4 ends the moving speed specifying process, returns to the main process, and then moves to the next moving speed specifying process. Wait for the start condition to be satisfied.

  When it is determined that the travel data is received from the in-vehicle device 3 by the wide area communication unit 5 (S1: YES), the control unit 4 acquires the travel data (S2, travel data acquisition procedure). The control unit 4 acquires map data from the map database 6 (S3, map data acquisition procedure), compares the travel data with the map data, and the vehicle that has transmitted the travel data protrudes from the lane to avoid an obstacle. It is determined whether the vehicle has traveled (for example, straddling the center line on a one-lane road) (S4). That is, the control unit 4 identifies the characteristics (lane width, number of lanes, type, etc.) of the road on which the vehicle has traveled from the road data included in the map data, and identifies the characteristics of the identified road and the vehicle width data (server 2 is registered as individual vehicle data), and it is determined whether or not the vehicle that has transmitted the travel data has traveled beyond the lane based on the steering angle and angular velocity of the steering indicated by the travel data.

  If the control unit 4 determines that the vehicle does not run out of the lane (S4: NO), the moving speed specifying process is terminated and the process returns to the main process, and the start condition of the next moving speed specifying process is satisfied. stand by. On the other hand, if the control unit 4 determines that the vehicle has run out of the lane (S4: YES), the control unit 4 specifies the position where the vehicle has run out of the lane as an avoidance position, and avoids the time when the vehicle has run out of the lane. The time is specified (S5, avoidance specifying procedure). The avoidance position may be a position where the vehicle is assumed not to protrude from the lane, or may be a position where the vehicle actually protrudes. The control unit 4 specifies the avoidance position by correcting the current position of the vehicle (calculating the amount of protrusion) when the avoidance position is the former, and determines the current position of the vehicle when the avoidance position is the latter. Is directly specified as an avoidance position.

  Next, the control unit 4 determines whether or not the previous avoidance position and avoidance time are stored (S6). That is, the control unit 4 extracts an avoidance position existing on the same road as the road where the current avoidance position exists from the avoidance positions stored in the past. When determining that the previous avoidance position and avoidance time are not stored (S6: NO), the control unit 4 stores the current avoidance position and avoidance time, ends the moving speed specifying process, and returns to the main process. Then, it waits for the start condition of the next movement speed specifying process to be established. On the other hand, when determining that the previous avoidance position and the avoidance time are stored (S6: YES), the control unit 4 calculates the distance between the previous avoidance position and the current avoidance position, and the calculated distance. Is compared with a predetermined distance set in advance (S7). When determining that the calculated distance is less than the predetermined distance (S7: YES), the controller 4 calculates a time between the previous avoidance time and the current avoidance time, and sets the calculated time in advance. The predetermined time is compared (S8). When determining that the calculated time is less than the predetermined time (S8: YES), the control unit 4 specifies the moving speed of the obstacle according to the following calculation formula (1) (S9, moving speed specifying procedure), The moving speed specifying process is ended, the process returns to the main process, and the next moving speed specifying process is waited for to be satisfied.

_{V = (P n -P n-} 1) / (t n -t n-1) ··· (1)
V: moving speed P _n of obstacles: This avoidance position P _n-1: previous avoidance position t _n: this time around time t _n-1: previous avoidance time The control unit 4 has calculated distance If it is determined that the distance is not less than the predetermined distance (greater than the predetermined distance) (S7: NO), or if it is determined that the calculated time is not less than the predetermined time (greater than the predetermined time) (S8: NO), the moving speed of the obstacle The moving speed specifying process is terminated without specifying, and the process returns to the main process to wait for the start condition of the next moving speed specifying process to be satisfied. That is, when the calculated distance is less than the predetermined distance and the calculated time is less than the predetermined time, the control unit 4 determines that the obstacle to be avoided this time and the obstacle to be avoided last time Since the possibility that the object is the same is relatively high, the moving speed of the obstacle is specified. On the other hand, when the calculated distance is equal to or greater than the predetermined distance or the calculated time is equal to or longer than the predetermined time, the control unit 4 determines that the obstacle to be avoided this time and the obstacle to be avoided last time Since the possibility that the object is different is relatively high, the moving speed of the obstacle is not specified.

