JP2022034425A - Safe driving determination device, safe driving support system, safe driving support method and safe driving support program - Google Patents

Abstract

To more precisely determine an operating condition of a motorcycle.SOLUTION: A safe driving determination unit 50 comprises a motorcycle information acquisition unit 51, a road information acquisition unit 52, and a keep-left determination unit 54. The motorcycle information acquisition unit 51 acquires motorcycle position information for indicating a current position of a motorcycle. The road information acquisition unit 52 acquires road information 31 on which the motorcycle travels. The keep-left determination unit 54 determines whether or not the motorcycle is in a keep-left state in which the motorcycle is traveling on a left side in a traveling direction in a width direction of the road on which the motorcycle is traveling based on the motorcycle position information and the road information 31.SELECTED DRAWING: Figure 2

Description

The present invention relates to a safe driving determination device for determining the safety of driving a two-wheeled vehicle such as a bicycle, and a safe driving support system, method and program for supporting the safe driving of the two-wheeled vehicle.

In recent years, there have been many accidents in which two-wheeled vehicles come into contact with pedestrians and other vehicles. Motorcycle drivers are required to comply with traffic rules or improve their driving manners.

For example, Patent Document 1 discloses a device that determines the quality of a two-wheeled vehicle's driving condition and urges the driver to drive safely according to the determination result. In this device, the quality of the driving condition is determined based on the direction of the driver's face, the inclination of the vehicle body of the two-wheeled vehicle, and the traveling speed of the two-wheeled vehicle.

For example, Patent Document 2 discloses a system for giving a driving point to a driver when a motorcycle stops at a place where it should stop.

Japanese Unexamined Patent Publication No. 2018-060299 Japanese Unexamined Patent Publication No. 2018-190006

If the quality of the driving condition can be judged in more detail, it is expected that the driver can be appropriately encouraged to drive safely, which leads to the reduction of accidents caused by motorcycles.

Therefore, an object of the present invention is to provide a safe driving determination device, a safe driving support system, a method and a program for determining the driving state of a two-wheeled vehicle in more detail.

The safe driving determination device according to one embodiment of the present invention includes a motorcycle information acquisition unit, a road information acquisition unit, and a key preft determination unit. The motorcycle information acquisition unit acquires motorcycle position information indicating the current position of the motorcycle. The road information acquisition unit acquires road information on which a two-wheeled vehicle travels. The key preft determination unit determines whether or not the motorcycle is in the key preft state in which the motorcycle is traveling on the left side in the traveling direction in the width direction of the road on which the motorcycle is traveling, based on the motorcycle position information and the road information.

The motorcycle information acquisition unit uses, for example, the GPS (Global Positioning System) function installed in a mobile information terminal such as a smartphone owned by the driver of the motorcycle, or the GPS installed in the motorcycle to determine the current position of the motorcycle. The motorcycle position information indicating is acquired.

The road information acquisition unit obtains information on the road on which the motorcycle is traveling based on the map information around the current position of the motorcycle from a map database or the like stored in an external server or the like connected via the Internet or the like. get.

The key preft determination unit uses the motorcycle position information that indicates the current position of the motorcycle acquired by the motorcycle information acquisition unit and, for example, the information that indicates the position of the center line of the road acquired by the road information acquisition unit. Judgment is made according to whether or not the current position of is on the left side of the road center line. The determination by the key preft determination unit may be performed based on the position of the center line of the road, or may be performed based on the vicinity of the left end of the road toward the traveling direction of the two-wheeled vehicle.

Here, in countries and regions where left-hand traffic is stipulated, vehicles including two-wheeled vehicles are traveling on the left side in the direction of travel in the width direction of the road on which they are traveling, in terms of driving manners or traffic rules, so-called keep. It is supposed to be in the left state.

With the above configuration, the key preft determination unit determines whether or not the two-wheeled vehicle is in the key preft state based on the two-wheeled vehicle position information indicating the current position of the two-wheeled vehicle and the road information on which the two-wheeled vehicle travels.

This determines whether the motorcycle is safe to drive, that is, whether the driver's driving manners are good or not, or whether the driver is observing the traffic rules, depending on whether or not the key preft state is maintained. be able to.

The key preft determination unit derives the current position of the two-wheeled vehicle and the corresponding road center position based on the two-wheeled vehicle position information and the road information, and keeps the two-wheeled vehicle based on the current position of the two-wheeled vehicle and the corresponding road center position. It may be determined whether or not it is in the left state.

According to the above configuration, the road center position corresponding to the current position of the two-wheeled vehicle is derived. It is possible to determine which side of the road width direction the current position of the two-wheeled vehicle is based on the center position of the road, and it is possible to determine whether or not the two-wheeled vehicle is in the key preft state.

The road information may include center line information indicating the center line of the road. The key preft determination unit may derive the road center position close to the current position of the motorcycle from the center line information.

According to the above configuration, the road information acquisition unit acquires the center line information indicating the center line of the road, and the key preft determination unit obtains the center line information included in the road information acquired as the vicinity of the current position of the two-wheeled vehicle to the center of the road. Derive the position.

Therefore, the center position of the road can be easily specified from the center line information included in the road information including the vicinity of the current position of the two-wheeled vehicle.

The motorcycle information acquisition unit may sequentially acquire motorcycle position information at a predetermined cycle. The key preft determination unit may derive the current value and the past value of the road center position corresponding to the current value of the motorcycle position information and the past value acquired in the past by a predetermined time from the current value, respectively. The direction of travel of the two-wheeled vehicle may be specified based on the current value and the past value of the center position of the road. Assuming that the traveling direction is the forward direction and the width direction of the road is the left-right direction in the extending direction of the road, the two-wheeled vehicle is the key preft when the traveling position of the two-wheeled vehicle is on the left side with respect to the center position of the road within a predetermined time. It may be determined that it is in a state.

In general, it is difficult to define left and right unless the top and bottom and front and back are determined. In a situation where a two-wheeled vehicle travels, the top and bottom can be easily determined according to the direction in which gravity acts or the normal direction of the road surface. It is permissible to determine that the front coincides with the direction of travel of the two-wheeled vehicle. The left and right are orthogonal to the top and bottom and front and back, and coincide with the width direction of the road. If the two-wheeled vehicle is located at the end in the width direction of the road, whether the end is the left end or the right end only after determining in which direction the two-wheeled vehicle is traveling in the extending direction of the road. Can be determined.

According to the above configuration, the motorcycle position information is acquired as time series data at a predetermined cycle. The key preft determination unit derives the current value and the past value of the road center position corresponding to each of these two values from the current value and the past value of such motorcycle position information. The two-wheeled vehicle is moving from the position indicated by the past value to the position indicated by the current value. Based on the change from the past value to the current value of the road center position corresponding to the two-wheeled vehicle position information, it is possible to identify which side the two-wheeled vehicle is traveling along the road center line (that is, in the extending direction of the road). can do. The key preft determination unit assumes that the specified traveling direction (one of the extending directions of the road) is the forward direction and the width direction of the road is the left-right direction. The key preft determination unit is in the key preft state when the traveling position of the motorcycle within the period (predetermined time) between the acquisition time of the current value and the acquisition time of the past value is on the left side with respect to the center position of the road. Is determined. Since the left and right are defined after specifying the direction of travel, if the two-wheeled vehicle is in a position that is offset in the width direction of the road with respect to the center position of the road, it may be offset to the left or shifted to the right. It is possible to accurately determine whether or not the vehicle is traveling.

The key preft determination unit may derive an angle necessary for directing the traveling direction to the upper vertical axis of the reference orthogonal coordinate system. The current position of the two-wheeled vehicle and the center position of the road may be converted by rotating the two-wheeled vehicle by the relevant angle in the reference Cartesian coordinate system. It may be determined whether or not the two-wheeled vehicle is in the key preft state by comparing the current position after conversion and the center position of the road in the horizontal axis direction of the reference orthogonal coordinate system.

