JP2018060299A - Safety driving support device, two-wheel vehicle driving support system, safety driving support method, and safety driving support program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique for inexpensively warning a driver of a two-wheel vehicle, especially, a bicycle to perform safety driving.SOLUTION: In a safety driving support device 1, driving state data obtained by sensing a driving state of a driver of a two-wheel vehicle 6 is input to a communication unit 12. A driving state quality determination section 11a determines whether a driving state of a two-wheel vehicle by a driver is excellent through the use of input driving state data. A warning necessity determination section 11b determines whether warning to perform safety driving is to be given to a driver on the basis of a determination result of the driving state quality determination section 11a. When the warning necessity determination section 11b determines that warning to perform safety driving is to be given to a driver, the safety driving support device 1 outputs an indication of warning to perform safety driving to a driver.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a technique for inducing safe driving for a motorcycle driver.

  Conventionally, there is a device described in Patent Document 1 as a device for performing navigation for a two-wheeled vehicle driver that is spatially limited as compared to a four-wheeled vehicle. The device described in Patent Document 1 is configured to perform navigation for a driver of a two-wheeled vehicle by blinking light emitting element groups arranged one-dimensionally. Patent Document 1 describes a configuration in which light-emitting element groups arranged one-dimensionally are provided inside a helmet.

Japanese Patent Application Laid-Open No. 09-73598

  However, recently, since accidents of bicycles (including electrically assisted bicycles) are increasing, a technology for inviting safe driving to a driver of a two-wheeled vehicle (especially a bicycle) has been demanded.

  An object of the present invention is to provide a technology capable of invoking safe driving for a motorcycle driver, particularly a bicycle driver.

  In order to achieve the above object, the safe driving support device of the present invention is configured as follows.

  Driving state data obtained by sensing the driving state of a motorcycle driver is input to the sensing data input unit. Driving state data includes data that senses the movement of the driver (for example, data that senses the direction of the driver's face) and data that senses the state of the body of a traveling motorcycle (for example, the body of a traveling motorcycle). Data obtained by sensing the inclination of the).

  The driving state pass / fail determination unit determines whether or not the driving state of the motorcycle by the driver is good using the driving state data input to the sensing data input unit. The driving state pass / fail determination unit determines whether the driving state of the two-wheeled vehicle by the driver is good based on, for example, the side view of the driver and the wobbling of the vehicle body of the traveling motorcycle.

  The urgency necessity determination unit determines whether or not to urge the driver to drive safely based on the determination result of the driving state quality determination unit. And if an output part determines that the necessity determination part of arousing calls a driver | operator's safe driving, it will output the instruction | indication of execution of a safe driving | calling with respect to a driver | operator.

  According to this configuration, the safe driving for the two-wheeled vehicle driver can be appropriately invoked according to the driving state of the two-wheeled vehicle driver.

  In addition, the sensing data input unit is configured to input the driving state data from a terminal connected via a network, and the output unit is connected via the network to an instruction to execute a safe driving alert to the driver. It may be configured to output to another terminal.

  If comprised in this way, a some terminal can be connected to a safe driving assistance apparatus via a network, and the cost per driver (or the cost per two-wheeled vehicle) can be made low.

  In addition, the terminal has a configuration such as a communication unit that can perform data communication (input / output) with the safe driving support device via a network, and a configuration such as a display unit and a voice output unit that urge the driver to drive safely. Since it only has to be provided, the main body can be made small. The terminal may be an existing portable terminal such as a smartphone. Therefore, even if the terminal is attached to a two-wheeled vehicle (particularly a bicycle), it does not interfere with driving.

  In addition, for example, when the driving state pass / fail determination unit determines that the driving state of the two-wheeled vehicle by the driver is not good, the driving necessity determination unit determines to call the driver for safe driving. It may be configured.

  If comprised in this way, it can prevent carrying out the arousal of safe driving | operation with respect to the driver who changed the direction of the face for some reason, such as right-and-left confirmation.

  The set number of times may be set for each safe driving level. In this case, when the driver's safe driving level reaches a predetermined safe driving determination timing, the driving state pass / fail determination unit uses the driving state data input within the set safe driving determination period to determine whether the driver's safe driving level is What is necessary is just to determine based on the determination result which determined whether the driving | running state was favorable.

  If it does in this way, it can prevent delaying the awakening of the safe driving with respect to the driver who is not keeping safe driving in the operation of the motorcycle.

  In addition, the sensing data input unit is configured to input speed-related data related to the speed of the motorcycle, and the driving state pass / fail judgment unit receives the driving state data and the speed-related data input to the sensing data input unit. It may be configured to determine whether or not the driving state of the motorcycle by the driver is good. This speed-related data is, for example, the position of the terminal, the two-wheeled vehicle, or the driver. In this case, the speed of the two-wheeled vehicle can be obtained from the change in position with time.

  If comprised in this way, the speed of a two-wheeled vehicle can also be considered and it can be determined whether the driving | running state of the two-wheeled vehicle by a driver is favorable.

  In addition, each area has a hazard map storage unit that stores a hazard map in which a caution level corresponding to the traffic volume is set, and the driving state pass / fail judgment unit has a good driving state of the motorcycle by the driver according to the caution level. It may be configured to change the determination level used for determining whether or not.

  If comprised in this way, it can determine whether the driving | running state of the two-wheeled vehicle by a driver is favorable according to the traffic volume of the area which is drive | working with a two-wheeled vehicle.

  The sensing data input unit is configured to input vital data obtained by sensing the driver's biological information, and the driving state pass / fail judgment unit determines whether the driving state of the motorcycle by the driver is based on the driver's vital data. A configuration may be adopted in which the determination level used for determining whether or not it is good is changed.

  If comprised in this way, it can be judged whether the driving state of the two-wheeled vehicle by a driver is favorable according to a mental state, an excited state, etc. of a driver.

  Moreover, you may provide the evaluation value update part which updates a driver | operator's safe driving | running evaluation value using the determination result of the driving state quality determination part. This evaluation value may be used for calculating a rental fee for a motorcycle, calculating a insurance fee for a motorcycle, and the like.