  Specifically, as shown in FIG. 4 and FIG. 5, when a bicycle that is an obstacle is traveling on a one-lane road, the vehicles A and B travel out of the lane to avoid the bicycle X. Explain the case. The in-vehicle device 3 mounted on the vehicle A transmits traveling data indicating the traveling locus of the vehicle A to the server 2. The in-vehicle device 3 mounted on the vehicle B transmits travel data indicating the travel locus of the vehicle B to the server 2. In the server 2, when the control unit 4 receives the travel data from the in-vehicle device 3 mounted on the vehicle A and determines that the vehicle A has traveled along the travel path indicated by the arrow R1 in FIG. 4 to avoid the bicycle, The avoidance position P1 and the avoidance time t1 at which the vehicle A protrudes from the lane are specified. Thereafter, when the control unit 4 receives the travel data from the in-vehicle device 3 mounted on the vehicle B and determines that the vehicle B traveled along the travel locus indicated by the arrow R2 in FIG. The avoidance position P2 and the avoidance time t2 when B protrudes from the lane are specified. The control unit 4 sets the avoidance position P2 and the avoidance time t2 as the current avoidance position and the current avoidance time, sets the avoidance position P1 and the avoidance time t1 as the previous avoidance position and the previous avoidance time, and uses the calculation formula (1). To determine the speed of obstacle movement. Thereafter, each time the travel data is acquired, the control unit 4 continuously specifies the moving speed of the obstacle using the current avoidance position and the current avoidance time, the previous avoidance position, and the previous avoidance time ( Update). The control unit 4 specifies the moving speed of the obstacle by performing the series of processes described above. 4 and 5 exemplify the positions where the vehicle A is supposed to not protrude from the lane as the avoidance positions P1 and P2, respectively, but the positions where the vehicle actually protrudes are illustrated as the avoidance positions P1. , P2 may be used.

(2) Danger Information Transmission Process When the start condition for the danger information transmission process is satisfied during execution of the main process, the control unit 4 starts the danger information transmission process. When the danger information transmission process is started, the control unit 4 estimates the current position of the obstacle according to the following calculation formula (2) (S11, current position estimation procedure).

_{P now = V × (T now} -t n) + P n ··· (2)
_Pnow : Current position of the obstacle _Tnow : Current time Specifically, as shown in FIG. 6, in the server 2, the control unit 4 estimates the current position of the bicycle X that is an obstacle. That is, the control unit 4, a bicycle X is estimated from the latest avoidance time t _n at a speed V along the road from the latest avoidance position Pn and traveled to the current time T _now.

  The control unit 4 refers to the map database (S12), and determines whether or not the estimated current position of the obstacle is within the near-miss area (S13, danger notification area determination procedure). When the control unit 4 determines that the estimated current position of the obstacle is not within the near-miss area (S13: NO), the danger information transmission process is terminated and the process returns to the main process, and the start condition of the next danger information transmission process is satisfied. Wait for establishment. On the other hand, if the control unit 4 determines that the estimated current position of the obstacle is within the near-miss area (S13: YES), is there a vehicle traveling in the near-hat area or a vehicle entering the near-miss area? (S14, vehicle presence determination procedure). When the point of the near-miss area is managed by coordinates, the control unit 4 determines whether or not there is a vehicle traveling in an area with a predetermined radius centered on the coordinates or a vehicle entering the area. By determining, it is determined whether or not there is a vehicle traveling in the near-miss area or a vehicle entering the near-miss area. When the control unit 4 determines that there is no vehicle that is traveling in the near-miss area or a vehicle that enters the near-miss area (S14: NO), the control unit 4 ends the danger information transmission process and returns to the main process, and returns to the next danger. Wait until the information transmission processing start condition is satisfied. On the other hand, when the control unit 4 determines that there is a vehicle traveling in the near-miss area or a vehicle entering the near-miss area (S14: YES), the danger information is communicated to the in-vehicle device 3 mounted on the vehicle over a wide area. The process is transmitted from the unit 5 (S15, transmission control procedure), the danger information transmission process is terminated, the process returns to the main process, and a waiting condition for the start of the next danger information transmission process is awaited.

  Specifically, as illustrated in FIG. 7, a case will be described in which it is estimated that the current position of the bicycle X, which is an obstacle, is within a near-miss area of a one-lane road. In this case, when the control unit 4 determines that there is a vehicle traveling in the near-miss area, or a vehicle entering the near-hat area, for a vehicle traveling in the opposite direction to the traveling direction of the bicycle X, the vehicle The danger information is transmitted from the wide-area communication unit 5 to the in-vehicle device 3 mounted on the vehicle. That is, as shown in FIG. 7, in a situation where the vehicle C is traveling toward the near-miss area in the direction opposite to the traveling direction of the bicycle X, the control unit 4 is mounted on the vehicle C. 3, the danger information is transmitted from the wide area communication unit 5.