Here, a two-dimensional Cartesian coordinate system with north-south as the vertical axis and east-west as the horizontal axis is virtualized like a general map. Many roads extend with an inclination toward north-south or east-west, and the center line of the road often has an inclination within the two-dimensional Cartesian coordinate system. Even if the Cartesian coordinate value indicating the position of the two-wheeled vehicle dropped in the two-dimensional Cartesian coordinate system and the Cartesian coordinate value indicating the center position of the road are simply compared, the two-wheeled vehicle is in the width direction of the road with respect to the center position of the road. It is difficult to determine whether or not it is located on the left side.

According to the above configuration, the key preft determination unit performs a process of converting the coordinates of the position of the two-wheeled vehicle and the position of the center of the road so that the traveling directions coincide with the upper axis of the vertical axis in a certain reference orthogonal coordinate system.

Since the traveling direction is one of the extending directions of the road center line, the width direction of the road coincides with the horizontal axis direction. The left side in the horizontal axis direction corresponds to the left side when the traveling direction is the front, and the right side in the horizontal axis direction corresponds to the right side when the traveling direction is the front.

Therefore, by a simple process of comparing the position of the two-wheeled vehicle after the coordinate conversion and the position of the center of the road in the horizontal axis direction, it is possible to accurately determine whether or not the two-wheeled vehicle is located on the left side of the position of the center of the road. ..

The traveling position of the two-wheeled vehicle within a predetermined time may be an average value of a current value and a past value.

According to the above configuration, even if there is a measurement error in the motorcycle position information, the measurement error can be absorbed by taking the average of the current value and the past value. Therefore, it is possible to prevent the accuracy of determining whether or not the key preft state is lowered from being lowered.

The safe driving support device may further include a speed calculation unit that calculates the traveling speed of the two-wheeled vehicle based on the two-wheeled vehicle position information sequentially acquired by the two-wheeled vehicle information acquisition unit at a predetermined cycle. The key preft determination unit may stop determining whether or not the motorcycle is in the key preft state when the traveling speed is less than a predetermined value.

Here, even in a country / region where left-hand traffic is specified, the motorcycle is not required to be in the key preft state when the motorcycle is stopped or is moving by hand according to the traffic rules.

According to the above configuration, the motorcycle position information is acquired as time series data at a predetermined cycle. Therefore, the speed calculation unit can calculate the traveling speed of the two-wheeled vehicle based on the distance between the two positions indicated by the two-wheeled vehicle position information having different acquisition times and the period between the two acquisition times. ..

The key preft determination unit stops determining whether or not the motorcycle is in the key preft state when the calculated traveling speed is less than a predetermined value.

As a result, by appropriately setting a predetermined value, it is possible to prevent unnecessary determination from being performed while the two-wheeled vehicle is stopped or pushed by hand.

When the detection accuracy of the motorcycle position information is less than a predetermined value, the key preft determination unit may cancel the determination of whether or not the motorcycle is in the key preft state.

According to the above configuration, for example, a two-wheeled vehicle whose detection accuracy is lower than a predetermined value by determining whether or not to perform a key preft determination according to the detection accuracy of the current position information of the two-wheeled vehicle acquired from GPS or the like. It is possible to suppress erroneous judgment based on location information.

The motorcycle information acquisition unit may acquire angular velocity information indicating the angular velocity of the motorcycle. The safe driving support device may include a speed calculation unit and a right / left turn safety degree determination unit. The speed calculation unit may calculate the traveling speed of the two-wheeled vehicle based on the two-wheeled vehicle position information sequentially acquired by the two-wheeled vehicle information acquisition unit at a predetermined cycle. The right / left turn safety determination unit may detect a right / left turn of a two-wheeled vehicle based on the angular velocity information. When a right / left turn is detected, the safety level of the right / left turn operation of the two-wheeled vehicle may be determined based on the traveling speed at the time of the right / left turn.

Here, motorcycle accidents are more likely to occur when turning left or right. If the traveling speed at the time of turning left or right (the approach speed of turning left or right or the traveling speed during turning left or right) is high, there is a risk of inducing contact with another vehicle or overturning of the own vehicle. In addition, there is a problem from the viewpoint of driving manners, such as affecting the vehicle maneuvering of drivers of other vehicles.

According to the above configuration, the motorcycle position information is acquired as time series data at a predetermined cycle. Therefore, the speed calculation unit can calculate the traveling speed of the two-wheeled vehicle based on the distance between the two positions indicated by the two-wheeled vehicle position information having different acquisition times and the period between the two acquisition times. .. The right / left turn safety degree determination unit determines the safety level of right / left turn operation based on the traveling speed at the time of right / left turn. Therefore, it is possible to determine the quality of driving manners in more detail.

The motorcycle information acquisition unit may acquire terminal operation information indicating whether or not the driver of the motorcycle has operated the mobile information terminal. The safe driving support device may include an operation determination unit and a warning unit. The operation determination unit may determine whether or not the driver has operated the mobile information terminal while driving, based on the terminal operation information. The warning unit may warn the mobile information terminal when it is determined that the mobile information terminal has been operated.

According to the above configuration, the operation determination unit confirms whether or not the mobile information terminal is operated while the motorcycle is being driven. Therefore, it is possible to determine the quality of driving manners in more detail. If the mobile information terminal is operated, a warning is issued to the driver's mobile information terminal. Therefore, it is possible to encourage the driver to drive safely.

The two-wheeled vehicle information acquisition unit may acquire two-wheeled vehicle position information detected by a sensor mounted on the mobile information terminal from the mobile information terminal of the driver of the two-wheeled vehicle.

According to the above configuration, the number of sensors mounted on a two-wheeled vehicle can be reduced as much as possible by using the sensors mounted on the mobile information terminal. Easy to apply to motorcycles.

A motorcycle information acquisition unit, a road information acquisition unit, and a key preft determination unit may be provided on a mobile information terminal of a motorcycle driver.

According to the above configuration, since information such as motorcycle position information is exchanged within the mobile information terminal, the communication volume of the mobile information terminal can be reduced, which contributes to rapid processing.

The safe driving support system according to one embodiment of the present invention includes the above-mentioned safe driving support device and a portable information terminal. The portable information terminal has a sensor that detects the position information of the two-wheeled vehicle, is carried by the driver of the two-wheeled vehicle, and is communicably connected to the safe driving support device. A safe driving determination device is provided on the mobile information terminal. The motorcycle information acquisition unit acquires the motorcycle position information detected by the sensor of the mobile information terminal.

According to the above configuration, it is determined whether or not the motorcycle is in the key preft state based on the motorcycle position information indicating the current position of the motorcycle and the road information on which the motorcycle travels. Therefore, it is possible to determine whether the driver's driving manners are good or bad, or whether the driver is observing the traffic rules. Further, by using the sensors mounted on the mobile information terminal, the number of sensors mounted on the motorcycle can be reduced as much as possible. Easy to apply to motorcycles. Since information is exchanged within the mobile information terminal, communication charges for the mobile information terminal can be reduced, which contributes to prompt processing.

The safe driving support system may further include a driving evaluation unit that evaluates the driving safety of the two-wheeled vehicle based on the determination result by the key preft determination unit.

According to the above configuration, by evaluating the safety of motorcycle driving based on the determination result by the key preft determination unit, it is possible to more effectively support the safe driving of the motorcycle.

The driving evaluation unit may give a higher evaluation point to the driving of the two-wheeled vehicle as the traveling time in the key preft state becomes longer.

According to the above configuration, by giving a high evaluation to the driver who has traveled in the key preft state, it is possible to encourage the driver to continue safe driving.

Each time the two-wheeled vehicle travels by a predetermined distance, the driving evaluation unit may determine an evaluation point for the driving of the two-wheeled vehicle based on the determination result by the key preft determination unit for the traveling of the predetermined distance.

Here, in the case of sequential evaluation (that is, when the evaluation cycle is extremely short), the measurement error of the motorcycle position information adversely affects the determination accuracy of whether or not it is in the key preft state, and an appropriate evaluation point is obtained. It may not be possible to grant.

According to the above configuration, since the evaluation is performed every time the vehicle travels a predetermined distance based on the data obtained by traveling a predetermined distance, the measurement error can be absorbed and the appropriateness of the evaluation can be improved. ..

Every time the two-wheeled vehicle travels a predetermined distance, the driving evaluation unit calculates the key preft ratio, which is the ratio of the traveling time in the key preft state to the total traveling time required for traveling the predetermined distance, according to the key preft ratio. The evaluation point may be determined.