  Further, when the two-wheeled vehicle is a bicycle having an electric assist function, the output unit includes an assist restriction determination unit that determines whether to restrict the driving assistance by the electric assist function based on the determination result of the arousal necessity determination unit. However, when the assist restriction determination unit determines that the driving assistance by the electric assist function is restricted, an execution instruction for restricting the driving assistance by the electric assist function may be output to the terminal via the network. If comprised in this way, the accident of the bicycle which has an electric assist function can be prevented actively.

  According to the present invention, it is possible to evoke safe driving for a motorcycle driver, particularly a bicycle driver.

It is the schematic which shows the structure of a two-wheeled vehicle driving assistance system. It is a block diagram which shows the structure of the principal part of a safe driving assistance apparatus. FIG. 3A is a diagram showing evaluation value data, and FIG. 3B is a diagram showing sensing data. It is a figure explaining direction of a face. It is a figure which shows hazard map data. It is a block diagram which shows the structure of the principal part of a terminal. It is a flowchart which shows operation | movement of a safe driving assistance apparatus. It is a flowchart which shows operation | movement of a terminal. It is a flowchart which shows the driving | operation state quality determination process concerning s4. FIG. 10A shows the determination level set for the orientation of the driver's face in the vertical direction, and FIG. 10B shows the determination level set for the orientation of the driver's face in the horizontal direction. FIG. 10C shows the determination level set for the inclination of the body of the two-wheeled vehicle. It is a flowchart which shows a calling necessity determination process. It is a block diagram which shows the structure of the principal part of the safe driving assistance apparatus concerning another example. It is a flowchart which shows the safe driving | operation determination processing of the safe driving assistance apparatus concerning another example. It is a flowchart which shows the safe driving level determination process of the safe driving assistance apparatus concerning another example. It is a flowchart which shows the calling necessity determination process of the safe driving assistance device concerning another example.

  Embodiments of the present invention will be described below.

  FIG. 1 is a schematic diagram showing the configuration of a motorcycle driving support system according to this example. The motorcycle driving support system includes a safe driving support device 1 and a terminal 2. A plurality of terminals 2 can be connected to the safe driving support apparatus 1 via the network 8 (FIG. 1 shows one of the terminals 2 connected to the safe driving support apparatus 1). The safe driving support apparatus 1 is a cloud server, for example, and has a configuration to be described later. The terminal 2 may be a dedicated terminal attached to the motorcycle 6 or a mobile terminal such as a smartphone possessed by the driver 7 of the motorcycle 6. That is, the terminal 2 may be associated with the two-wheeled vehicle 6 on a one-to-one basis, or may be associated with the driver 7 on a one-to-one basis. Since the two-wheeled vehicle 6 and the driver 7 are associated one-to-one, the terminal 2 and the driver 7 can be associated one-to-one.

  Moreover, since the terminal 2 can use a portable terminal such as a smartphone as described above, even if it is a dedicated terminal, it can be downsized to the same size as a portable terminal such as a smartphone, It does not interfere with the driving of the motorcycle 6. The terminal 2 may be one that the driver 7 puts in a pocket or the like.

  The safe driving support apparatus 1 determines whether or not the driving state of the driver 7 traveling on the two-wheeled vehicle 6 is good using the sensing data transmitted from the terminal 2. In addition, the safe driving support device 1 determines whether or not the driver 7 is urged to drive safely based on the determination result of whether or not the driving state is good. When the safe driving support device 1 determines that the driver 7 is to be urged to drive safe driving, the safe driving support device 1 transmits (outputs) an instruction to execute driving of the driver 7 to drive safe driving to the terminal.

  On the other hand, the terminal 2 transmits (inputs) sensing data to the safe driving support device 1 as described above. In this example, the sensing data includes driving state data obtained by sensing the driving state of the driver 7 traveling on the two-wheeled vehicle 6, and the position of the two-wheeled vehicle 6 (may be the position of the driver 7). The position data and vital data obtained by sensing the biological information of the driver 7 are included. The vital data is, for example, pulse, blood pressure, sweating, and body temperature.

  In addition, this sensing data should just contain the driving | running state data at least. That is, the position data may or may not be included in the sensing data input to the safe driving support device 1. Similarly, vital data may or may not be included in the sensing data input to the safe driving support device 1. Also, sensing data other than driving state data, position data, and vital data may or may not be included in the sensing data input to the safe driving support device 1.

  The state sensor 3 shown in FIG. 1 senses the driving state of the driver 7 traveling on the two-wheeled vehicle 6. The state sensor 3 may be, for example, a sensor that senses the direction of the face of the driver 7, or the inclination of the vehicle body with respect to the traveling direction of the two-wheeled vehicle 6 (the road surface and the axle of the two-wheeled vehicle in the plane viewed from the traveling direction of the two-wheeled vehicle). It is also possible to sense the angle between the two. The direction of the face of the driver 7 can be sensed by, for example, an acceleration sensor or a gyro sensor attached to the glasses 70 worn by the driver 7. Further, the inclination of the vehicle body of the two-wheeled vehicle 6 can be sensed by, for example, a gyro sensor attached to the vehicle body of the two-wheeled vehicle 6.

  The state sensor 3 shown in FIG. 1 may be either a sensor that senses the orientation of the face of the driver 7 or a sensor that senses the inclination of the two-wheeled vehicle 6, or the orientation of the face of the driver 7 And a sensor for sensing the inclination of the two-wheeled vehicle 6 (the state sensor 3 may be a sensor group having a plurality of sensors). Further, the state sensor 3 may be a sensor that senses an object that can determine the driving state of the two-wheeled vehicle 6 of the driver 7 other than the direction of the face of the driver 7 and the inclination of the vehicle body of the two-wheeled vehicle 6 described above. .

  In this example, it is assumed that the state sensor 3 includes two sensors, a sensor that detects the orientation of the face of the driver 7 and a sensor that detects the inclination of the motorcycle 6.