  In this case, in the in-vehicle device 3 mounted on the vehicle C, when the control unit 7 receives the danger information from the server 2 by the wide-area communication unit 8, the current position of the vehicle is shown on the map as shown in FIG. While the navigation screen 21 is being displayed, for example, a warning screen 22 including a message “Please beware of oncoming vehicles” is displayed in a pop-up manner. The control unit 7 is not limited to performing the alerting by displaying the screen, but the alerting may be performed by outputting a sound, or the alerting may be performed by combining the display of the screen and the output of the sound. Also good. As a result, when the vehicle D that is following the bicycle X is traveling, the vehicle D may run out of the lane in order to pass the bicycle X, and the vehicle D may enter the traveling lane of the vehicle C. However, since attention is given to the driver of the vehicle C, the driver of the vehicle C can predict the danger and can ensure safety. As shown in FIG. 7, in a place where the road shape is curved, the field of view of the driver of the vehicle C is obstructed by a building or the like, and it is assumed that the driver of the vehicle C cannot see the bicycle X and the vehicle D. This is especially effective in such a case. As described above, in the server 2, the control unit 4 transmits the danger information without determining whether or not the following vehicle D is running while approaching the bicycle X. The danger information may be transmitted only when the following vehicle D is traveling. That is, the control unit 4 does not have to transmit the danger information if the vehicle D that approaches the bicycle X is not traveling.

  In addition, as shown in FIG. 9, a case will be described in which it is estimated that the current position of the bicycle X, which is an obstacle, is within a near-miss area of a two-lane road. In this case, when the control unit 4 determines that there is a vehicle that is traveling in the same direction with respect to the traveling direction of the bicycle X and there is a vehicle that is traveling in the near-miss area or a vehicle that enters the near-hat area, the vehicle The danger information is transmitted from the wide-area communication unit 5 to the in-vehicle device 3 mounted on the vehicle. That is, as shown in FIG. 9, in a situation where the vehicle E is traveling in the near-miss area in the same direction with respect to the traveling direction of the bicycle X, the control unit 4 is mounted on the vehicle E. 3, the danger information is transmitted from the wide area communication unit 5.

  In this case, in the in-vehicle device 3 mounted on the vehicle E, when the control unit 7 receives the danger information from the server 2 by the wide-area communication unit 8, the current position of the vehicle is shown on the map as shown in FIG. While the navigation screen 23 is displayed, for example, a warning screen 24 including a message “Please pay attention to the preceding vehicle” is displayed in a pop-up manner. In this case as well, the control unit 7 is not limited to performing the alerting by displaying the screen, but the alerting may be performed by outputting a sound, or the alerting is performed by using both the display of the screen and the output of the sound. You can do it. As a result, when the vehicle F that is approaching the bicycle X is traveling, the vehicle F travels out of the lane in order to pass the bicycle X, and the vehicle F may enter the traveling lane of the vehicle E. However, since attention is given to the driver of the vehicle E, the driver of the vehicle E can predict the danger and secure safety. As shown in FIG. 9, in the place where the road shape is curved, the field of view of the driver of the vehicle E is blocked by the vehicle F, which is the preceding vehicle, and the behavior of the vehicle F without the driver of the vehicle E looking through the bicycle X It is assumed that a situation where the lanes cannot be predicted is expected, but this is particularly effective in such a case. In this case as well, in the server 2, the control unit 4 transmits the danger information without determining whether or not the following vehicle F is approaching the bicycle X, but is approaching the bicycle X. Then, the danger information may be transmitted only when the following vehicle F is traveling. That is, the control unit 4 does not need to transmit the danger information if the vehicle F that is approaching the bicycle X and is not traveling is running.

As described above, according to the present embodiment, the following effects can be obtained.
The server 2 estimates the current position of an obstacle such as a bicycle whose position changes, determines whether the estimated current position of the obstacle is within the near-miss area, and is traveling in the near-miss area or near-miss Judgment is made whether there are vehicles entering the area. When the server 2 determines that the current position of the obstacle is in the near-miss area and determines that there is a vehicle that is traveling in the near-miss area or enters the near-miss area, the vehicle is mounted on the vehicle. Hazard information was sent to Aircraft 3. By transmitting danger information, it is possible to detect obstacles such as bicycles and pedestrians that move without staying at a specific place without requiring a detection device such as a radar in a place where the photographing device is not installed. In order to avoid this, it is possible to appropriately notify the presence of a vehicle that deviates from the lane.