According to the above configuration, when the evaluation is made based on the data obtained by traveling a predetermined distance, the ratio of the traveling time in the key preft state is adopted, so that it is appropriate even if an erroneous judgment occurs due to a measurement error. Evaluation can be done.

The safe driving support method according to one embodiment of the present invention includes a two-wheeled vehicle information acquisition process for acquiring two-wheeled vehicle position information indicating the current position of the two-wheeled vehicle, a road information acquisition process for acquiring road information on which the two-wheeled vehicle travels, and two-wheeled vehicle position information. A key preft determination step of determining whether or not the motorcycle is in the key preft state of traveling on the left side in the traveling direction in the width direction of the traveling road based on the road information is provided.

Here, in the motorcycle information acquisition process, for example, the GPS (Global Positioning System) function mounted on a mobile information terminal such as a smartphone owned by the driver of the motorcycle or the GPS mounted on the motorcycle is used to obtain the motorcycle. Acquires motorcycle position information indicating the current position.

In the road information acquisition process, for example, from a map database or the like stored in an external server connected via the Internet or the like, the road information on which the motorcycle is traveling is acquired based on the map information around the current position of the motorcycle. do.

In the key preft determination process, the motorcycle position information indicating the current position of the motorcycle acquired in the motorcycle information acquisition process and, for example, the information indicating the position of the center line of the road acquired in the road information acquisition process are used for the motorcycle. Judgment is made according to whether or not the current position of is on the left side of the road center line.

The determination in the key preft determination step may be performed based on the position of the center line of the road, or may be performed based on the vicinity of the left end of the road in the traveling direction of the two-wheeled vehicle.

In countries and regions where left-hand traffic is stipulated, it is said that vehicles including motorcycles should be in a so-called key preft state, which is running on the left side in the width direction of the road, due to driving manners or traffic rules.

By the above method, it is determined whether or not the motorcycle is in the key preft state based on the motorcycle position information indicating the current position of the motorcycle and the road information on which the motorcycle travels.

Thereby, depending on whether or not the key preft state is maintained, it is possible to determine whether or not the driving manners of the motorcycle driver are good or not, or whether or not the driver is observing the traffic rules.

The safe driving support program according to one embodiment of the present invention causes a computer to execute the safe driving support method as described above.

With the configuration of the program, it is determined whether or not the motorcycle is in the key preft state based on the motorcycle position information indicating the current position of the motorcycle and the road information on which the motorcycle travels.

Thereby, depending on whether or not the key preft state is maintained, it is possible to determine whether or not the driving manners of the motorcycle driver are good or not, or whether or not the driver is observing the traffic rules.

According to the present invention, the operating state of a two-wheeled vehicle can be determined in more detail.

It is a schematic diagram which shows the safe driving support system which concerns on embodiment. It is a schematic diagram which shows the safe driving support system which concerns on embodiment. It is a flowchart which shows the safe driving support method which concerns on embodiment. It is a flowchart which shows the flow of the process which concerns on a key preft determination. It is a flowchart which shows the key preft determination processing. (A) to (E) are explanatory views of a key preft determination process. It is a flowchart which shows the flow of the process about right-left turn safety degree determination. It is a flowchart which shows the right-left turn safety degree determination process. (A) is a plan view of the right turn operation of the two-wheeled vehicle, and (B) is a timing chart showing an example of changes in the vehicle body angular velocity, the vehicle body rotation angle, and the traveling speed during and before and after the right / left turn. It is a timing chart showing a plurality of examples of changes in running speed before and after the start of turning left and right.

Hereinafter, embodiments will be described with reference to the drawings. Duplicate explanations are omitted by assigning the same reference numerals to the same or corresponding elements throughout the drawings.

(Application example)
1 and 2 schematically show the safe driving support system 100 according to the embodiment. The safe driving support system 100 includes a safe driving determination unit 50. The safe driving determination unit 50 acquires information on the driving state of the motorcycle 9, and determines the safety of driving based on the acquired information. In the present embodiment, the safe driving determination unit 50 is realized by the function of the application 29 installed in the mobile information terminal 2 carried by the driver of the motorcycle 9.

The safe driving support system 100 has a driving evaluation unit 60 that evaluates driving safety based on the determination result by the safe driving determination unit 50. In the present embodiment, the operation evaluation unit 60 is realized by the function of the control program 16 stored and executed by the server device 1. The server device 1 is managed, for example, by a service provider who provides a service for evaluating driving safety.

The "two-wheeled vehicle" may be a bicycle (with or without an electric assist function) or a motorcycle. Hereinafter, the case where the two-wheeled vehicle is a bicycle will be described as an example.

The safe driving support system 100 may be introduced, for example, to a delivery company that uses a motorcycle 9 as a means for transporting luggage such as envelopes and food and drink. In this case, the application 29 necessary for operating the safe driving support system 100 is installed on the mobile information terminal 2 (for example, a smartphone) of each delivery person.

Each delivery person carries a mobile information terminal 2 on which the application 29 is installed and engages in delivery work. During the work of the delivery person, the safe driving determination unit 50 acquires information on the operating state from the mobile information terminal 2 and determines the driving safety of the delivery person.

The manager of the delivery company can receive data on the evaluation result from the operation evaluation unit 60 on the terminal 4 managed by himself / herself. The delivery company can refer to the provided data to help the delivery person manage the business. Each delivery person can also receive the evaluation result regarding the safety of his / her own driving on the mobile information terminal 2, and can keep in mind safe driving during work.

The safe driving support system 100 may be introduced into, for example, a rental cycle company or a share cycle company. In this case, the customer of these vendors (the person who rents the motorcycle 9) rents the mobile information terminal 2 to which the application 29 is installed from the vendor after installing the application 29 on his / her own mobile information terminal 2 together with the motorcycle 9. Later, the use of the two-wheeled vehicle 9 is permitted.

The safe driving determination unit 50 determines the driving safety of the customers of these companies. These vendors can refer to the data related to the evaluation results provided by the driving evaluation unit 60 on the terminal 4 managed by themselves, and can be useful for the management work of the motorcycle 9 and the customer.

The safe driving support system 100 may be introduced, for example, into the home of a child who has the opportunity to move on a two-wheeled vehicle 9. In this case, the application 29 is installed on both the child's mobile information terminal 2 and the guardian's terminal 4. The safe driving support system 100 may be introduced, for example, into an educational institution where children attend. Parents and educational institutions can refer to the evaluation result data provided by the safe driving support system 100 on their terminal 4, which can be useful for watching over children and providing safety guidance.

The safe driving support system 100 is suitably applied to the group in which the relationship of the driver and the person in charge of management thereof exists as described above. As a result, it is possible to support the safe driving of the driver, and it is possible to support the appropriate management of the driver by the manager.

However, the application of the safe driving support system 100 is not limited to such a group. An individual driver can also install the application 29 on his / her own mobile information terminal 2 and use the system 100 in order to improve the safety of his / her own driving.

(Safe driving support system)
As shown in FIG. 1, the safe driving support system 100 includes a server device 1, a mobile information terminal 2, a map database 3, and a terminal 4, and these elements 1 to 4 can communicate with each other via a network 8. It is connected.

The server device 1 has a control unit 11, a communication unit 12, and a storage unit 13, which are connected via a communication bus 14.

The control unit 11 has a CPU 11a and a main memory 11b. The control program 15 stored in the main memory 11b includes a part of the safe driving support program for causing the CPU 11a to execute the safe driving support method (see FIG. 3). According to the control program 15, the CPU 11a executes a process required for providing the above-mentioned service, for example, a process for evaluating the driving safety of the motorcycle 9. In other words, the control program 15 stored in the server device 1 is an "operation evaluation program" for evaluating the safety of operation based on the safety determination result.

The communication unit 12 transmits / receives data to / from an external device such as a mobile information terminal 2 via the network 8. The storage unit 13 is composed of one or more large-capacity storage devices such as a hard disk drive. The storage unit 13 stores data acquired from the outside of the server device 1 during execution of the control program 15 (for example, a determination result sent from the safe operation determination unit 50). A part or all of the control program 15 may be stored in the storage unit 13.

