JP2019185122A - Device, system, method, and program for information processing - Google Patents

Abstract

To provide an information processing device capable of analyzing an event to be watched out for using collected information on the event in accordance with whether a mobile body is in an automatic driving mode or manual driving mode.SOLUTION: An information processing device is provided, comprising: lookout spot information collection means configured to collect lookout spot information pertaining to a spot at which a lookout event that effects driving operation of a mobile body has occurred; and determination means configured to weight the lookout spot information and set the spot as a lookout spot using the weighted lookout spot information in accordance with whether the lookout spot information was collected while the mobile body was in an automatic driving mode, in which at least some of driving operations for the mobile body is automatically done, or while it was in a manual driving mode in which the mobile body is manually driven.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an information processing apparatus, an information processing system, an information processing method, and a program that provide information to a moving object.

  In recent years, by detecting a change in acceleration, it has been detected that an event that requires attention to a moving object has occurred.

  For example, by comparing information on the situation where a noticeable event has been detected with a past noteworthy event that occurred in the same place as the place where the noticeable event occurred, Patent Document 1 discloses a factor analyzer that estimates whether the factor is an environmental factor or a driver factor.

JP 2006-071492 A

  The factor analysis device disclosed in Patent Literature 1 acquires probe information including the traveling speed of the moving body from the moving body, and analyzes the acquired probe information.

  However, the factor analysis device of Patent Document 1 acquires probe information without distinguishing whether the mobile body that is the transmission source is in an automatic operation state or a manual operation state. Therefore, for example, an event that should be noted when the moving body is in an automatic driving state, that is, information on an event that should be noted due to factors in the surrounding environment is buried in other information is an example of the problem. .

  The present invention has been made in view of the above points, and analyzes an event to be noted with respect to a collected event to be noticed depending on whether the driving state of the moving body is an automatic driving state or a manual driving state. It is an object to provide an information processing device.

  The information processing apparatus according to claim 1 of the present invention includes a caution point information collecting unit that collects caution point information about a point where an cautionary event that affects a driving operation of a mobile object has occurred, and at least of the driving operation of the mobile object. The caution point information collected in the automatic operation mode in which a part is automatically performed, or the caution point information collected in the manual operation mode in which the driving operation of the moving body is performed manually Accordingly, there is provided setting means for weighting the caution point information and setting the point as the caution point using the weighted caution point information.

  An information processing system according to claim 10 of the present application is a measuring terminal that performs measurement related to a traveling state of a moving body, and a caution point that collects caution point information regarding a point where an cautionary event that affects the driving operation of the moving body has occurred. Manual operation in which the point information collecting means and the attention point information collected in the automatic operation mode in which at least a part of the driving operation of the moving body is automatically performed and the driving operation of the moving body are manually performed Information comprising setting means for weighting the attention point information according to whether the attention point information is collected in the mode, and setting the point as the attention point using the weighted attention point information An information processing system comprising: a processing device.

  In the information processing method according to claim 11 of the present invention, a step of collecting caution point information regarding a point where an cautionary event that affects the driving operation of the moving body has occurred, and at least a part of the driving operation of the moving body is automatically performed. Depending on whether the caution point information collected in the automatic driving mode being performed and the caution point information collected in the manual driving mode in which the driving operation of the moving body is performed manually Weighting point information, and setting the point as a caution point using the weighted caution point information.

  According to a twelfth aspect of the present invention, there is provided a program for collecting at a point of attention information about a point at which an event that requires attention affecting a driving operation of a mobile object has occurred, and at least a part of the driving operation of the mobile object. Depending on whether it is the caution point information collected in the automatic operation mode that is automatically performed or the caution point information collected in the manual operation mode in which the driving operation of the moving body is performed manually And weighting the attention point information, and setting the point as the attention point using the weighted attention point information.

1 is an overall view of an information processing system according to a first embodiment. It is a block diagram which shows the structure of the measurement terminal of Example 1, and a server. It is a flowchart which shows the information processing of the server of Example 1. It is a block diagram which shows the structure of the measurement terminal of Example 2, and a server. It is a conceptual diagram which shows the attention area | region information which the information generation means of FIG. 4 produced | generated. FIG. 10 is a flowchart illustrating information processing of a server according to the second embodiment. FIG. 10 is a diagram illustrating a detailed flow of a first mode transition determination process in the information processing system according to the second embodiment. It is a figure which shows the detailed flow of the 2nd mode transition determination process in the information processing system which concerns on Example 2. FIG.

  FIG. 1 illustrates an overall configuration of an information processing system 100 according to the first embodiment. As shown in FIG. 1, the information processing system 100 is configured by connecting a measurement terminal 10 mounted on a vehicle M as a moving body and a server 20 as an information processing apparatus via a network NW. . Note that the moving body may be a moving body other than an automobile, such as an automobile, a motorcycle, an airplane, a ship, or a moving person.

  FIG. 2 shows functional blocks of the measurement terminal 10 and the server 20 of the information processing system 100. As shown in FIG. 2, in the information processing system 100, the measurement terminal 10 and the server 20 that are mounted on each of the plurality of automobiles M are connected to be communicable.