  Further, in the server 2, when the distance between the avoidance positions is less than the predetermined distance and the time between the avoidance times is less than the predetermined time, the moving speed of the obstacle is specified, while the distance between the avoidance positions is The moving speed of the obstacle is not specified when the distance is longer than the predetermined distance or the time between the avoidance times is longer than the predetermined time. Thereby, the precision which pinpoints the same obstacle can be improved, and danger information can be transmitted more appropriately.

The present invention is not limited to those exemplified in the above-described embodiment, and can be arbitrarily modified or expanded without departing from the scope thereof.
In the present embodiment, a failure is detected by using two consecutive variables (P _n , P _n−1 , t _n , t _n−1 ) of the current avoidance position and avoidance time and the previous avoidance position and avoidance time. Although the structure which specifies the moving speed of an object was illustrated, you may specify the moving speed of an obstacle by averaging using three or more continuous variables.

  In the present embodiment, in the in-vehicle device 3, when danger information is received from the server 2, an example of a configuration in which alerting is performed by displaying a screen or outputting an audio is shown. However, alerting and automatic deceleration control are performed. You may carry out together with traveling control. Also, when performing automatic deceleration control, for example, a pop-up display of a deceleration warning screen that includes a message to notify automatic deceleration control such as "There is an obstacle ahead and there is a risk that the oncoming vehicle may protrude from the lane" You may let them.

  In the in-vehicle device 3, the attention calling screen may be displayed in a pop-up manner for a set time set in advance. The server 2 transmits a notification end signal to the in-vehicle device 3 when the vehicle to which the danger information is transmitted passes an obstacle or the vehicle to which the danger information is transmitted passes the obstacle. Until the notification end signal is received from the server 2, the alerting screen may be displayed in a pop-up manner.

  The server 2 calculates the distance between the estimated current position of the obstacle and the current position of the vehicle to which the danger information is transmitted, so that the vehicle-mounted device 3 has, for example, “There is an obstacle N kilometers away” ( A reminder screen including a message such as N is an arbitrary positive number may be displayed in a pop-up manner. Also, using the calculation result of calculating the distance between the estimated current position of the obstacle and the current position of the vehicle to which the danger information is transmitted, only the alert is given until the distance reaches the limit distance. After reaching the limit distance, alerting and automatic deceleration control may be used in combination.

It may be determined whether or not the obstacle is the same by providing the in-vehicle device 3 with an imaging unit that images the front of the vehicle and analyzing the image data captured by the imaging unit.
The same effect can be obtained not only by bicycle but also by pedestrians. Similar effects can be obtained even in a cleaning vehicle in which an obstacle travels at a low speed while cleaning the road surface, for example, a vehicle that is obliged to travel at a low speed.

  In the drawings, 1 is a danger information notification system, 2 is a server, 3 is an in-vehicle device, 4 is a control unit, 4a is a travel data acquisition unit, 4b is a map data acquisition unit, 4c is an avoidance specification unit, and 4d is a movement speed specification. 4e is a current position estimation unit, 4f is a danger notification area determination unit, 4g is a vehicle presence determination unit, 4h is a transmission control unit, 5 is a wide area communication unit (transmission unit), and 8 is a wide area communication unit (reception unit). , 15 is a notification unit, and 16 is a travel control unit.

Claims (10)