The storage unit 13 stores a driver database 16 in which driver information is recorded. The driver information is information about a user of the safe driving support system 100, in other words, a driver who has installed the above-mentioned and later-described applications 29 on the portable information terminal 2. For example, driver information includes IDs (identification numbers, names, contacts, etc.), motorcycle information, and evaluation points. The motorcycle information is information indicating the operating state of the motorcycle 9. The evaluation score is a score representing the evaluation result of driving safety. Motorcycle information and evaluation points will be described later.

In the present embodiment, the driver database 16 is stored in the same server device 1 together with the control program 15, but this is an example, and the driver database 16 and the control program 15 are physically independent of each other. It may be stored in the server device.

The mobile information terminal 2 is carried while driving by the driver of the two-wheeled vehicle 9, and moves together with the two-wheeled vehicle 9 and the driver. The mobile information terminal 2 is an information processing device having portability and communication functions, and is, for example, a smartphone or a tablet. The mobile information terminal 2 has a control unit 21, a storage unit 22, a communication unit 23, a touch panel 24, a speaker 25, and a plurality of sensors 26 to 28.

The control unit 21 has a CPU, a ROM, and a RAM. The storage unit 22 is, for example, a non-volatile storage device such as a flash memory. The storage unit 22 stores a program for operating the application 29 used by the driver. The program includes a part of a safe driving support program for causing the CPU of the control unit 21 to execute a safe driving support method (see FIG. 3). The control unit 21 executes a program stored in the storage unit 22, thereby controlling the operation of the mobile information terminal 2 and operating the application 29.

According to the program, the control unit 21 executes a process required for providing the above-mentioned service, for example, a process for determining the driving safety of the motorcycle 9. In other words, the program 15 of the application 29 is a "safe driving determination program" for determining the driving safety of the motorcycle 9, and by executing this program 15, the safe driving determination unit 50 is in the mobile information terminal 2. It is realized by.

The communication unit 23 connects the mobile information terminal 2 to the network 8 and communicates with an external device. The touch panel 24 is a user interface having a display unit such as a liquid crystal display or an organic EL display for displaying information and an operation unit for accepting operations. The touch panel 24 has a touch sensor that detects an operation (tap operation, swipe operation, etc.) on the display unit by the driver. The speaker 25 outputs sound. During the operation of the application 29, the speaker 25 emits a reception sound when receiving a notification from the server device 1, or emits a warning sound to the driver.

The plurality of sensors 26 to 28 mounted on the personal digital assistant 2 include, for example, a GPS (Global Positioning System) sensor, an angular velocity sensor, and an acceleration sensor. The GPS sensor 26 receives signals transmitted from a plurality of GPS satellites via an antenna, and associates positioning data (latitude, longitude, altitude and its measurement accuracy) indicating the position of the mobile information terminal 2 with the current time. To detect. The angular velocity sensor 27 detects the angular velocity of the mobile information terminal 2. The angular velocity is the angular velocity around each of the three axes orthogonal to each other with the mobile information terminal 2 as the origin. The acceleration sensor 28 detects the acceleration of the mobile information terminal 2. The acceleration is an acceleration in each of the three axes orthogonal to each other with the mobile information terminal 2 as the origin.

The mobile information terminal 2 is carried by the driver and moves together with the motorcycle 9. Therefore, the positioning data detected by the GPS sensor 26 is the motorcycle position information indicating the current position of the motorcycle 9. The angular velocity sensor 27 detects the angular velocity of the two-wheeled vehicle 9, and the acceleration sensor 28 detects the acceleration of the two-wheeled vehicle 9.

The map database 3 records road information 31 which is information about a road on which a motorcycle 9 can travel. The road information 31 includes information indicating the position (latitude and longitude) of the road, the extending direction of the road, and the width of the road. The road information 31 includes the center line information 32 indicating the center line in the width direction of the road.

The map database 3 may be stored inside the server device 1 (for example, a storage unit 13), or exists outside the server device 1 as shown in the figure and is connected to the mobile information terminal 2 via the network 8. It may have been done. When the map database 3 is stored in the external server, the mobile information terminal 2 may acquire the information recorded in the map database 3 by linking with the API (Application Programming Interface) as one of the functions of the application 29. good.

The terminal 4 is an information terminal device handled by a manager (see the above-mentioned application example) who manages the driver's driving, and is, for example, a personal computer, a smartphone, or a tablet. The terminal 4 includes a display device 41 and a speaker 42. The display device 41 displays data related to the operation evaluation result received from the server device 1. The speaker 42 outputs a warning by voice.

(Safe driving judgment unit and driving evaluation unit)
As shown in FIG. 2, the safe driving determination unit 50 includes a motorcycle information acquisition unit 51, a road information acquisition unit 52, a speed calculation unit 53, a key preft determination unit 54, a right / left turn safety degree determination unit 55, and an operation determination unit 56. And has a warning unit 57. The server device 1 has an operation evaluation unit 60 by the CPU 11a executing the control program 15.

The motorcycle information acquisition unit 51 acquires motorcycle information indicating the operating state of the motorcycle 9. The two-wheeled vehicle information includes two-wheeled vehicle position information indicating the current position of the two-wheeled vehicle 9, angular velocity information indicating the angular velocity of the two-wheeled vehicle 9, and terminal operation information indicating whether or not the driver has operated the portable information terminal 2.

In the present embodiment, the motorcycle information is detected by the sensor mounted on the mobile information terminal 2. Therefore, the number of sensors mounted on the motorcycle 2 or the number of sensors mounted on the driver in order to operate the system 100 can be reduced as much as possible. Therefore, it is easy to apply to the motorcycle 9. In addition, since information is exchanged within the same terminal device, the amount of communication is reduced and rapid processing becomes possible.

The motorcycle information acquisition unit 51 acquires motorcycle information from the mobile information terminal 2 via the network 8. The motorcycle position information is detected by the GPS sensor 26 of the mobile information terminal 2. The angular velocity information is detected by the angular velocity sensor 27 of the mobile information terminal 2. The terminal operation information is detected by the touch sensor built in the touch panel 24 of the mobile information terminal 2.

The road information acquisition unit 52 acquires the road information 31 on which the motorcycle 9 travels. In the present embodiment, the map database 3 recording the road information 31 exists outside the server device 1 and the mobile information terminal 2. The road information acquisition unit 52 refers to the current position of the motorcycle 9 indicated by the motorcycle position information, and acquires the road information 31 near the current position from the map database 3 via the network 8. The road information 31 includes the central line information 32.

The motorcycle information acquisition unit 51 sequentially acquires motorcycle information in a predetermined sampling cycle (for example, 100 msec). The road information acquisition unit 52 sequentially acquires the road information 31 at a predetermined frame rate (for example, 1 second).

The speed calculation unit 53 calculates the traveling speed of the motorcycle 9 based on the motorcycle position information sequentially acquired in a predetermined cycle. For example, the speed calculation unit 53 calculates the distance between the motorcycle position information acquired at the present time and the motorcycle position information acquired at a time in the past by a predetermined time from the present time, and the calculated distance is used as the predetermined time. The running speed is calculated by dividing by.

The key preft determination unit 54 determines whether or not the motorcycle 9 is in the key preft state in which the motorcycle 9 is traveling on the left side in the width direction of the road, based on the motorcycle position information and the road information 31. Hereinafter, "determination of whether or not the motorcycle 9 is in the key preft state" may be simply referred to as "key preft determination".

In this embodiment, the safe driving support system 100 is applied to a country / region where left-hand traffic is adopted. In the case of right-hand traffic, the key preft determination unit 54 is replaced with a "keep light determination unit" that determines whether or not the motorcycle 9 is in the keep light state traveling on the right side in the width direction of the road.

The right / left turn safety determination unit 55 detects a right / left turn of the motorcycle 9 based on the angular velocity information. When a right / left turn is detected, the right / left turn safety degree determination unit 55 determines the safety level of the right / left turn operation of the motorcycle 9 based on the traveling speed at the time of the right / left turn. The traveling speed is calculated by the speed calculation unit 53.

The operation determination unit 56 determines whether or not the driver has operated the mobile information terminal 2 while driving, based on the operation terminal information.