  The GPS sensor 4 may be built in a portable terminal (terminal 2) possessed by the driver 7, or may be attached to the vehicle body of the two-wheeled vehicle 6. The position detected by the GPS sensor 4 may be the position of the two-wheeled vehicle 6 or the position of the driver 7 traveling on the two-wheeled vehicle 6. The position of the two-wheeled vehicle 6 and the position of the driver 7 traveling on the two-wheeled vehicle 6 are the same.

  The biometric sensor 5 is a sensor that senses biometric information (pulse, blood pressure, sweating, body temperature, etc.) of the driver 7. The biological sensor 5 may be configured to sense any biological information with a single sensor, or may be configured to sense multiple biological information with a plurality of sensors (the biological sensor 5 includes a plurality of biological information). It may be a sensor group having sensors). In this example, the biosensor 5 will be described as a sensor that senses a pulse. The biosensor 5 may be attached to the glasses 70 worn by the driver 7 or may be attached to the human body of the driver 7.

  Further, the state sensor 3, the GPS sensor 4, and the biological sensor 5 may be configured to be connected to the terminal 2 by wire, or communicate with the terminal 2 by short-range wireless such as Bluetooth (registered trademark). It may be configured to. In this example, the state sensor 3, the GPS sensor 4, and the biological sensor 5 are described as being configured to communicate with the terminal 2 by short-range wireless communication.

  Data sensed by the state sensor 3 corresponds to driving state data referred to in the present invention, data sensed by the GPS sensor 4 corresponds to position data referred to in the present invention, and data sensed by the biological sensor 5 refers to vital data referred to in the present invention. Corresponds to data.

  In this example, the two-wheeled vehicle 6 is described as an electrically assisted bicycle. However, the two-wheeled vehicle 6 may be a bicycle that does not have an electrically assisted function, or a motorcycle (a two-wheeled vehicle whose driving source is an engine or an electric motor). It may be. The motorcycle 6 in this example includes an assist controller 60 that controls the electric assist function. As is well known, the assist controller 60 performs control for assisting the driver 7 in pressing the pedal, control for limiting the traveling speed of the two-wheeled vehicle 6, and the like.

  In addition, when the terminal 2 receives an instruction to execute a safe driving alert to the driver 7 from the safe driving support device 1, the terminal 2 performs a screen display and a voice output to make the driver 7 recognize this. Further, the terminal 2 also instructs the assist controller 60 to execute a travel assist restriction related to a travel speed restriction of the two-wheeled vehicle 6. The assist controller 60 may be configured to be connected to the terminal 2 by wire or may be configured to communicate with the terminal 2 by short-range wireless such as Bluetooth (registered trademark). In this example, description will be made assuming that the assist controller 60 is configured to communicate with the terminal 2 by short-range wireless communication.

  The traffic volume measuring device 9 shown in FIG. 1 measures the traffic volume for each area divided in advance, and inputs the measurement result to the safe driving support device 1 via the network 8. The safe driving support device 1 creates and stores a hazard map (to be described later) based on the measurement result of the traffic volume measuring device 9.

  FIG. 2 is a block diagram illustrating a configuration of a main part of the safe driving support apparatus. The safe driving support apparatus 1 includes a control unit 11, a communication unit 12, a driver DB 13, and a hazard map DB 14.

  The control unit 11 controls the operation of the safe driving support apparatus 1 main body. Further, the control unit 11 includes a driving state quality determination unit 11a, an arousal necessity determination unit 11b, an evaluation value update unit 11c, a hazard map creation unit 11d, and an assist restriction determination unit 11e. The control unit 11 executes the safe driving support method according to the present invention. The safe driving support program according to the present invention is installed in the control unit 11.

  The control unit 11 includes a hardware CPU, a memory, and other electronic circuits. The hardware CPU functions as the driving state quality determination unit 11a, the arousal necessity determination unit 11b, the evaluation value update unit 11c, the hazard map creation unit 11d, and the assist restriction determination unit 11e. Further, the memory temporarily stores an area where the safe driving support program according to the present invention is developed and data (including data read from the driver DB 13 and the hazard map DB 14) generated when the safe driving support program is executed. Has an area. The control unit 11 may be an LSI in which a hardware CPU and a memory are integrated.

  The driving state quality determination unit 11a determines whether or not the driving state of the two-wheeled vehicle 6 by the driver 7 is good. The urgency necessity determination unit 11b determines whether or not to urge the driver 7 to drive safely based on the determination result of the driving state pass / fail determination unit 11a. The evaluation value update unit 11c updates the safe driving evaluation value of the driver 7 based on the determination result of the driving state pass / fail determination unit 11a. The hazard map creation unit 11d creates a hazard map in which a caution level is set based on the traffic volume of each area divided in advance. The assist restriction determination unit 11e determines whether or not to also execute an execution instruction for restricting driving assistance related to limiting the traveling speed of the two-wheeled vehicle 6 to the assist controller 60.

  The communication unit 12 performs data communication between the terminal 2 connected via the network 8 and the traffic measuring device 9. The communication unit 12 has a sensing data input unit and an output unit as referred to in the present invention. Specifically, the function that the communication unit 12 receives the sensing data transmitted from the terminal 2 corresponds to the sensing data input unit referred to in the present invention, and the communication unit 12 performs safe driving for the driver 7 of the motorcycle 6. The function of transmitting an execution instruction for arousing, an execution instruction for restricting driving assistance to the assist controller 60 of the two-wheeled vehicle 6 and the like to the terminal 2 corresponds to an output unit referred to in the present invention.

  The traffic volume measuring device 9 is not essential to the present invention and may or may not be present.

  The driver DB 13 stores the evaluation value data shown in FIG. 3A and the sensing data shown in FIG. As shown in FIG. 3A, the evaluation value data is obtained by associating and registering an ID (driver ID) for identifying the driver 7 and the evaluation value of the driver 7 at that time. This evaluation value corresponds to the safe driving evaluation value referred to in the present invention. The evaluation value may be in a range in which an upper limit value and a lower limit value are set, but in this example, the description will be made assuming that the upper limit value and the lower limit value are not set. The evaluation value includes not only a positive value but also a negative value.