  The measurement terminal 10 can be mounted on the automobile M or moved together with the automobile M. The measurement terminal 10 may be a part of the navigation system of the automobile M.

  The acceleration sensor 11 is a capacitance type or piezoresistive type acceleration sensor. The acceleration sensor 11 is a biaxial acceleration sensor, for example, and detects longitudinal acceleration, which is the moving direction of the automobile M, and lateral acceleration orthogonal to the longitudinal direction.

  The GPS (Global Positioning System) device 12 is a device configured to receive a signal (GPS signal) from a GPS satellite, and acquires position information of the automobile M.

  The communication unit 13 is an interface that is communicably connected to the measurement terminal 10 mounted on the server 20 and another vehicle M via the network NW.

  The control unit 14 includes, for example, a CPU (Central Processing Unit) that performs arithmetic processing. The control unit 14 can control the operation of each unit of the measurement terminal 10 including the acceleration sensor 11, the GPS device 12, and the communication unit 13.

  The behavior information calculation unit 15 is one of functional blocks of the control unit 14. The behavior information calculation unit 15 determines the speed and acceleration of the vehicle M (including longitudinal acceleration in the traveling direction of the vehicle M and lateral acceleration in a direction substantially perpendicular to the traveling direction) from the signals of the acceleration sensor 11 and the GPS device 12. It is possible to calculate behavior information including the accelerator opening, the strength of braking, the idle travel distance when the accelerator is off, the distance between the vehicle traveling in front of the vehicle M, and the position of the vehicle M. That is, the behavior information calculation unit 15 can acquire probe information. The behavior information is information relating to the behavior of the automobile M per predetermined period, for example. In the case of acceleration, for example, the acceleration of the automobile M per 15 seconds. The predetermined period can be arbitrarily determined.

  The acceleration and speed of the automobile M may be calculated and acquired based on, for example, an acceleration signal from the acceleration sensor 11 or a GPS signal from the GPS device 12. Further, the speed of the automobile M may be obtained by receiving supply of a vehicle speed pulse from the automobile M and calculating based on the vehicle speed pulse, for example.

  Further, the position of the automobile M may be acquired based on a GPS signal from the GPS device 12, for example. The position of the automobile M may be calculated based on the amount of movement from the reference position, the attitude information of the automobile M from the gyro device, or the vehicle speed information obtained from the vehicle speed pulse of the automobile M. Moreover, the behavior information calculation unit 15 may be able to acquire map information. That is, the position of the vehicle M can be calculated and acquired by combining the map information with at least one of the GPS information from the GPS device 12, the attitude information of the vehicle M from the gyro device, and the vehicle speed information of the vehicle M. May be.

  In the following description, it is assumed that the longitudinal acceleration when the automobile M is accelerated in the traveling direction (front-rear direction) of the automobile M is a positive acceleration, and the acceleration when the automobile M is decelerated is a negative longitudinal acceleration. Note that the negative longitudinal acceleration in the traveling direction is also referred to as deceleration. As for the lateral acceleration in the lateral direction, the lateral acceleration in the left direction toward the traveling direction of the automobile M will be described as a positive acceleration, and the lateral acceleration in the right direction toward the traveling direction will be described as a negative acceleration.

  The communication unit 21 of the server 20 is communicably connected to the communication unit 13 of the measurement terminal 10 mounted on each of the plurality of automobiles M or moving together with the automobile M via the network NW. The communication unit 21 can receive, for example, behavior information or probe information including the acceleration, speed, and position of the automobile M from the communication unit 13.

  The control unit 23 includes, for example, a CPU (Central Processing Unit) that performs arithmetic processing, and is realized by a computer. The control unit 23 can control the operation of each unit of the server 20 including the communication unit 21. In addition, the control unit 23 can acquire various information from the outside via the communication unit 21 and perform processing such as analysis on the acquired information. The CPU reads a program corresponding to the processing content from the storage unit 22 and executes the read program to realize various functions.

  The behavior information acquisition unit 23 a is one of functional blocks of the control unit 23. The behavior information acquisition unit 23a can acquire the behavior information of the automobile M from each measurement terminal 10 mounted on the automobile M.

  The caution point information collecting unit 23 b is one of functional blocks of the control unit 23. The caution point information collecting unit 23b can collect caution point information including a point where an cautionary event that affects the driving operation of the automobile M has occurred (hereinafter referred to as an event occurrence point) from the behavior information. .

  An event to be noted (hereinafter referred to as a caution event) that affects the driving operation of the automobile M is, for example, a situation in which any driving operation among a sudden steering, a rapid acceleration, a sudden deceleration, or the like has occurred. In addition, the position where the attention event occurs is, for example, a position where a driving operation that may require one of sudden steering, sudden acceleration, or sudden deceleration is encountered, sudden steering, sudden acceleration, or sudden deceleration. The position where any driving operation occurred.

  Based on the acquired behavior information, the caution point information collection unit 23b recognizes that a caution event affecting the driving operation of the car M has occurred, and responds to the behavior included in the acquired behavior information. It is possible to recognize the event occurrence point based on the position information of the automobile M. The event occurrence point may be a predetermined area including the point where the attention event occurs. For example, when the point where the attention event occurs is an intersection, the predetermined area may be a range of a radius of several tens of meters centering on the intersection.