As described above, in the present embodiment, the safe driving determination unit 50 evaluates at least three of "whether or not the vehicle is traveling in the key preft state", "safety level of right / left turn driving", and "presence or absence of terminal operation during driving". From an index or a viewpoint, the quality of the driving condition of the motorcycle 9 is determined.

The warning unit 57 operates when it is determined by the operation determination unit 56 that the mobile information terminal 2 has been operated. Further, the warning unit 57 operates when the driving evaluation unit 60 evaluates that the driver is not traveling in the key preft state (see FIG. 4). As its operation, the warning unit 57 outputs warning information to the mobile information terminal 2 and / or the terminal 4.

On the mobile information terminal 2 that has received the warning information, the warning notification is displayed on the touch panel 24, and the warning is issued from the speaker 25. The terminal 4 operates in the same manner. Since the terminal 4 can also receive the warning, it contributes to the management of the driver by the manager.

The driving evaluation unit 60 evaluates the driving safety of the motorcycle 9 based on the determination result by the key preft determination unit 54 and the determination result by the right / left turn safety degree determination unit 55. The safety evaluation result is quantified (scored) using an index called "evaluation point". The higher the evaluation score, the higher the safety of driving. The evaluation points are recorded in the driver database 16 in association with the driver.

(Safe driving support method)
Hereinafter, the safe driving support method according to the embodiment will be described, and the operations of the respective parts 51 to 57, 60 will be further described along with the flow of the safe driving support method.

FIG. 3 shows a safe driving support method. As shown in FIG. 3, first, the motorcycle information is acquired by the motorcycle information acquisition unit 51, and the road information 31 is acquired by the road information acquisition unit 52 (S10). After this step S10, the speed calculation unit 53 calculates the traveling speed v of the motorcycle 9.

Next, the key preft determination unit 54 determines the success or failure of the condition for performing the key preft determination (S20). If the condition is satisfied (S20: Y), the key preft determination unit 54 performs the key preft determination (S30). If the condition is not satisfied (S20: N), the key preft determination unit 54 cancels the key preft determination.

Further, the right / left turn safety degree determination unit 55 determines the success or failure of the condition for performing the right / left turn safety degree determination (S50). If the condition is satisfied (S50: Y), the right / left turn safety degree determination unit 55 determines the safety degree of the right / left turn operation (S60). If the condition is not satisfied (S50: N), the right / left turn safety degree determination unit 55 does not determine the safety degree of the right / left turn operation.

Further, the operation determination unit 56 determines whether or not the mobile information terminal 2 is being operated while traveling (S70). When the operation is detected, the warning unit 57 operates as described above.

When these determination processes are performed, the driving evaluation unit 60 evaluates the driving safety of the motorcycle 9 (S80). The process related to the key preft determination (S20, S30), the process related to the right / left turn safety determination (S50, S60), and the process related to the operation presence / absence determination (S70) do not need to be processed in this order. The order of processing can be changed as appropriate.

<Key preft judgment>
FIG. 4 shows an excerpt of the process related to the key preft determination among the safe driving support methods. As shown in FIG. 4, the implementation condition of the key preft determination is composed of two conditions in detail.

The first condition is that the traveling speed v is equal to or higher than a predetermined value (S21). The second condition is that the measurement accuracy of the motorcycle position information is equal to or higher than a predetermined value (S22).

When both of the two conditions are satisfied (S21: Y AND S22: Y), the key preft determination is performed (S30). If any of the conditions is not satisfied (S21: N OR S22: N), the key preft determination is canceled. The order of success / failure determination of the first condition and the second condition is not particularly limited.

Regarding the first condition, the predetermined value to be compared with the traveling speed v is set to a normal speed of human walking or a speed slightly higher than that (for example, 5 km / h). When the traveling speed v is less than such a predetermined value (S21: N), it is highly probable that the motorcycle 9 is stopped or is pushed by the driver. While the vehicle is stopped or pushed, the motorcycle 9 is not required to be on the left side in the width direction of the road according to traffic rules or driving manners. In the present embodiment, if the first condition is not satisfied (S21: N), the key preft determination is canceled. Therefore, unnecessary determination can be suppressed, and the appropriateness of evaluation can be suppressed based on the unnecessary determination result.

On the contrary, when the traveling speed v is equal to or higher than a predetermined value (S21: Y), it is highly probable that the motorcycle 9 is traveling. In such a case, by performing the key preft determination, it is possible to evaluate the driving safety in more detail than in the past.

Regarding the second condition, the measurement accuracy of the motorcycle position information is detected by the GPS sensor 26. The motorcycle information acquisition unit 51 acquires information indicating the measurement accuracy of the current position as well as information indicating the current position of the motorcycle 9 from the mobile information terminal 2. If the measurement accuracy is less than a predetermined value (S22: N), it may be erroneously determined that the motorcycle 9 is on the right side even though it was actually on the left side of the road, and the evaluation may be unreasonably deteriorated. In the present embodiment, if the second condition is not satisfied (S22: N), the key preft determination is canceled. Therefore, it is possible to prevent the evaluation from being lost based on the erroneous judgment.

On the contrary, when the measurement accuracy is equal to or higher than a predetermined value (S22: Y), it can be accurately determined whether or not the motorcycle 9 is in the key preft state based on the measurement result of the current position of the motorcycle 9. Therefore, based on the determination result, the driving safety can be evaluated in more detail than before.

The outline of the key preft determination process S30 will be described. First, the key preft determination unit 54 derives the road center position corresponding to the current position of the motorcycle 9 indicated by the motorcycle position information. Then, the key preft determination unit 54 determines whether or not the motorcycle 9 is in the key preft state based on the current position of the motorcycle 9 and the corresponding road center position. The road center position is derived by extracting a position close to the current position of the motorcycle 9 from the center line information 32 included in the road information 31.

If you are driving at the end of the road and the front is uncertain (ie, you have to specify which side the two-wheeled vehicle 9 is heading along the extending direction of the road), that end is on the left side. I can't decide if it's on the right side or on the right side. Therefore, the key preft determination unit 54 uses two pieces of information acquired at different times as information indicating the current position of the motorcycle 9. The same applies to the information indicating the position of the center of the road. The key preft determination unit 54 identifies to which side the motorcycle 9 is traveling from the two data having different acquisition times. The key preft determination unit 54 compares the current position of the motorcycle 9 with the road center position in the width direction in consideration of the specified traveling direction, and the current position is on the left side or the right side with respect to the road center position. Determine if there is.

While two data having different acquisition times are used as information indicating the current position, there is only one determination result as to whether or not the key preft state is performed using these two data. When comparing the current position with the center position of the road, the key preft determination unit 54 compares the average value calculated as the average position of the position in the width direction of the road indicated by the position information of the two motorcycles with the center position of the road. do.

5 and 6 (A) to FIG. 6 (E) show the flow of the key preft determination process S30. 6 (A)-FIG. 6 (E), the same reference numerals are given to the parts related to steps S31 to S37, S38a, and S38b shown in FIG.

6 (B) and 6 (C) show the key preft determination performed for the operation of the two-wheeled vehicle 9 illustrated in the lower left of FIG. 6 (A). 6 (D) and 6 (E) show the key preft determination performed for the driving of the two-wheeled vehicle 9 illustrated in the upper right of FIG. 6 (A). FIG. 6A shows the road information 31 and the center line information 32 in the form of a map. Both the two-wheeled vehicle shown in the lower left and the two-wheeled vehicle shown in the upper right are traveling on the same side (north side) of the road center line RC on the map.

First, the key _preft determination unit 54 derives the current value _rt and the past value rt _{-1 of} the road center position corresponding to the current value bt and the past value bt-1 of the motorcycle position information, respectively (S31). ..

The current value _bt is the motorcycle position information most recently acquired by the motorcycle information acquisition unit 51. The past value _bt-1 is motorcycle position information acquired at a time in the past by a predetermined time from the current value _bt , and is temporarily stored in the storage unit 22. The predetermined time may be the same as or different from the cycle for acquiring the motorcycle position information. In the present embodiment, the predetermined time is set to a time longer than the cycle (for example, 1 second). By setting a long predetermined time, even if the measurement accuracy of the position information is low (even if the level reaches the predetermined value used for the success / failure judgment of the second condition described above), the measurement error can be absorbed. , The accuracy of key preft judgment is improved.