  In addition, as shown in FIG. 3B, the sensing data is obtained by accumulating the sensing data transmitted from the terminal 2 for the driver 7 for each driver 7. The sensing data is a cumulative registration of records in which the measurement date and time, the orientation of the face of the driver 7, the tilt of the body of the two-wheeled vehicle 6, the position of the two-wheeled vehicle 6, the pulse of the driver, and the like are associated with each other. In this example, the direction of the face of the driver 7 includes the vertical inclination (Rx) and the horizontal inclination (Ry) shown in FIG. FIG. 3B shows the sensing data of the driver 7 whose driver ID is 0001.

  The hazard map DB 14 stores hazard map data shown in FIG. As shown in FIG. 5, the hazard map data is obtained by associating and registering an area ID for identifying a previously divided area and an attention level estimated based on the traffic volume of the area. The attention level may be based on, for example, a five-level evaluation, a two-level evaluation, or a ten-level evaluation. Although not particularly shown, the hazard map DB 14 also stores data for associating the location indicated by the area ID with each area ID.

  FIG. 6 is a block diagram illustrating a configuration of a main part of the terminal. The terminal 2 includes a control unit 21, a communication unit 22, a short-range wireless communication unit 23, an operation unit 24, a display unit 25, and an audio output unit 26. As described above, the terminal 2 is a mobile terminal such as a smartphone possessed by the driver 7 in this example. The configuration shown in FIG. 6 is a configuration provided in a general mobile terminal.

  The control unit 21 controls the operation of each part of the terminal 2 main body.

  The communication unit 22 performs data communication with the safe driving support device 1 connected via the network 8.

  The short-range wireless communication unit 23 receives sensing data transmitted from various sensors such as the state sensor 3, the GPS sensor 4, and the biological sensor 5, and transmits a control instruction to the assist controller 60. The wireless communication in the short-range wireless communication unit 23 is performed by, for example, Bluetooth (Bluetooth (registered trademark)).

  The operation unit 24 receives an input operation on the main body of the terminal 2.

  The display unit 25 displays a state of the terminal 2 main body, a message, an image, and the like for calling the driver 7 safe driving.

  The voice output unit 26 outputs a message or the like that alerts the driver 7 to drive safely.

  Next, the traffic volume measuring device 9 will be briefly described. The traffic volume measuring device 9 repeatedly measures the traffic volume in each area whose area ID is registered in the hazard map DB 14 at predetermined time intervals (for example, every 10 minutes). The traffic measuring device 9 may be configured to measure the traffic volume by processing an image captured by the camera, or may be configured to measure the traffic volume using an ultrasonic sensor or a photoelectric sensor. The measurement may be performed by any other known method. Since the traffic volume measurement by the traffic volume measuring device 9 can use a known technique, the description is omitted here.

  The traffic volume measuring device 9 notifies (transmits) the traffic volume of each area measured at regular intervals to the safe driving support device 1.

  For each area, the safe driving support device 1 estimates the attention level according to the traffic volume measured by the traffic volume measuring device 9 for the area, and updates the hazard map data. In this example, the greater the traffic volume, the greater the attention level.

  Next, the operation of the safe driving support device 1 and the terminal 2 of the motorcycle driving support system will be described in detail. FIG. 7 is a flowchart showing the operation of the safe driving support apparatus. FIG. 8 is a flowchart showing the operation of the terminal.

  The driver 7 performs an input operation for starting the use of the system in the operation unit 24 of the terminal 2. When the input operation for starting the use is performed, the terminal 2 starts the process shown in FIG. The terminal 2 acquires the position of the two-wheeled vehicle 6 sensed by the GPS sensor 4 (s21). Further, the terminal 2 acquires the face direction of the driver 7 sensed by the state sensor 3 and the inclination of the vehicle body of the two-wheeled vehicle 6 (s22, s23). The face orientation of the driver 7 acquired in s22 is the face orientation that becomes the reference in the subsequent processing. Further, the inclination of the vehicle body of the two-wheeled vehicle 6 acquired in s23 is the inclination of the vehicle body of the two-wheeled vehicle 6 that will be a reference in subsequent processing. The direction of the face of the driver 7 is sensed by an acceleration sensor or a gyro sensor attached to the glasses 70 worn by the driver 7. The inclination of the vehicle body of the motorcycle 6 is sensed by a gyro sensor attached to the vehicle body of the motorcycle 6.

  The order of processing concerning s21 to s23 is not limited to the above order, and any order may be used. The driver 7 adjusts the direction of the face to the traveling direction of the two-wheeled vehicle 6 and performs the processes related to s22 and s23 with the axle of the two-wheeled vehicle 6 aligned in parallel with the road surface.

  The terminal 2 transmits sensing data including the position of the two-wheeled vehicle 6 acquired in s21 to s23, the face orientation of the driver 7, and the inclination of the vehicle body of the two-wheeled vehicle 6 to the safe driving support device 1 as reference data (s24). The terminal 2 transmits the driver ID to the safe driving support device 1 together with the reference data in s24.

  Each time the terminal 2 reaches a predetermined sensing timing, the face direction of the driver 7 detected by the state sensor 3, the inclination of the body of the motorcycle 6, and the position of the motorcycle 6 detected by the GPS sensor 4 are detected. The pulse of the driver 7 detected by the biosensor 5 is acquired as sensing data (s25, s26). The sensing timing is, for example, a timing when a predetermined time (for example, 3 to 10 seconds) has elapsed from the previous sensing timing. That is, the terminal 2 repeats the acquisition of sensing data according to s26 every predetermined time. The terminal 2 transmits the sensing data acquired in s26 to the safe driving support device 1 (s27), and returns to s25. The terminal 2 transmits the driver ID to the safe driving support device 1 together with the sensing data in s27.

  When the reference data transmitted from the terminal 2 is received by the communication unit 12, the safe driving support device 1 performs the processing shown in FIG. 7 for the driver 7 identified by the driver ID transmitted together with the reference data. Start. The process shown in FIG. 7 is a process for one driver 7. The safe driving support device 1 executes the process shown in FIG. 7 in parallel for each driver 7.