  Specifically, the caution point information collection unit 23b determines whether or not the behavior information includes acceleration corresponding to the sudden handle, sudden acceleration or sudden deceleration, and acceleration corresponding to the sudden handle, sudden acceleration or sudden deceleration. The location where the occurrence occurred is collected as the event occurrence point. Whether or not an acceleration corresponding to sudden steering, rapid acceleration, or rapid deceleration has occurred is determined, for example, based on whether a predetermined threshold value is exceeded.

  The caution point information collecting unit 23b collects the caution point information by determining whether the vehicle M on which each measurement terminal 10 is mounted is in the automatic driving mode or the manual driving mode based on the acceleration included in the behavior information. . That is, the caution point information collecting unit 23b collects the caution point information when the vehicle M is in the automatic driving mode and the caution point information when the vehicle M is in the manual driving mode.

  Here, the automatic operation mode and the manual operation mode are operation control modes of the automobile M (hereinafter also referred to as a steering mode). The maneuvering mode includes a plurality of maneuvering modes that differ depending on the degree of automation of operations related to the traveling of the automobile M.

  For example, the manual operation mode corresponds to the automatic operation level 0. The automatic operation mode is assumed to be a mode corresponding to automatic operation levels 1 to 5. Here, it is assumed that the automatic driving level is an automatic driving level defined by the Japanese government or the US Department of Transportation Road Traffic Safety Administration (NHTSA).

  The automatic driving mode includes a mode for assisting at least one of an accelerator operation, a brake operation, and a steering operation (steering operation). The mode for assisting the operation is a mode for intervening in the driving operation when the driver's operation does not satisfy a predetermined condition, such as an emergency brake.

  The caution point information collecting unit 23b determines that the automatic driving mode is in effect when the acceleration (deceleration) in the traveling direction of the automobile M is equal to or less than a predetermined threshold, and collects the caution point information. Further, for example, the caution point information collecting unit 23b determines that the automatic driving mode is set when the absolute value of the acceleration in the lateral direction of the automobile M is equal to or less than a predetermined threshold, and collects the caution point information.

  Specifically, the automobile M traveling in the automatic driving mode maintains a constant speed on a straight road when there is no automobile traveling ahead, and acceleration / deceleration is minimal with little variation and is smooth.

  Further, when the vehicle M traveling in the automatic driving mode is traveling following the vehicle traveling ahead, the speed fluctuates according to the vehicle traveling ahead on a straight road, and acceleration / deceleration is minimized. There is little variation and it is smooth.

  In addition, when the vehicle M traveling in the automatic driving mode is traveling following the vehicle traveling in front, the distance between the vehicle M traveling in front of the vehicle M is constant. That is, the automobile M traveling in the automatic operation mode travels while maintaining a certain inter-vehicle distance without being influenced by the weather or time zone (daytime or nighttime).

  Note that the stopping distance of the automobile M increases as the speed range of the automobile M increases. For this reason, the inter-vehicle distance becomes longer as the speed range of the automobile M becomes faster. That is, the automobile M traveling in the automatic driving mode travels at a constant inter-vehicle distance corresponding to the traveling speed.

  On the other hand, it is difficult for the automobile M traveling in the manual operation mode to maintain a strictly constant speed. In addition, the automobile M that travels in the manual operation mode often has acceleration indicating rapid deceleration. Further, the automobile M traveling in the manual operation mode varies when the distance between the automobile and the automobile traveling in front is running and stopped.

  The caution point information collecting unit 23b determines whether the vehicle M is in the automatic driving mode or the manual driving mode in consideration of the characteristics and factors of the automatic driving mode and the manual driving mode, and determines the determined operation. Collect attention point information for each mode.

  The caution point information collecting unit 23b determines whether at least a part of the driving operation related to acceleration, at least a part of the driving operation related to braking, and at least a part of the driving operation related to steering are automatically performed. For example, in auto-cruise control that travels while maintaining the traveling speed of the automobile M at a set speed, part of the driving operation related to acceleration is automatically performed. In this case, the caution point information collection unit 23b determines that the automatic operation mode is set even if the driving operation related to braking and the driving operation related to steering are performed manually.

  The caution point information collecting unit 23b determines whether at least one driving operation is automatically performed for each of the steering driving operation, the acceleration driving operation, and the braking driving operation of the vehicle M.

  That is, the caution point information collecting unit 23b may determine the automatic driving mode only for any one of the driving operations related to acceleration, braking, and steering when determining the automatic driving mode. The automatic operation mode may be determined for two or more of these driving operations.

  The determination of the operation mode by the caution point information collecting unit 23b is not limited to this. For example, the caution point information collecting unit 23b performs each of the driving operation for steering the vehicle M, the driving operation for acceleration, and the driving operation for braking. You may make it determine whether it is performed automatically. That is, it may be determined that the automatic driving mode is set when each of the steering driving operation, the acceleration driving operation, and the braking driving operation of the automobile M is automatically operated. Further, the automatic driving level may not necessarily be determined, and for example, it may be determined whether or not the automatic driving mode is set for each driving operation of an accelerator operation, a brake operation, and a steering operation.