Here, the motorcycle position information is positioning data detected by the GPS sensor 26 at the stage acquired by the motorcycle information acquisition unit 51. That is, the position of the motorcycle 9 is represented as spherical coordinate values of latitude and longitude.

As will be described later, a coordinate transformation process (S34) is performed to determine the position of the two-wheeled vehicle 9 with respect to the road, and rotation in the two-dimensional Cartesian coordinate system is used for this process.

As a preprocessing thereof, the key preft determination unit 54 converts the spherical coordinate values (latitude and longitude) of the two-dimensional position information into the coordinate values in the predetermined reference orthogonal coordinate system CS.

This conversion is performed by applying a known method to the two spherical coordinate values of the current value _bt and the past value _bt-1 . In this processing flow, the Cartesian coordinate value of the current value _bt is derived. The Cartesian coordinate value of the past value _bt-1 has already been derived as the "current value _bt " in the processing flow a predetermined time (for example, 1 second) before this time, and is temporarily stored in the storage unit 13. Has been done.

The key _preft determination unit 54 acquires the road information 31 with reference to the current value bt of the motorcycle position information. The key _preft determination unit 54 refers to the center line information 32 included in the road information 31, and extracts the position of the road center line RC close to the current value _bt as the current value rt.

Also in the center line information 32, the road center line RC is represented as a spherical coordinate value. Therefore, similarly to the two-wheeled vehicle position information, the current value _rt of the road center position is also converted from the spherical coordinate value to the coordinate value in the reference orthogonal coordinate system CS.

The Cartesian coordinate value of the past value rt _-1 has already been derived as the "current value _rt " in the processing flow a predetermined time (for example, 1 second) before this time, and is temporarily stored in the storage unit 13. Has been done.

In the subsequent processing, the current values _bt and _rt and the past values _bt-1 and rt _-1 shall be represented by the converted Cartesian coordinate values.

Next, the key _preft determination unit 54 specifies the traveling direction of the motorcycle 9 based on the current value rt and the past value rt _-1 at the center position of the road (S32). As shown in FIGS. 6B and 6D, it is possible to identify in which direction the motorcycle 9 is traveling along the road R from the two positions _{rt -1} and rt. can.

In the case of FIG. 6B, it can be specified that the motorcycle 9 is traveling toward the upper right in the reference orthogonal coordinate system CS. In the case of FIG. 6D, it can be specified that the motorcycle 9 is traveling toward the lower left in the reference orthogonal coordinate system CS.

Next, the key preft determination unit 54 derives an angle θ necessary for directing the specified traveling direction toward the upper vertical axis (Y-axis positive direction) of the reference orthogonal coordinate system CS (S33).

Here, for convenience of explanation, the center c of the angle θ is the intersection of the road center line RC and the vertical axis, and when the road center line RC is rotated by the angle θ, the road center line RC overlaps on the vertical axis. It shall be. However, this is just an example, and the center c can be set at any position in the reference Cartesian coordinate system CS.

Next, the key _preft determination unit 54 sets the current value _bt and the past value bt _- 1 of the motorcycle position information and the current value rt and the past value _rt-1 of the road center position by the derived angle θ. Coordinates are converted by rotating in the reference Cartesian coordinate system CS (S34).

In FIGS. 6 (C) and 6 (E), for convenience of explanation and illustration, the four coordinate values bt, _bt-1 , and _r are translated by translating the rotated coordinate values in the vertical axis direction. Although _t and r _t-1 are located slightly above the horizontal axis, such translation is not essential.

As a result of this coordinate conversion, in the reference orthogonal coordinate system CS, the upper axis (Y-axis positive direction) coincides with the traveling direction. The left side of the horizontal axis (negative direction on the X-axis) is defined as the left side in the road width direction toward the traveling direction. The right side of the vertical axis (positive direction on the X-axis) is defined as the right side in the road width direction toward the traveling direction.

Next, the average value ba of the current value b _t and the past value _{b t-1} of the motorcycle position information after the coordinate conversion in step S34 is derived (S35). The average value _ba may be at least the horizontal axis coordinate value. The current value _rt and the past value rt _-1 at the center position of the road are on the road center line RC.

In step S34, coordinate conversion is performed so that the road center line RC is directed on the vertical axis (or parallel to the vertical axis). Therefore, regarding the center position of the road, the horizontal axis coordinate value of the current value _rt and the horizontal axis coordinate value of the past value rt _-1 are the same, and it is not necessary to take an average.

Next, the key _preft determination unit 54 compares the mean value ba with the road center position in the horizontal axis direction (S36), and whether the motorcycle 9 is traveling on the left side in the road width direction with respect to the road center position or on the right side. It is determined whether or not the vehicle is traveling in (S37).

More specifically, if the horizontal axis coordinate value of the average value ba is smaller than the horizontal axis coordinate value of the road center position, the key _preft determination unit 54 causes the motorcycle 9 to travel on the left side in the road width direction. Judge that it is.

When the key preft determination unit 54 determines that the motorcycle 9 is traveling on the left side (S37: Y) with reference to FIG. 6 (C), the key preft determination unit 54 determines that the motorcycle 9 is in the key preft state (S38a). When the key preft determination unit 54 determines that the motorcycle 9 is traveling on the right side (S37: N) with reference to FIG. 6 (E), the key preft determination unit 54 determines that the motorcycle 9 is not in the key preft state (S38b).

As shown in FIG. 6A, on the map, the two-wheeled vehicle 9 is traveling on the same road on the same side (north side). According to the present embodiment, as a result of the above processing, it is possible to accurately distinguish one from the key preft state and the other from the key preft state.

Returning to FIG. 4, when the key preft determination S30 is completed in the current processing flow, the driving evaluation unit 60 determines whether or not the mileage d of the motorcycle 9 has reached a predetermined value (S41). If the predetermined value has not been reached (S41: N), the next processing flow is started, and the key preft determination S30 is executed. If the predetermined value is reached (S41: Y), the driving evaluation unit 60 executes the driving evaluation process S80 based on the determination result by the key preft determination unit 54, and resets the mileage d to 0 (S42). ..

As described above, in the present embodiment, each time the motorcycle 9 travels by a predetermined distance, the driving evaluation unit 60 evaluates the operation of the motorcycle 9 based on the determination result for the traveling of the predetermined distance. Judgment results are stocked until the vehicle travels a certain distance over a certain period of time, and driving is evaluated based on the plurality of stocked judgment results.

Therefore, even if there is a measurement error in the position information, the measurement error can be absorbed and the appropriateness of the evaluation can be maintained. The predetermined value (predetermined distance) is set to 1 km as an example.

In the operation evaluation process S80, the operation evaluation unit 60 derives the key preft rate (S81). The key preft rate is the ratio of the running time in the key preft state to the total running time required for running a predetermined distance.

The key preft rate may be the ratio of the number of times the key preft determination is made to the number of key preft determinations performed while traveling a predetermined distance. In this case, the time when the implementation of the key preft determination is stopped as a result of the success / failure determination (S20) of the implementation condition can be excluded from the "total running time", and the operation can be prevented from being underestimated. ..

Next, the operation evaluation unit 60 determines whether or not the key preft rate is equal to or higher than a predetermined value (S82). If the key preft rate is equal to or higher than a predetermined value (S82: Y), an evaluation point is given to the driver (S83).

The evaluation score is a quantitative index expressing the evaluation result of driving by a numerical value or a score. By giving an evaluation point to a driver who keeps driving in the key preft state, a high evaluation can be given to the driver. If the key preft rate is less than a predetermined value (S82: N), the warning unit 57 operates (S84).

The warning may be issued to the driver's own mobile information terminal 2 or to the terminal 4 of the driver's manager. At this time, the operation evaluation unit 60 does not add an evaluation point. The processing of deducting the evaluation points may be performed, or the evaluation points may not be changed.

As a result, the driving evaluation unit 60 gives a higher evaluation point to the driving of the two-wheeled vehicle 9 as the traveling time in the key preft state becomes longer. As a result, it is possible to give a high evaluation to a driver who observes driving manners or traffic rules.