  The safe driving support device 1 registers the reference data received this time in the sensing data of the corresponding driver 7 stored in the driver DB 13 (s1). As described above, the safe driving support apparatus 1 can identify the driver 7 because the terminal 2 transmits the driver ID together with the reference data in s24.

  In addition, when the driving data received from the terminal 2 is received by the communication unit 12 for the driver 7 whose reference data is registered in s1, the safe driving support device 1 stores the sensing data in the driver DB 13. It registers in the sensing data of the corresponding driver 7 (s2, s3). And the safe driving assistance apparatus 1 performs the driving state quality determination process which determines whether the driving state of the two-wheeled vehicle 6 by the driver 7 is favorable using the sensing data received this time (s4).

  FIG. 9 is a flowchart showing the operation state pass / fail determination process according to s4. This driving state pass / fail determination process is executed by the driving state pass / fail determination unit 11a. The driving state pass / fail determination unit 11a determines the determination level using the attention level of the current position of the two-wheeled vehicle 6 and the excitement state of the driver 7 (s41). The current position of the two-wheeled vehicle 6 is specified by position data sensed by the GPS sensor 4 included in the sensing data transmitted this time. The driving state pass / fail determination unit 11a acquires the attention level of the area to which the current position of the motorcycle 6 belongs from the hazard map data. In addition, the driving state pass / fail determination unit 11a estimates the excitement state of the driver 7 based on vital data indicating the pulse of the driver 7 sensed by the biosensor 5 included in the sensing data transmitted this time. Usually, a person's pulse increases as the degree of excitement increases.

  FIG. 10 is a diagram illustrating the determination level determined in s41. FIG. 10A shows the determination level set for the driver's face orientation in the up-down direction, and FIG. 10B shows the determination level set for the driver face orientation in the left-right direction. FIG. 10C shows the determination level set for the inclination of the body of the two-wheeled vehicle. In this example, the region in which the driving state is good decreases in the order of determination level A, determination level B, determination level C, determination level D, and determination level E. The area indicated by hatching in FIG. 10A is an area in which the driving state is good when the level is the determination level B. The area indicated by hatching in FIG. 10B is an area in which the driving state is good when the level is the determination level C. The area indicated by hatching in FIG. 10C is an area in which the driving state is good when the determination level is D.

  10A, 10B and 10C, the horizontal axis represents the speed of the two-wheeled vehicle 6. Further, the vertical axis of FIG. 10A represents the vertical direction of the face of the driver 7 in the reference data stored in s1, and the vertical direction of the face of the driver 7 in the sensing data received in s2. Is the absolute value of the difference. The vertical axis in FIG. 10B represents the difference between the horizontal direction of the face of the driver 7 in the reference data stored in s1 and the horizontal direction of the face of the driver 7 in the sensing data received in s2. Is the absolute value of. The vertical axis of FIG. 10C represents the absolute value of the difference between the inclination of the vehicle body of the two-wheeled vehicle 6 in the reference data stored in s1 and the inclination of the vehicle body of the two-wheeled vehicle 6 in the sensing data received in s2.

  The driving state pass / fail determination unit 11a determines the determination level such that the region in which the driving state is good becomes smaller as the attention level of the area to which the current position of the motorcycle 6 belongs is higher. Further, the driving state pass / fail determination unit 11a determines the determination level such that the region where the driving state is good becomes smaller as the degree of excitement of the driver 7 is higher.

  Here, the determination level is determined using the attention level of the area to which the current position of the motorcycle 6 belongs and the degree of excitement of the driver 7, but the determination level may be determined by either one. The determination level may be a predetermined fixed level. Here, the straight line indicating the determination level is a function having the speed of the two-wheeled vehicle 6 as a variable, but it may be a function unrelated to the speed of the two-wheeled vehicle 6 (the straight line relating to the determination level is shown in FIG. ), (B), or a straight line parallel to the horizontal axis shown in (C).

  Here, the slopes of the straight lines of the determination levels in FIGS. 10A, 10B, and 10C are the same, but the determination levels are different for each of FIGS. 10A, 10B, and 10C. The slope of the straight line may be different.

  Furthermore, the determination level may be set in a three-dimensional or higher space provided with a time axis or the like.

  The speed of the two-wheeled vehicle 6 can be calculated from the amount of change in the position of the two-wheeled vehicle 6 over time.

  The driving condition acceptance / rejection determination unit 11a determines the vertical direction of the face of the driver 7, the horizontal direction of the face of the driver 7 and the inclination of the body of the motorcycle 6 included in the sensing data received this time in s2. If all are in the region where the driving state is good, the driving state of the driver 7 is determined to be good (s42, s43). In addition, the driving state pass / fail judgment unit 11a determines the vertical direction of the face of the driver 7, the horizontal direction of the face of the driver 7, and the body of the motorcycle 6 included in the sensing data received at 2 in this time. If any two of the slopes are within the region where the driving state is good, the driving state of the driver 7 is determined to be normal (s44, s45). In addition, the driving state pass / fail determination unit 11a determines that the driving state of the driver 7 is defective if it is other than the above (s46).

  In this example, the driving state of the driver 7 is determined in three stages of good, normal, and bad, but this determination may be two stages of good and bad, or may be four or more stages. . The determination of the driving state of the driver 7 is not limited to the above example, and may be determined by other methods.

  Returning to FIG. 7, when the safe driving support device 1 performs the driving state pass / fail determination process according to s4, the safe driving support apparatus 1 performs an urgent necessity determination process for determining whether or not the driver 7 is to be urged for safe driving ( s5). The arousal necessity determination unit 11b performs the arousal necessity determination process according to s5. FIG. 11 is a flowchart showing the urgency necessity determination process according to s5.

  The urgency necessity determination unit 11b determines whether or not the determination that the operation state is poor continues for a predetermined number of times (for example, 3 to 5 times) in the operation state pass / fail determination process in s4 (s51). If it is determined in s51 that the urgency necessity determination unit 11b does not continue for the set number of times or more, the urgency determination for the driver 7 is determined to be unnecessary (s53). On the other hand, if it is determined that the urgency necessity determination unit 11b has continued for the set number of times or more in s51, it is determined that the driver 7 needs to be urged for safe driving (s52).