  The traffic environment acquisition unit 23 c is one of functional blocks of the control unit 23. The traffic environment acquisition means 23c can acquire the traffic environment information of the event occurrence point. The traffic environment acquisition means 23c may acquire the traffic environment information by referring to a traffic environment information database storing the traffic environment information of an event occurrence point in the storage unit 22 described later. The traffic environment acquisition unit 23 c may acquire the traffic environment information by communicating with an external device via the communication unit 21.

  The setting unit 23d is one of functional blocks of the control unit 23. The setting unit 23d assigns a weight to any one of the attention point information among the attention point information collected in the automatic driving mode and the attention point information collected in the manual driving mode, and sets the event occurrence point as the attention point. Can be set as

  For example, the setting unit 23d counts the number of attention events that occurred at the event occurrence point included in the attention point information. The setting unit 23d sets a case where the number of attention events exceeds a predetermined value as a point of attention.

  When the setting unit 23d sets the caution point as the caution point information, the setting unit 23d determines the caution point information according to whether the caution point information is collected in the automatic operation mode or the manual operation mode. A weight is assigned, and an event occurrence point is set as a caution point using the caution point information with the weight.

  For example, in the automatic driving mode, since there is no human error by the driver, the occurrence of attention events is small. Therefore, for the attention event that occurs in the automatic operation mode, the setting process is performed with increasing weight. As an example, the setting unit 23d performs determination processing by multiplying the number of caution events occurring at an event occurrence point included in the caution point information collected in the automatic driving mode by “2”.

  On the other hand, in the manual operation mode, since human error by the driver is included, it is considered that there are more attention events than in the automatic operation mode. Therefore, the setting unit 23d performs setting processing with a lighter weight for a caution event that occurs in the manual operation mode. As an example, the setting unit 23d performs the determination process by using the number of caution events occurring at the event occurrence point included in the caution point information collected in the manual operation mode as it is.

  The setting unit 23d may set the event occurrence point as the caution point by assigning a weight to each caution point information according to the degree of automation of the driving operation. Specifically, weighting may be performed according to the automatic driving level. For example, as the automatic driving level increases, that is, as the automatic driving level approaches 5, the probability that a driver's attention error due to a human error will decrease. Therefore, processing may be performed with a higher weight. Good.

  Furthermore, the setting means 23d may set an event occurrence point corresponding to the automatic operation mode and the manual operation mode as a caution point. By doing in this way, the attention event according to the automatic operation mode and the manual operation mode can be analyzed.

  The setting unit 23d may perform processing for setting a caution point according to the traffic volume. That is, leveling can be performed by dividing the number of attention events occurring at the event occurrence point included in the attention point information by the traffic volume at the event occurrence point.

  The providing unit 23e is one of functional blocks of the control unit 23. The providing means 23e can provide each vehicle M with a caution point. For example, the providing unit 23e can provide each vehicle M with a caution point according to the automatic driving mode and the manual driving mode.

  The storage unit 22 includes, for example, a hard disk, a flash memory, an SSD (Solid State Drive), a RAM (Random Access Memory), and the like, and can store information such as mobile object information received by the communication unit 21. In addition, the storage unit 22 can store threshold information used when the attention point information collecting unit 23b determines the operation mode of the vehicle M and threshold information used when the setting unit 23d sets the event occurrence point as the attention point. It is.

  In addition, the storage unit 22 can store information serving as a reference when the means of each functional block determines. The storage unit 22 can store map information and the like. The storage unit 22 stores various programs such as BIOS (Basic Input Output System) and software.

  The memory | storage part 22 has the traffic environment information database (not shown) which memorize | stored the traffic environment information of the event occurrence point which the traffic environment acquisition means 23c refers. The storage unit 22 has a caution point information database (not shown) that stores the caution point information collected by the caution point information collection unit 23b. Furthermore, the storage unit 22 has a caution point database (not shown) that stores caution points set by the setting means 23d.

  FIG. 3 shows an automatic operation mode determination process executed by the server 20. As shown in FIG. 3, the behavior information acquisition unit 23a acquires behavior information of the automobile M from each measurement terminal 10 mounted on the automobile M (step S101).

  Based on the behavior information acquired in step S101, the caution point information collecting unit 23b acquires whether the driving operation of the vehicle M is automatically performed, that is, information on the operation mode of the vehicle M (step S102).

  The caution point information collection unit 23b determines whether the longitudinal acceleration of the behavior information is equal to or greater than a predetermined threshold (step S103).

  If the longitudinal acceleration is greater than or equal to the threshold value in the determination in step S103 (step S103: Y), the caution point information collection unit 23b recognizes that a caution event has occurred in the car M (step S104) and is included in the behavior information. The event occurrence point is identified based on the position information of the vehicle M corresponding to the point where the attention event has occurred in the car M (step S105), and the attention point information including the event occurrence point is recorded in the attention point information database. (Step S106).

  If it is determined in step S103 that the longitudinal acceleration is not greater than or equal to the threshold (step S103: N), the attention point information collection unit 23b determines whether the lateral acceleration of the behavior information is greater than or equal to a predetermined threshold (step S107).