<Right / Left turn safety judgment>
FIG. 7 shows an excerpt of the processing related to the right / left turn safety degree determination among the safe driving support methods. FIG. 9A is a view showing the right turn operation of the motorcycle 9 from above, and FIG. 9B is an example of changes in the vehicle body angular velocity ω, the vehicle body rotation angle φ, and the traveling speed v during and before and after the right turn operation. Is shown. The time tS is the actual start time of the right turn operation, and the time tE is the actual end time of the right turn operation.

With reference to FIGS. 9A and 9B, a typical example of the behavior of the motorcycle 9 during a right turn will be briefly described. Prior to the start of the right turn, the driver brakes the two-wheeled vehicle 9 to reduce the traveling speed v. Desirably, as shown, pause before starting the right turn to check left and right safety. Next, the steering wheel is turned to the right to start turning right. The vehicle body angular velocity ω (particularly yaw rate) to the right side of the two-wheeled vehicle 9 increases, and the vehicle body rotation angle φ to the right side of the two-wheeled vehicle 9 also increases. Next, with the position of the steering wheel fixed to the right, the motorcycle 9 turns to the right. The vehicle body angular velocity ω becomes constant, and the vehicle body rotation angle φ of the motorcycle 9 increases. Next, in order to finish the right turn and move straight, the operation of returning the steering wheel to the original position is started. The vehicle body angular velocity ω to the right side of the two-wheeled vehicle 9 returns to 0, and the vehicle body rotation angle φ of the two-wheeled vehicle 9 becomes constant. The traveling speed v is kept constant, for example, during a right turn. The traveling speed v may be increased when the right turn is finished and the straight running is started.

As shown in FIG. 7, first, the right / left turn safety degree determination unit 55 determines whether or not the vehicle body angular velocity ω of the motorcycle 9 is equal to or greater than a predetermined value (S51). This vehicle body angular velocity ω is an angular velocity (yaw rate) around the vertical axis.

With reference to FIG. 9B, since the vehicle body angular velocity ω can take a positive value (for example, right side) and a negative value (for example, left side), the predetermined values are also the threshold value THωR for right turn and the threshold value for left turn. There are two of THωL. The right / left turn safety degree determination unit 55 may determine whether or not the absolute value of the vehicle body angular velocity ω is equal to or greater than the absolute value of the threshold values THωR and THωL.

If the vehicle body angular velocity ω is less than a predetermined value (S51: N), the determination of the right / left turn safety degree is stopped. If the vehicle body angular velocity ω is equal to or greater than a predetermined value (S51: Y), the right / left turn safety determination unit 55 calculates the vehicle body rotation angle φ of the front-rear predetermined period T1 (S52). The vehicle body rotation angle φ is calculated by integrating the vehicle body angular velocity ω, and is the rotation angle of the vehicle body of the two-wheeled vehicle 9 around the vertical axis. With reference to FIG. 9, the front-rear predetermined period T1 is a period before and after the right / left turn determination time t1 when the vehicle body angular velocity ω reaches the predetermined threshold values THωR and THωL. The front-rear predetermined period T1 is a predetermined value, and is set so as to include a period from the actual start time tS to the actual end time tE when a general right / left turn operation is performed.

Then, the right / left turn safety degree determination unit 55 determines whether or not the calculated vehicle body rotation angle φ falls within the predetermined range Rφ (S53). With reference to FIG. 9, since the vehicle body rotation angle φ can take a positive value (for example, to the right) and a negative value (for example, to the left), the predetermined range is also the range RφR for right turn and the range RφL for left turn. There are two.

If the vehicle body rotation angle φ is out of the predetermined range (S53: N), the determination of the right / left turn safety degree is stopped. If the vehicle body rotation angle φ is within a predetermined range (S53: Y), the right / left turn safety determination unit 55 calculates the average value of the traveling speed v of the motorcycle 9 within the predetermined period T2 from the right / left turn determination time t1 (S53: Y). S54). The right / left turn safety determination unit 55 calculates the average speed of the two-wheeled vehicle 9 based on the time-series data of the traveling speed v of the two-wheeled vehicle 9 obtained within the predetermined period T2. The predetermined period T2 is a predetermined value (for example, 5 seconds), and is set so that the period up to the actual end point tE can be included when a general right / left turn operation is performed.

Then, the right / left turn safety degree determination unit 55 determines whether or not the calculated average speed is equal to or higher than a predetermined value (S55). If the average speed is less than the predetermined value (S55: N), the determination of the right / left turn safety degree is stopped. If the average speed is equal to or higher than a predetermined value (S55: Y), the right / left turn safety degree determination unit 55 determines the right / left turn safety degree (S60).

By determining the success or failure of these three conditions, it is possible to determine whether or not the motorcycle 9 has turned left or right.

FIG. 8 shows a right / left turn safety degree determination process. As shown in FIG. 8, in the right / left turn safety degree determination process S60, the right / left turn safety degree determination unit 55 detects the minimum speed of the motorcycle 9 in the predetermined period T3 retroactively from the right / left turn determination time t1 (S61). The right / left turn safety determination unit 55 extracts the minimum speed of the motorcycle 9 based on the time series data of the traveling speed v of the motorcycle 9 calculated within the predetermined period T3. The predetermined period T3 is a predetermined value (for example, 2 seconds), and is set so that a period before the actual start time tS can be included when a general right / left turn operation is performed.

Then, it is determined which of the plurality of numerical ranges delimited by the threshold value of 1 or more belongs to this minimum speed (S62a, S62b). In the present embodiment, the threshold value compared with the minimum speed includes two, a first threshold value THv1 and a second threshold value THv2 larger than the first threshold value THv1. Therefore, three numerical ranges are set by the first threshold value THv1 and the second threshold value THv2.

If the minimum speed is less than the first threshold value THv1 (S62a: Y), the right / left turn safety degree determination unit 55 determines that the safety degree is high (S63a). If the minimum speed is equal to or more than the first threshold value THv1 and less than the second threshold value THv2 (S62a: N, S62b: Y), the right / left turn safety degree determination unit 55 determines that the safety degree is medium (S63b). If the minimum speed is the second threshold value THv2 or more (S62b: N), the right / left turn safety degree determination unit 55 determines that the safety degree is low (S63c).

FIG. 10 shows a plurality of examples of changes in the traveling speed before and after the start of turning left and right. In FIG. 10, the solid line is the same as the transition shown in FIG. That is, the motorcycle 9 is braked and temporarily stopped prior to the start of the right / left turn. The broken line shows the transition when the two-wheeled vehicle 9 is braked loosely and the motorcycle does not stop and the right / left turn is started at a low speed. The alternate long and short dash line shows the transition when the two-wheeled vehicle 9 is not braked and the right / left turn is started while the traveling speed is maintained at a high speed by inertia.

As shown by the solid line, the minimum speed is 0 when the pause is made. Therefore, the right / left turn safety degree determination unit 55 determines that the safety degree is high. As shown by the broken line, when braking is performed but the vehicle does not stop, the right / left turn safety determination unit 55 may determine that the safety level is medium. The first threshold value THv1 is close to 0 (in order to distinguish between stopped and non-stopd so that the safety judgment result is different (so that a high evaluation can be given for the pause). For example, it is set to 2km / h). As shown by the alternate long and short dash line, when no braking is performed, the right / left turn safety degree determination unit 55 may determine that the safety degree is low.

When the right / left turn safety degree determination unit 55 determines that the safety degree is high or medium, the cumulative evaluation value is counted up (S64). When the right / left turn safety degree determination unit 55 determines that the safety degree is low, the cumulative evaluation value is reset to 0 (S65). Here, the cumulative evaluation value is an integer. In step S64, the cumulative evaluation value is incremented by 1.

Returning to FIG. 7, when the right / left turn safety determination process S50 is completed, the operation evaluation unit 60 determines whether or not the cumulative evaluation value has reached a predetermined value (S85). The predetermined value is set to an integer of 2 or more (for example, 10). If the cumulative evaluation value is less than the predetermined value (S85: N), the current processing flow ends. If the cumulative evaluation value has reached a predetermined value (S85: Y), the driving evaluation unit 60 gives an evaluation point to the driver (S86) and resets the cumulative evaluation value to 0 (S87). That is, the driving evaluation unit 60 gives the driver an evaluation point only when the safety level of the right / left turn operation is continuously determined to be high or medium by the number of times indicated by the predetermined value.