  The safe driving support apparatus 1 proceeds to s11 to be described later when the determination result of the s5 necessity determination process of s5 indicates that the driver 7 does not need to be urged to drive safely (s6). Further, when the determination result of the necessity determination process of s5 indicates that the driver 7 needs to be urged to drive safely (s6), the safe driving support device 1 issues an instruction to execute the driving of the safe driving in the communication unit 12 to the terminal 2 (Send to terminal 2) (s7).

  When the communication unit 22 receives the execution instruction of the safe driving alert transmitted from the safe driving support device 1, the terminal 2 executes the safe driving alert for the driver 7 (s28, s29). In s29, the display unit 25 may display a message urging the driver to drive safely, or the voice output unit 26 may output a message urging the driver to drive safe. In addition, the safe driving for the driver 7 at the terminal 2 may be both a display on the display unit 25 and an audio output on the audio output unit 26.

  As described above, the safe driving support device 1 does not output the instruction to execute the driving for safe driving to the terminal 2 when it is determined that the driving state is bad in the driving state determination process in s4, but the driving state is good or bad in s4. When the determination that the operation state is poor is continued for the set number of times or more in the determination process, an instruction to execute safe driving is output to the terminal 2. Therefore, it is possible to prevent unnecessary driving alerts for the driver 7 whose face has been changed for reasons such as left-right confirmation and the driver 7 who has tilted the body of the motorcycle 6 when turning right or left.

  Further, when the safe driving support device 1 outputs an execution instruction for calling for safe driving to the terminal 2 at s7, the safe driving support device 1 performs an assist restriction necessity determination process for determining whether or not the assistance restriction for the motorcycle 6 is necessary (s8). The assist restriction determination unit 11e performs an assist restriction necessity determination process for s8. Whether or not the assist restriction determination unit 11e has continued to determine whether or not the driver 7 should be urged for safe driving in the s5 urgency necessity determination process continues for a predetermined number of assist limit settings (for example, 3 to 5 times). Determine. The assist restriction determination unit 11e determines that the assist restriction for the two-wheeled vehicle 6 is not performed unless the determination that the driver 7 is urged to drive safely is not continued for the assist restriction setting number of times. On the other hand, the assist restriction determination unit 11e determines that the assist restriction for the two-wheeled vehicle 6 is performed if the determination that the driver 7 is prompted for safe driving continues for the assist restriction setting number of times or more.

  If the safe driving support device 1 determines that the assist restriction for the two-wheeled vehicle 6 is not performed in s8 (s9), the process proceeds to s11 described later. If the safe driving support device 1 determines that the assist restriction for the two-wheeled vehicle 6 is to be performed in s8 (s9), the communication unit 12 outputs an instruction to perform assist restriction for the two-wheeled vehicle 6 to the terminal 2 (transmits to the terminal 2). ) (S10).

  When the terminal 2 receives the assist restriction execution instruction for the two-wheeled vehicle 6 transmitted from the safe driving support device 1, the terminal 2 instructs the assist controller 60 of the two-wheeled vehicle 6 to perform the assist restriction (s30, s31). The assist controller 60 limits the speed and the like of the two-wheeled vehicle 6 by performing torque control such as applying a load to the wheels of the two-wheeled vehicle 6 in accordance with an instruction from the terminal 2.

  When the two-wheeled vehicle 6 is not an electrically assisted bicycle, the processes relating to s8 to s10, s30, and s31 are not necessary. Moreover, you may make it the structure which performs the process concerning s8-s10 by the terminal 2 side.

  In addition, when the terminal 2 accepts an input operation for termination of use by the driver 7 in the operation unit 24 (s32), the terminal 2 notifies the safe driving support device 1 of termination of use (s33), and ends this process.

  When the safe driving support device 1 receives a notification about the end of use from the terminal 2, the safe driving support device 1 performs an evaluation value update process (s12), and ends this process. The evaluation value update unit 11c performs an evaluation value update process according to s12. The evaluation value update unit 11c calculates an addition point for the evaluation value of the driver 7 by using the processing result of the driving state pass / fail determination process of s4 that is repeatedly executed in the current use of the motorcycle 6. In this example, this addition point has not only a positive value but also a negative value. For example, the evaluation value update unit 11c calculates the addition point as 2 if the ratio determined as good driving state in the driving state pass / fail determination process in s4 is 95% or more, and drives in the driving state pass / fail determination process in s4. If the ratio determined to be good is 80% or more and less than 95%, the addition point is calculated as 1. In addition, for example, if the ratio determined to be poor in the driving condition in the driving condition determination process of s4 is 40% or more, the evaluation value update unit 11c calculates the addition point as -2, and determines whether the driving condition is good in s4. If the ratio determined as defective in the operation state is 25% or more and less than 40%, the addition point is calculated as -1. The evaluation value update unit 11c updates the evaluation value of the driver 7 to a value obtained by adding the currently calculated addition point to the evaluation value at that time.

  Note that the evaluation value update process described above is an example, and the evaluation value of the driver 7 may be updated by any method. Further, the addition point may be only a positive value.

  The evaluation value of the driver 7 may be used, for example, for calculating a fee when the two-wheeled vehicle 6 is lent out by the share bike system, or may be used for calculating the insurance fee of the two-wheeled vehicle 6 to which the driver 7 joins. Moreover, you may use for the judgment etc. of the necessity of the safe driving training with respect to the user of the two-wheeled vehicle 6.

  In addition, since the two-wheeled vehicle driving support system according to this example can connect a plurality of terminals 2 to the safe driving support device 1 via the network 8, the driver involved in invoking safe driving for the driver 7 of the two-wheeled vehicle 6 The cost per person (or the cost per motorcycle) can be reduced.

  Next, another example of the motorcycle driving support system will be described. The motorcycle driving support system according to this example is also configured as shown in FIG. FIG. 12 is a diagram illustrating a configuration of a main part of the safe driving support device 1 according to this example. In FIG. 12, the same components as those shown in FIG. Moreover, the description about the structure which attached | subjected the same code | symbol is abbreviate | omitted.