  If it is determined in step S107 that the lateral acceleration is equal to or greater than the threshold (step S107: Y), the caution point information collection unit 23b recognizes that a caution event has occurred in the car M (step S104) and is included in the behavior information. The event occurrence point is identified based on the position information of the vehicle M corresponding to the point where the attention event has occurred in the car M (step S105), and the attention point information including the event occurrence point is recorded in the attention point information database. (Step S106). Thus, the caution point information collection unit 23b collects the caution point information.

  If it is determined in step S107 that the lateral acceleration is not greater than or equal to the threshold (step S107: N), the caution point information collection unit 23b recognizes that no caution event has occurred in the car M, that is, the event has not occurred ( Step S108), the process is terminated.

  The setting unit 23d reads the number of times of attention events (S) occurring at the event occurrence points included in the attention point information collected by the attention point information collection unit 23b for each operation mode. The setting unit 23d calculates the determination value (DV) by weighting the number of attention events (S) occurring at the event occurrence point for each operation mode (step S109).

For example, the setting unit 23d calculates the determination value (DV) by adding together the number of attention events (SA) under the automatic operation mode and the number of attention events (SM) under the manual operation mode. At this time, the setting unit 23 uses a value obtained by multiplying the number of attention events (SA) in the automatic operation mode by “2”, for example, as shown in the following mathematical formula (Equation 1). The number of attention events (SM) under the mode is calculated as it is.

The setting unit 23d determines whether or not the determination value (DV) calculated in step S109 exceeds a predetermined value (K) determined in advance (step S110), as shown in the following mathematical formula (Equation 2). .

  When the setting unit 23d determines that the determination value (DV) exceeds the specified value (K) in the determination in step S110 (step S110: Y), the setting unit 23d sets the event occurrence point as a caution point (step S111). The setting means 23d records the set caution point in the caution point database.

  The providing unit 23e provides the caution point by reading the caution point from the caution point information database and transmitting the caution point to the measurement terminal 10 mounted on the other vehicle M that travels (step S112). .

  If the determination unit 23d determines that the determination value (DV) does not exceed the specified value (K) in the determination in step S110 (step S110: N), the setting unit 23d ends the process.

Note that the processing in step S109 may be executed when the number of attention events (S) occurring at the event occurrence point exceeds a predetermined cut-off value. Specifically, when performing the process of step S109, the setting unit 23d determines whether the number of attention events (S) exceeds the cut-off value (T) as shown in the following mathematical formula (Formula 3). May be. The setting unit 23d may perform the process of step S109 when the number of times of attention events (S) exceeds the cut-off value (T). The setting unit 23d may end the process when the number of attention events (S) is equal to or less than the cut-off value (T).

Further, the process of step S110 may be performed by leveling based on the traffic volume at the event occurrence point. For example, as shown in the following mathematical formula (Equation 4), a value obtained by dividing the number of attention events (S) occurring at the event occurrence point for each operation mode by the traffic volume (N) is used as a judgment value (DV). You may judge by whether a value (DV) exceeds the regulation value (K) defined for every steering mode. The traffic volume (N) is acquired by the traffic environment acquisition means 23c referring to the traffic volume at the event occurrence point in the traffic environment information database.

Further, the setting means 23d may set the event occurrence point as a caution point for each operation mode. For example, the setting unit 23d may make a determination based on a specified value (K) that is different for each operation mode, as shown in the following formula (Equation 5). Specifically, the setting means 23d determines whether the value divided by the traffic volume (N) exceeds the specified value (KA) of the automatic driving mode for the number of attention events (SA) in the automatic driving mode. To do. Further, the setting means 23d determines whether the value divided by the traffic volume (N) exceeds the specified value (KM) of the manual operation mode for the number of attention events (SM) in the manual operation mode. The specified value (KA) in the automatic operation mode is an integer different from the specified value (KM) in the manual operation mode.

  Further, in this embodiment, the operation mode information is acquired based on the longitudinal acceleration and the lateral acceleration of the behavior information, but the present invention is not limited to this. For example, an identifier for identifying the automatic operation mode or the manual operation mode is included in the behavior information. The control mode may be determined by reading the identifier.

  As described above, the information processing system 100 according to the present embodiment performs any of the attention point information among the attention point information collected in the automatic driving mode and the attention point information collected in the manual driving mode. Weight is set and the event occurrence point is set as the caution point.

  Therefore, according to the information processing system 100 of the present embodiment, the attention event is analyzed for the collected attention event according to the driving state of the automobile M, that is, whether the operation mode is the automatic driving mode or the manual driving mode. Is possible.

  An information processing system 100 according to the second embodiment will be described. The information processing system according to the second embodiment generates information using the position where the automobile M has shifted from one of the automatic operation mode and the manual operation mode as the other operation mode as a region to be noted. In addition, about the structure same as the information processing system 100 of Example 1, the same code | symbol is attached | subjected to the same location and description is abbreviate | omitted.

  FIG. 4 illustrates functional blocks of the measurement terminal 10 and the server 20 of the information processing system 100 according to the second embodiment. As illustrated in FIG. 4, the configuration of the information processing system 100 according to the second embodiment is different from the information processing system 100 according to the first embodiment in the configuration of the control unit 23 of the server 20.