As described above, according to the present embodiment, it is possible to determine the quality of the driving state of the motorcycle 9 in consideration of the safety level when turning left or right. In particular, when a two-wheeled vehicle makes a right or left turn, there is a risk of an accident, so it is possible to determine the safety level in response to such a driving scene and encourage the driver to drive safely, thus preventing accidents. It leads to.

Although the embodiments of the present invention have been described so far, the above configuration is an example and can be appropriately changed, deleted and / or added within the scope of the present invention.

The motorcycle information acquisition unit may acquire motorcycle position information or angular velocity information indicating the current position of the motorcycle by using a GPS or a gyro sensor mounted on the motorcycle.

The determination by the key preft determination unit is not limited to the one based on the position of the center line of the road, and may be made based on the vicinity of the left end of the road toward the traveling direction of the two-wheeled vehicle.

100 Safe driving support system 1 Server device 2 Mobile information terminal 9 Two-wheeled vehicle 15 Control program 24 Touch panel 26 GPS sensor 27 Angular velocity sensor 31 Road information 32 Central line information 50 Safe driving judgment unit 51 Two-wheeled vehicle information acquisition unit 52 Road information acquisition unit 53 Speed calculation Part 54 Key preft judgment part 55 Right / left turn safety degree judgment part 56 Operation judgment part 57 Warning part 60 Driving evaluation part R Road RC Central line b _t Current value of two-wheeled vehicle position information b _t-1 Past value of two-wheeled vehicle position information b _a Two-wheeled vehicle Average value of position information r _t Current value of road center position r _t-1 Past value of road center position CS reference orthogonal coordinate system θ Angle ω Body angular velocity φ Body angle v Traveling speed

Claims (19)

The motorcycle information acquisition unit that acquires the motorcycle position information indicating the current position of the motorcycle,
The road information acquisition unit that acquires the road information on which the two-wheeled vehicle travels,
Based on the two-wheeled vehicle position information and the road information, a key preft determination unit for determining whether or not the two-wheeled vehicle is in a key preft state in which the two-wheeled vehicle is traveling on the left side in the traveling direction in the width direction of the traveling road. When,
A safe driving judgment device. The key preft determination unit is
Based on the two-wheeled vehicle position information and the road information, the road center position corresponding to the current position of the two-wheeled vehicle is derived.
It is determined whether or not the two-wheeled vehicle is in the key preft state based on the current position of the two-wheeled vehicle and the corresponding road center position.
The safe driving determination device according to claim 1. The road information includes center line information indicating the center line of the road.
The key preft determination unit derives the road center position close to the current position of the motorcycle from the center line information.
The safe driving determination device according to claim 2. The motorcycle information acquisition unit sequentially acquires the motorcycle position information at a predetermined cycle, and then sequentially acquires the motorcycle position information.
The key preft determination unit is
The current value and the past value of the road center position corresponding to the current value of the motorcycle position information and the past value acquired in the past for a predetermined time from the current value are derived.
Based on the current value and the past value at the center position of the road, the traveling direction of the two-wheeled vehicle is specified.
When the traveling direction of the road is assumed to be forward and the width direction of the road is left-right, and the traveling position of the two-wheeled vehicle is on the left side with respect to the center position of the road within the predetermined time. , It is determined that the two-wheeled vehicle is in the key preft state.
The safe driving determination device according to any one of claims 1 to 3. The key preft determination unit is
Derived the angle required to direct the traveling direction to the upper vertical axis of the reference Cartesian coordinate system.
The current position of the two-wheeled vehicle and the center position of the road are converted by rotating the two-wheeled vehicle by the angle within the reference Cartesian coordinate system.
The converted current position and the road center position are compared in the horizontal axis direction of the reference orthogonal coordinate system to determine whether or not the two-wheeled vehicle is in the key preft state.
The safe driving determination device according to claim 4. The traveling position of the two-wheeled vehicle within the predetermined time is an average value of the current value and the past value.
The safe driving determination device according to claim 4 or 5. Further, a speed calculation unit for calculating the traveling speed of the two-wheeled vehicle is further provided based on the two-wheeled vehicle position information sequentially acquired by the two-wheeled vehicle information acquisition unit at a predetermined cycle.
The key preft determination unit stops determining whether or not the two-wheeled vehicle is in the key preft state when the traveling speed is less than a predetermined value.
The safe driving determination device according to any one of claims 1 to 6. When the accuracy of the two-wheeled vehicle position information is less than a predetermined value, the key preft determination unit stops determining whether or not the two-wheeled vehicle is in the key preft state.
The safe driving determination device according to any one of claims 1 to 7. The motorcycle information acquisition unit acquires angular velocity information indicating the angular velocity of the motorcycle, and obtains angular velocity information.
A speed calculation unit that calculates the traveling speed of the two-wheeled vehicle based on the two-wheeled vehicle position information sequentially acquired by the two-wheeled vehicle information acquisition unit at a predetermined cycle.
The right / left turn of the two-wheeled vehicle is detected based on the angular velocity information, and when the right / left turn is detected, the safety level of the right / left turn operation of the two-wheeled vehicle is determined based on the traveling speed at the time of the right / left turn. Degree judgment part and
Further prepare,
The safe driving determination device according to any one of claims 1 to 8. The motorcycle information acquisition unit acquires terminal operation information indicating whether or not the driver of the motorcycle has operated the mobile information terminal.
Based on the terminal operation information, an operation determination unit that determines whether or not the driver has operated the mobile information terminal while driving, and an operation determination unit.
When it is determined that the mobile information terminal has been operated, a warning unit that warns the mobile information terminal and a warning unit.
Further prepare,
The safe driving determination device according to any one of claims 1 to 9. The two-wheeled vehicle information acquisition unit acquires the two-wheeled vehicle position information detected by a sensor mounted on the mobile information terminal from the mobile information terminal of the driver of the two-wheeled vehicle.
The safe driving determination device according to any one of claims 1 to 10. The two-wheeled vehicle information acquisition unit, the road information acquisition unit, and the key preft determination unit are provided on the mobile information terminal of the driver of the two-wheeled vehicle.
The safe driving determination device according to any one of claims 1 to 11. The safe driving support device according to any one of claims 1 to 12.
A mobile information terminal having a sensor for detecting the position information of the two-wheeled vehicle, carried by the driver of the two-wheeled vehicle, and communicably connected to the safe driving support device.
Equipped with
The safe driving determination device is provided in the mobile information terminal, and the motorcycle information acquisition unit acquires the motorcycle position information detected by the sensor of the mobile information terminal.
Safe driving support system. A driving evaluation unit for evaluating the driving safety of the two-wheeled vehicle based on the determination result by the key preft determination unit is further provided.
The safe driving support system according to claim 13. The driving evaluation unit gives a higher evaluation point to the driving of the two-wheeled vehicle as the traveling time in the key preft state becomes longer.
The safe driving support system according to claim 14. Each time the two-wheeled vehicle travels by a predetermined distance, the driving evaluation unit determines an evaluation point for the driving of the two-wheeled vehicle based on a determination result by the key preft determination unit for traveling the predetermined distance.
The safe driving support system according to claim 14 or 15. Whenever the two-wheeled vehicle travels for the predetermined distance, the driving evaluation unit may perform the operation evaluation unit.
The key preft ratio, which is the ratio of the running time in the key preft state to the total running time required for running the predetermined distance, is calculated.
The evaluation point is determined according to the key preft rate.
The safe driving support system according to claim 16. The motorcycle information acquisition process to acquire the motorcycle position information indicating the current position of the motorcycle, and
The road information acquisition process for acquiring the road information on which the two-wheeled vehicle travels, and
A key preft determination step of determining whether or not the two-wheeled vehicle is in a key preft state in which the two-wheeled vehicle is traveling on the left side in the traveling direction in the width direction of the traveling road based on the two-wheeled vehicle position information and the road information. When,
Safe driving support method equipped with. A computer is made to execute the safe driving support method according to claim 18.
Safe driving support program.

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