  As shown in FIG. 12, the safe driving support apparatus 1 according to this example is different from the safe driving support apparatus 1 of the above example in that the control unit 11 includes a safe driving level determination unit 11f. The safe driving level determination unit 11f repeats the determination of the safe driving level of the driver 7 at regular time intervals. In this example, the safe driving level determination unit 11f is described as determining the safe driving level of the driver 7 in three stages (safe driving levels A, B, and C). May be. This safe driving level is an estimate of the degree to which the driver tries to drive safely.

  FIG. 13 is a flowchart showing the operation of the safe driving support apparatus according to this example. In FIG. 12, the same step number (s #) is assigned to the same process as the process shown in FIG. Further, the terminal 2 according to this example executes the process shown in FIG. 8 as in the above example.

  When the safe driving support apparatus 1 according to this example executes the processes of s1 to s4 described above, it determines whether it is the safe driving level determination timing for determining the safe driving level of the driver (s15). In s15, the elapsed time from the acquisition timing of the reference data registered in s1 to the acquisition timing of the sensing data registered in this time s3 is equal to or longer than a first time (for example, 10 minutes), and the previous safe driving determination timing If the elapsed time from the second time (for example, 1 minute) or more, it is determined that it is a safe driving determination timing. In other words, the safe driving support device 1 determines the safe driving level determination timing when the first time has elapsed since the registration of the reference data, and thereafter the safe driving level determination timing every time the second time elapses. Is determined. The second time is less than or equal to the first time.

  If the safe driving support device 1 determines that it is not the safe driving determination timing in s15, the safe driving support device 1 proceeds to s17 to be described later, and executes an arousal necessity determination process. The urgency necessity determination process in s17 is different from the urgency necessity determination process executed in s5 described above. Details of the s17 necessity determination process will be described later.

  If the safe driving support device 1 determines that it is the safe driving determination timing in s15, it executes a safe driving level determination process (s16). The safe driving level determination unit 11f executes the safe driving level determination process according to s16. FIG. 14 is a flowchart showing the safe driving level determination process.

  The safe driving level determination unit 11f determines that the safe driving level A is in the most recent third time (for example, 10 minutes) if the ratio determined as good driving state in the driving state good / bad determination process of s4 is 95% or more. (S61, s62). In addition, the safe driving level determination unit 11f determines that the driving state is determined to be good in the driving state good / bad determination process of s4 in the most recent third time (for example, 10 minutes) is 80% or more and less than 95%. If there is, it is determined as safe driving level B (s63, s64). In addition, the safe driving level determination unit 11f, when the ratio determined as good driving state in the driving state good / bad determination process of s4 in the most recent third time (for example, 10 minutes) is less than 80%, It is determined as level C (s65). This safe driving level is an estimate of the degree of safe driving of the driver 7. In this example, the order of the level of safe driving is the order of safe driving levels A, B, and C.

  The safe driving level determination process described above is an example, and the safe driving level of the driver 7 may be determined by any method. Further, the safe driving level may be any number of levels as long as it is at least two levels.

  In this example, the safe driving support apparatus 1 performs the urgency necessity determination process in s17. In this arousal necessity determination process, a set number of times is set for each safe driving level. For example, the safe driving level A is set 5 times, the safe driving level B is set 3 times, and the safe driving level C is set 2 times.

  FIG. 15 is a flowchart showing the urgency necessity determination process according to s17. If the safe driving level of the driver 7 determined at that time is the safe driving level A, the arousal necessity determination unit 11b determines that the driving state is bad in the driving state pass / fail determination process in s4. It is determined whether or not the operation level A has continued for a set number of times or more (s71, s72). If the urgency necessity determination unit 11b determines that the set number of times is not continued in s72, the urgency determination of the driver 7 is determined to be unnecessary (s77). On the other hand, if it is determined that the urgency necessity determination unit 11b continues for the set number of times or more in s72, it is determined that the driver 7 needs to be urged for safe driving (s76).

  If the safe driving level of the driver 7 determined at that time is the safe driving level B, the arousal necessity determination unit 11b determines that the driving state is bad in the driving state pass / fail determination process in s4. It is determined whether or not the number of times set for the safe driving level B is continued (s73, s74). If it is determined in s74 that the urgency necessity determination unit 11b does not continue for the set number of times or more, the urgency determination for the driver 7 is determined to be unnecessary (s77). On the other hand, if it determines with the necessity determination part 11b having continued for more than the preset number of times by s74, it will determine with the necessity of the alerting of the safe driving | operation with respect to the driver 7 (s76).

  In addition, if the safe driving level of the driver 7 determined at that time is the safe driving level C, the arousal necessity determination unit 11b determines that the driving state is bad in the driving state pass / fail determination process in s4. It is determined whether or not the operation has continued for the set number of times set in the safe driving level C (s75). If it is determined in s75 that the urgency necessity determination unit 11b does not continue for the set number of times or more, the urgency determination for the driver 7 is determined to be unnecessary (s77). On the other hand, if it is determined that the urgency necessity determination unit 11b continues for the set number of times or more in s75, it is determined that the driver 7 needs to be urged to drive safely (s76).

  When the safe driving support apparatus 1 completes the urgency necessity determination process according to s17, the process after s6 is executed as described above.

  Therefore, the safe driving support device 1 according to this example can promptly provoke safe driving for a driver 7 with a low degree of safe driving, that is, a driver 7 with a low awareness of safe driving.

  Further, the safe driving support device 1 of this example may perform the evaluation value update process related to s12 using the safe driving level determined in the safe driving level determination process of s16.

  Further, in the driving state pass / fail determination process for s4, it may be determined whether the driving state is good by adding the driving state of the motorcycle 6 such as sudden start, sudden acceleration, sudden braking, and meandering.

  In the above example, the safe driving support device 1 and the terminal 2 are connected via the network 8. However, the safe driving support device 1 and the terminal 2 are integrated and attached to the two-wheeled vehicle 6. May be. In this case, the configuration for communication between the safe driving support device 1 and the terminal 2 in the above example via the network 8 becomes unnecessary.