  The position information acquisition unit 23 f is one of functional blocks of the control unit 23. It is possible to acquire position information of the automobile M that has undergone a mode transition in which one of the automatic operation mode and the manual operation mode shifts from one of the operation modes to the other operation mode.

  Specifically, the position information acquisition unit 23f obtains position information of the vehicle M in which the mode transition has been performed for at least one driving operation for each of the steering driving operation, the acceleration driving operation, and the braking driving operation of the vehicle M. It is possible to obtain. Further, the position information acquisition unit 23f can acquire the position information of the vehicle M in which the mode has been changed for each of the steering driving operation, the acceleration driving operation, and the braking driving operation of the vehicle M. The position information may be a predetermined area divided in advance including the point where the mode is changed.

  For example, when determining the mode transition of the automobile M, the position information acquisition unit 23f may determine the mode transition for only one of the driving operations related to acceleration, braking, and steering. Of these driving operations, the mode shift may be determined for two or more driving operations.

  In addition, the position information acquisition unit 23f includes the position information of the automobile M in which the degree of automation of the driving operation has changed in the automatic driving mode and the position information of the automobile M in which the degree of automation of the driving operation has changed in the manual driving mode. Is possible to get. For example, the position information acquisition unit 23f may determine a change in the automatic driving level of the vehicle M as a mode shift when determining the mode shift of the vehicle M.

  The position information acquisition unit 23f can determine the mode transition based on, for example, a change in longitudinal acceleration and a change in lateral acceleration included in the behavior information. Further, the behavior information may include the operation mode change information in which the operation mode is changed, and the position information acquisition unit 23f may determine the mode transition by reading the behavior information.

  The information generating unit 23g is one of functional blocks of the control unit 23. Based on the position information acquired by the position information acquisition unit 23f, the information generation unit 23g can generate attention region information using the position of the position information as the attention region.

  The information generating unit 23g performs the first position information in which the first mode transition is performed to shift from the automatic operation mode to the manual operation mode, and the second mode transition to transition from the manual operation mode to the automatic operation mode. Attention area information is generated by using different aspects of the second position information.

  For example, the information generation unit 23g generates the attention area information as a heat map in which the first position information is changed according to the frequency of the first mode transition. The information generating unit 23g generates attention area information as a heat map that changes the second position information according to the frequency of the second mode transition.

  The storage unit 22 includes a position information database (not shown) that stores position information of the automobile M that has undergone mode transition acquired by the position information acquisition unit 23f. In addition, the storage unit 22 has a caution area information database (not shown) generated by the information generation unit 23g.

  FIG. 5 is a conceptual diagram showing attention area information generated by the information generating means 23g. As shown in FIG. 5, a road R on which an automobile M travels is divided by a plurality of areas E that are divided at equal intervals. Each area E is displayed in a different color depending on the frequency of mode transition occurring in the area E.

  For example, the area E where the frequency of the first mode transition or the second mode transition is relatively highest, that is, the area E of “occurrence frequency (high)” is displayed in red, for example. The area E in which the frequency of the first mode transition or the second mode transition is slightly lower than the “occurrence frequency (high)”, that is, the area E of the “occurrence frequency (medium high)” is displayed in orange, for example. The The area E in which the frequency of the first mode transition or the second mode transition is lower than the “occurrence frequency (medium / high)”, that is, the area E of “occurrence frequency (medium / low)” is displayed in green, for example. The area E in which the frequency of the first mode transition or the second mode transition is relatively lowest, that is, the “occurrence frequency (low)” area E is displayed in blue, for example. The illustrated colors are merely examples, and in particular, the “occurrence frequency (low)” area E may be displayed in the same manner as a normal map without being colored.

  FIG. 6 shows an automatic operation mode determination process executed by the server 20. As illustrated in FIG. 6, the behavior information acquisition unit 23 a acquires behavior information of the automobile M from each measurement terminal 10 mounted on the automobile M (Step S <b> 201).

  The position information acquisition unit 23f performs a first mode transition determination process in which the automobile M determines a transition from the automatic operation mode to the manual operation mode (step S202). The position information acquisition unit 23f determines whether or not the first mode transition has been performed based on the process of step S202 (step S203).

  If the position information acquisition unit 23f determines in step S203 that the first mode transition has been performed (step S203: Y), the position information acquisition unit 23f acquires the first position information in which the first mode transition has been performed (step S203: Y). S204), the first position information is recorded in the position information database.

  The information generation unit 23g reads the first position information from the position information database, generates heat map-like attention area information according to the frequency of the first mode transition (step S205), and attention area information. Record attention area information in the database.

  The providing unit 23e reads the attention area information generated in step S205 from the attention area information database and provides the attention area information by transmitting it to the measurement terminal 10 mounted on another vehicle M (step S206).

  If the position information acquisition unit 23f determines in step S203 that the first mode transition has not been performed (step S203: N), the position information acquisition unit 23f determines that the vehicle M has changed from the manual operation mode to the automatic operation mode. Then, a second mode transition determination process for determining the transition to the mode is performed (step S207). The position information acquisition unit 23f determines whether the second mode transition has been performed based on the process of step S207 (step S208).