A danger information notification system (1) in which a server (2) and an in-vehicle device (3) are communicably connected,
The server
A travel data acquisition unit (4a) for acquiring travel data relating to the travel of the vehicle;
A map data acquisition unit (4b) for acquiring map data;
An avoidance specifying unit (4c) for specifying an avoidance position and an avoidance time at which the vehicle avoids an obstacle on the road using the travel data and the map data;
A moving speed specifying unit (4d) for specifying the moving speed of the obstacle using the avoidance position and the avoidance time;
A current position estimating unit (4e) for estimating the current position of the obstacle using the avoidance position, the moving speed of the obstacle, and the map data;
A risk notification area determination unit (4f) that determines whether the current position of the obstacle is within a predetermined risk notification area using the map data;
A vehicle presence determination unit (4g) that determines whether there is a vehicle traveling in the danger notification area or entering the danger notification area;
When the current position of the obstacle is within a predetermined danger notification area, the danger notification area determination unit determines that there is a vehicle traveling in the danger notification area or entering the danger notification area. A transmission control unit (4h) that, when determined by the vehicle presence determination unit, causes the vehicle-mounted device mounted on the vehicle to transmit danger information from the transmission unit (5),
The in-vehicle device is
A receiving unit (8) for receiving danger information from the server;
A danger information notification system comprising: a notification unit (15) that notifies the danger information. In the danger information notification system according to claim 1,
The in-vehicle device is
The danger information alerting | reporting system provided with the travel control part (16) which controls driving | running | working of a vehicle using the said danger information. In the danger information notification system according to claim 1 or 2,
The said movement speed specific | specification part is a danger information alerting | reporting system which specifies the movement speed of the said obstruction, when the distance between one mutually different avoidance position and another avoidance position is less than predetermined distance. In the danger information notification system according to claim 3,
The danger information notification system in which the movement speed specifying unit does not specify the movement speed of the obstacle when a distance between the one avoidance position and the other avoidance position is equal to or greater than a predetermined distance. In the danger information alerting system according to any one of claims 1 to 4,
The danger information notifying system that identifies a movement speed of the obstacle when a time between one different avoidance time and another avoidance time is less than a predetermined time. In the danger information notification system according to claim 5,
The danger information notification system in which the moving speed specifying unit does not specify the moving speed of the obstacle when the time between the one avoidance time and the other avoidance time is a predetermined time or more. In the danger information alerting system according to any one of claims 1 to 6,
The said transmission control part is a danger information alerting | reporting system which makes danger information transmit from the said transmission part to the said vehicle equipment mounted in the vehicle which drive | works in the reverse direction with respect to the moving direction of the said obstruction. In the danger information alerting system according to any one of claims 1 to 6,
The said transmission control part is a danger information alerting | reporting system which transmits danger information from the said transmission part to the said vehicle equipment mounted in the vehicle which drive | works the same direction with respect to the moving direction of the said obstruction. A server (2) that is communicably connected to the in-vehicle device (3),
A travel data acquisition unit (4a) for acquiring travel data relating to the travel of the vehicle;
A map data acquisition unit (4b) for acquiring map data;
An avoidance specifying unit (4c) for specifying an avoidance position and an avoidance time at which the vehicle avoids an obstacle on the road using the travel data and the map data;
A moving speed specifying unit (4d) for specifying the moving speed of the obstacle using the avoidance position and the avoidance time;
A current position estimating unit (4e) for estimating the current position of the obstacle using the avoidance position, the moving speed of the obstacle, and the map data;
A risk notification area determination unit (4f) that determines whether the current position of the obstacle is within a predetermined risk notification area using the map data;
A vehicle presence determination unit (4g) that determines whether there is a vehicle traveling in the danger notification area or entering the danger notification area;
When the current position of the obstacle is within a predetermined danger notification area, the danger notification area determination unit determines that there is a vehicle traveling in the danger notification area or entering the danger notification area. A server comprising: a transmission control unit (4h) that, when determined by the vehicle presence determination unit, causes the in-vehicle device mounted on the vehicle to transmit danger information from the transmission unit (5). In the control unit (4) of the server (2) that is communicably connected to the in-vehicle device (3),
A travel data acquisition procedure for acquiring travel data relating to vehicle travel;
Map data acquisition procedure for acquiring map data;
An avoidance specifying procedure for specifying an avoidance position and an avoidance time at which the vehicle avoids an obstacle on the road using the travel data and the map data;
A moving speed specifying procedure for specifying the moving speed of the obstacle using the avoidance position and the avoidance time;
A current position estimation procedure for estimating a current position of the obstacle using the avoidance position, the moving speed of the obstacle, and the map data;
A danger notification area determination procedure for determining whether or not the current position of the obstacle is within a predetermined danger notification area using the map data;
A vehicle presence determination procedure for determining whether there is a vehicle traveling in the danger notification area or entering the danger notification area;
It is determined by the determination procedure in the danger notification area that the current position of the obstacle is in a predetermined danger notification area, and when there is a vehicle traveling in the danger notification area or entering the danger notification area, A computer program that, when determined by a vehicle presence determination procedure, executes a transmission control procedure that causes the in-vehicle device mounted on the vehicle to transmit danger information from a transmission unit (5).

Images