(Appendix 1)
Having at least one hardware processor;
The hardware processor is
Using the driving state data sensed the driving state of the motorcycle driver input to the sensing data input unit, determine whether the driving state of the motorcycle by the driver is good,
Based on the determination result of whether or not the driving state of the motorcycle by the driver is good, determine whether to urge the driver to drive safely,
If it is determined that the driver is to be urged to drive safely, the instruction to execute the wake-up to the driver is output at the output unit.
Safe driving support device.

(Appendix 2)
Using at least one hardware processor,
Using the driving state data sensed the driving state of the motorcycle driver input to the sensing data input unit, determine whether the driving state of the motorcycle by the driver is good,
Based on the determination result of whether or not the driving state of the motorcycle by the driver is good, determine whether to urge the driver to drive safely,
If it is determined that the driver is to be urged to drive safely, the instruction to execute the wake-up to the driver is output at the output unit.
A safe driving support method that executes processing.

DESCRIPTION OF SYMBOLS 1 ... Safe driving assistance apparatus 2 ... Terminal 3 ... State sensor 4 ... GPS sensor 5 ... Biological sensor 6 ... Two-wheeled vehicle 7 ... Driver 8 ... Network 9 ... Traffic volume measuring device 11 ... Control unit 11a ... Driving state quality determination part 11b ... Arousal necessity determination unit 11c ... evaluation value update unit 11d ... hazard map creation unit 11e ... assist limit determination unit 11f ... safe driving level determination unit 12 ... communication unit 13 ... driver DB
14 ... Hazard Map DB
DESCRIPTION OF SYMBOLS 21 ... Control part 22 ... Communication part 23 ... Short-distance wireless communication part 24 ... Operation part 25 ... Display part 26 ... Audio | voice output part 60 ... Assist controller 70 ... Glasses

Claims (15)

A sensing data input unit for inputting driving state data obtained by sensing the driving state of a motorcycle driver;
Using the driving state data input to the sensing data input unit, a driving state pass / fail determination unit that determines whether the driving state of the motorcycle by the driver is good,
Based on the determination result of the driving state pass / fail determination unit, an urgency necessity determination unit that determines whether to urge the driver to drive safe driving; and
An output unit that outputs an instruction to execute a safe driving alert to the driver when the alerting necessity determination unit determines to alert the driver to a safe driving. The sensing data input unit inputs the driving state data from a terminal connected via a network,
The safe driving support device according to claim 1, wherein the output unit outputs an instruction to execute a safe driving alert to the driver to the terminal connected via the network.   When the driving state pass / fail determination unit determines that the driving state of the two-wheeled vehicle by the driver is not good when the driving state pass / fail determination unit continues for a set number of times, The safe driving support device according to claim 1 or 2, wherein the determination is made. When the predetermined safe driving determination timing is reached, whether or not the driving state of the motorcycle is good by the driver using the driving state data input within the set safe driving determination period. A safe driving level determination unit for determining a safe driving level of the driver based on the determination result of determining
The safe driving support apparatus according to claim 3, wherein the arousal necessity determination unit sets the set number of times for each safe driving level.   The safe driving support apparatus according to any one of claims 1 to 4, wherein the driving state data input to the sensing data input unit includes data obtained by sensing the direction of the driver's face.   The safe driving support apparatus according to any one of claims 1 to 5, wherein the driving state data input to the sensing data input unit includes data obtained by sensing a tilt of a vehicle body of the motorcycle. In the sensing data input unit, speed-related data concerning the speed of the two-wheeled vehicle is input,
The driving state pass / fail determination unit determines whether or not the driving state of the motorcycle by the driver is good using the driving state data input to the sensing data input unit and the speed-related data. Item 7. The safe driving support device according to any one of Items 1 to 6.   The safe driving support apparatus according to claim 7, wherein the speed-related data is position data indicating a position of the motorcycle. For each area, it has a hazard map storage unit that stores a hazard map that sets a caution level according to the traffic volume.
The said driving state quality determination part changes the determination level used for determination whether the driving state of the two-wheeled vehicle by the said driver is favorable according to the said caution level. Safe driving support device. In the sensing data input unit, vital data obtained by sensing the driver's biological information is input,
The driving state pass / fail determination unit changes a determination level used for determining whether or not the driving state of the motorcycle by the driver is good according to the vital data of the driver. The safe driving support device described in 1.   The safe driving support apparatus according to any one of claims 1 to 10, further comprising an evaluation value update unit that updates a safe driving evaluation value of the driver using a determination result of the driving state pass / fail determination unit. The motorcycle is a bicycle having an electric assist function,
An assist limit determination unit that determines whether to limit driving assistance by the electric assist function based on the determination result of the arousal necessity determination unit;
The said output part outputs the execution instruction | indication of the restriction | limiting of the driving assistance by the said electric assist function, if the said assist restriction determination part determines with restricting the driving assistance by the said electric assistance function. Safe driving support device. A safe driving support device according to any one of claims 1 to 12,
Connected to the safe driving support device via the network, the driving state data is input to the safe driving support device, and an instruction to execute a safe driving alert for the driver output from the safe driving support device is input And a two-wheeled vehicle driving support system. A driving state pass / fail determination step for determining whether or not the driver's driving state is good, using driving state data obtained by sensing the driving state of the motorcycle driver input to the sensing data input unit;
Based on the determination result of the driving state pass / fail determination step, an urgency necessity determination step for determining whether or not to perform a safe driving urge to the driver;
A safe driving support method in which a computer executes an output step of outputting an instruction to execute a safe driving alert to the driver when it is determined that the driver is to be prompted for a safe driving in the determination of whether or not to urge. A driving state pass / fail determination step for determining whether or not the driver's driving state is good, using driving state data obtained by sensing the driving state of the motorcycle driver input to the sensing data input unit;
Based on the determination result of the driving state pass / fail determination step, an urgency necessity determination step for determining whether or not to perform a safe driving urge to the driver;
A safe driving support program for causing a computer to execute an output step of outputting an instruction to execute a safe driving alert to the driver when it is determined that the driver is prompted to perform a safe driving in the arousing necessity determination step.

Images