  If the position information acquisition unit 23f determines in step S208 that the second mode transition has been performed (step S208: Y), the position information acquisition unit 23f acquires the second position information in which the second mode transition has been performed (step S208). S209), the second position information is recorded in the position information database.

  The information generation unit 23g reads the second position information from the position information database, generates heat map-like attention area information according to the frequency of the second mode transition (step S205), and the attention area information database. Attention area information is recorded in

  The providing unit 23e reads the attention area information generated in step S205 from the attention area information database and provides the attention area information by transmitting it to the measurement terminal 10 mounted on another vehicle M (step S206).

  If it is determined in step S208 that the second mode has not been changed (step S208: N), the position information acquisition unit 23f processes that the mode has not been changed (step S210). Exit.

  FIG. 7 is a diagram showing a more detailed flow of the first mode transition determination process (step S202). Step S202 may be configured as a subroutine as shown in FIG.

  As shown in FIG. 7, the position information acquisition unit 23f determines whether the longitudinal acceleration, which is the moving direction of the automobile M, has changed beyond a predetermined threshold (step S301). Specifically, it is assumed that the longitudinal acceleration, which is the moving direction of the automobile M traveling in the automatic driving mode, and the lateral acceleration with respect to the moving direction are constant. In contrast, the longitudinal acceleration of the automobile M traveling in the manual operation mode is assumed to vary and exceed a predetermined threshold. Therefore, the position information acquisition unit 23f analyzes the change in the longitudinal acceleration per predetermined time (for example, 1 minute). For example, the position information acquisition unit 23f has a longitudinal acceleration equal to or less than a predetermined threshold before a specific time within the predetermined time, and changes to a longitudinal acceleration exceeding a predetermined threshold after the specific time. It is considered that the mode has shifted from the automatic operation mode to the manual operation mode.

  If the position information acquisition unit 23f determines in step S301 that the longitudinal acceleration, which is the moving direction of the automobile M, has changed beyond a predetermined threshold (step S301: Y), it is assumed that the first mode transition has occurred. Processing is performed (step S302). That is, if there is a change exceeding the threshold value for the positive longitudinal acceleration, the position information acquisition unit 23f processes the driving operation (accelerator operation) related to acceleration as having been shifted to the first mode. Further, when there is a change exceeding the threshold for the negative longitudinal acceleration, the position information acquisition unit 23f processes the driving operation related to braking (braking operation) as having been shifted to the first mode.

  If the position information acquisition unit 23f determines in step S301 that the longitudinal acceleration of the automobile M has not changed beyond a predetermined threshold (step S301: N), the lateral acceleration of the automobile M exceeds the predetermined threshold. Is determined (step S303).

  For example, the position information acquisition unit 23f has a lateral acceleration equal to or less than a predetermined threshold before a specific time within the predetermined time, and changes to a lateral acceleration exceeding a predetermined threshold after the specific time. It is considered that the mode has shifted from the automatic operation mode to the manual operation mode.

  If it is determined in step S303 that the lateral acceleration of the automobile M has changed beyond a predetermined threshold value (step S303: Y), the position information acquisition unit 23f performs processing on the assumption that the first mode has been changed (step S303: Y). Step S302). That is, when there is a change that exceeds the threshold for positive or negative lateral acceleration, the position information acquisition unit 23f processes the driving operation related to steering (steering operation) as having been shifted to the first mode.

  If the position information acquisition unit 23f determines in step S303 that the lateral acceleration of the automobile M has not changed beyond a predetermined threshold value (step S303: N), the process ends.

  FIG. 8 is a diagram showing a more detailed flow of the second mode transition determination process (step S207). Step S207 may be configured as a subroutine as shown in FIG.

  As shown in FIG. 8, the position information acquisition unit 23f determines whether the longitudinal acceleration, which is the moving direction of the automobile M, has changed to a predetermined threshold value or less (step S401). For example, the position information acquisition unit 23f is a longitudinal acceleration that exceeds a predetermined threshold before a specific time within the predetermined time, and changes to a longitudinal acceleration that is equal to or less than a predetermined threshold after the specific time. It is considered that the mode has shifted from the manual operation mode to the automatic operation mode.

  If the position information acquisition unit 23f determines in step S401 that the longitudinal acceleration of the vehicle M has changed to a predetermined threshold value or less (step S401: Y), the position information acquisition unit 23f performs processing as if the second mode has been changed (step S401). S402). That is, when there is a change exceeding the threshold value for the positive longitudinal acceleration, the position information acquisition unit 23f processes the driving operation related to acceleration (accelerator operation) as having been shifted to the second mode. Further, when there is a change exceeding the threshold value for the negative longitudinal acceleration, the position information acquisition unit 23f processes the driving operation (braking operation) related to braking as having been shifted to the second mode.

  If the position information acquisition unit 23f determines in step S401 that the longitudinal acceleration of the automobile M has not changed below a predetermined threshold (step S401: N), the lateral acceleration of the automobile M changes below a predetermined threshold. It is determined whether or not (step S403).

  For example, the position information acquisition unit 23f is a lateral acceleration that exceeds a predetermined threshold before a specific time within the predetermined time, and changes to a lateral acceleration that is equal to or less than a predetermined threshold after the specific time. It is considered that the mode has shifted from the manual operation mode to the automatic operation mode.

  If the position information acquisition unit 23f determines in step S403 that the lateral acceleration of the automobile M has changed to a predetermined threshold value or less (step S403: Y), the position information acquisition unit 23f performs processing as if the second mode has been changed (step S403). S402). That is, when the left-right acceleration changes to a threshold value or less, the position information acquisition unit 23f processes the driving operation (steering operation) related to steering as having been shifted to the second mode.

  If the position information acquisition unit 23f determines in step S403 that the lateral acceleration of the automobile M has not changed beyond a predetermined threshold value (step S403: N), the process ends.

  As described above, the information processing system 100 according to the present embodiment provides information on the position where the vehicle M has shifted from one of the automatic operation mode and the manual operation mode to the other operation mode as a region to be noted. Generate.

  Therefore, according to the information processing system 100 of the present embodiment, the attention event is analyzed for the collected attention event according to the driving state of the automobile M, that is, whether the operation mode is the automatic driving mode or the manual driving mode. Is possible.

  In particular, according to the information processing system 100 according to the present embodiment, by generating the attention area information regarding the switching point of the operation mode from the automatic operation mode to the manual operation mode or from the manual operation mode to the automatic operation mode, the information processing system 100 is more secure. It is possible to realize a simple driving environment.

DESCRIPTION OF SYMBOLS 100 Information processing system 10 Measuring terminal 20 Server 23a Behavior information acquisition means 23b Caution point information collection means 23c Traffic environment acquisition means 23d Setting means 23e Provision means 23f Position information acquisition means 23g Information generation means

Claims (12)

Caution point information collection means for collecting caution point information about a point where an cautionary event affecting the driving operation of the moving object has occurred;
The attention point information collected in the automatic operation mode in which at least a part of the driving operation of the moving body is performed automatically or collected in the manual operation mode in which the driving operation of the moving body is performed manually. And setting means for setting the point as a caution point using the weighted caution point information based on whether the caution point information is weighted. A characteristic information processing apparatus.   The setting means weights each of the caution point information according to the degree of automation of the driving operation, and sets the point as a caution point using the weighted caution point information. The information processing apparatus according to claim 1. Having behavior information acquisition means for acquiring behavior information relating to acceleration of the moving object;
The caution point information collection unit recognizes that an event to be noted that affects the driving operation of the moving body has occurred based on the acquired behavior information, and includes the behavior information included in the acquired behavior information. The information processing apparatus according to claim 1, wherein the point is recognized based on position information of the moving body according to a behavior. Having behavior information acquisition means for acquiring behavior information relating to braking of the moving body;
The caution point information collection unit recognizes that an event to be noted that affects the driving operation of the moving body has occurred based on the acquired behavior information, and includes the behavior information included in the acquired behavior information. The information processing apparatus according to claim 1, wherein the point is recognized based on position information of the moving body according to a behavior. Having behavior information acquisition means for acquiring behavior information related to steering of the moving body;
The caution point information collection unit recognizes that an event to be noted that affects the driving operation of the moving body has occurred based on the acquired behavior information, and includes the behavior information included in the acquired behavior information. The information processing apparatus according to claim 1, wherein the point is recognized based on position information of the moving body according to a behavior.   6. The information processing according to claim 1, wherein when the event to be noted that exceeds a predetermined specified value occurs at the point, the setting unit sets the point as a point of attention. apparatus. Having traffic environment acquisition means for acquiring traffic environment information of the point;
The information processing apparatus according to claim 1, wherein the setting unit sets the point as a caution point according to the traffic environment information.   The information processing apparatus according to claim 1, wherein the setting unit sets the point corresponding to the automatic operation mode and the manual operation mode as a caution point.   9. The information processing apparatus according to claim 7, further comprising providing means for providing the caution point according to the automatic operation mode and the manual operation mode to another moving body. A measuring terminal for measuring the traveling state of the moving object;
Attention point information collecting means for collecting attention point information about a point where an event that should be noted that affects the driving operation of the moving body has occurred, and automatic driving in which at least a part of the driving operation of the moving body is automatically performed Depending on whether the caution point information collected in the mode and the caution point information collected in the manual operation mode in which the driving operation of the mobile body is performed manually, the caution point information is weighted, An information processing apparatus having setting means for setting the point as a caution point using the weighted caution point information;
An information processing system comprising: Collecting caution point information about a point where a noteworthy event affecting the driving operation of the moving object has occurred;
The attention point information collected in the automatic driving mode in which at least a part of the driving operation of the moving body is automatically performed and the collected in the manual driving mode in which the driving operation of the moving body is performed manually Weighting the caution point information according to whether it is caution point information, and setting the point as a caution point using the weighted caution point information;
An information processing method characterized by comprising: On the computer,
Collecting caution point information about a point where a noteworthy event affecting the driving operation of the moving object has occurred;
The attention point information collected in the automatic driving mode in which at least a part of the driving operation of the moving body is automatically performed and the collected in the manual driving mode in which the driving operation of the moving body is performed manually Weighting the caution point information according to whether it is caution point information, and setting the point as a caution point using the weighted caution point information;
A program for running

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