JP2022042132A - Drive evaluation device, drive evaluation method, and program - Google Patents

Abstract

To provide a driving evaluation technique capable of accurately grasping a risk of driving and enhancing the effect of promoting safe driving compared to the conventional art.SOLUTION: An information center 200 acquires drive state information representing a drive state of a vehicle from an on-vehicle terminal 100. The information center 200 stores electronic map information for expressing a road network on a map by combination of a node set at a road node point and a link representing a road segment between respective nodes. The information center 200 measures drive behavior of the vehicle for each link based on the acquired drive state information and electronic map information.SELECTED DRAWING: Figure 1

Description

The present invention relates to an operation evaluation device, an operation evaluation method, and a program.

Using sensors mounted on the vehicle, the driving behavior of the driver's accelerator work, brake work, steering wheel work, etc. is measured, and the roughness of driving and the risk of accidents are evaluated. Using the results of such driving evaluations, services that give driving advice to drivers with a high risk of accidents and services that change the premium of automobile insurance according to the driving level of the driver are also used. By using these services, users can enjoy merits such as reduction of accident rate and reduction of insurance premiums by safe driving.

Regarding driving evaluation, Patent Document 1 discloses a driving support device for a vehicle that measures driving behavior on an hourly basis. This vehicle driving support device acquires short-time data showing the current driving behavior and medium-time data showing the driving behavior of the day, respectively, and obtains the distribution of the short-time data and the distribution of the medium-time data. Driving evaluation is performed by comparison.

Japanese Unexamined Patent Publication No. 2013-30188

However, it has been pointed out that it is difficult to accurately grasp the driving risk and enhance the effect of promoting safe driving by the method of measuring the driving behavior in units of time and performing the driving evaluation as in Patent Document 1. rice field.

The present invention has been made in view of the circumstances described above, and an object of the present invention is to provide a driving evaluation technique capable of accurately grasping a driving risk and enhancing a safe driving promotion effect as compared with the prior art. And.

The driving evaluation device according to one aspect of the present invention has an acquisition unit that acquires driving state information indicating the driving state of a vehicle, a road network on a map, a node set as a road node, and a road section between each node. It is provided with a storage unit for storing electronic map information for expressing by a combination of links representing the above, and a measurement unit for measuring the driving behavior of the vehicle for each link based on the driving state information and the electronic map information. Is the gist.

Compared with the conventional method, it is possible to accurately grasp the driving risk and enhance the effect of promoting safe driving.

It is a figure for demonstrating the outline of the operation evaluation system which concerns on this embodiment. It is a block diagram which shows the composition of the main part of an in-vehicle terminal. It is a block diagram which shows the functional structure of an information center. It is an image diagram of a digital road map. It is a flowchart which shows the detection flow of the overspeed. It is a flowchart which shows the detection flow of sudden acceleration. It is a flowchart which shows the detection flow of sudden deceleration. It is a flowchart which shows the detection flow of the left sharp turn. It is a flowchart which shows the detection flow of a right sharp turn. It is explanatory drawing which illustrates the measurement result of the driving behavior in the link unit. It is explanatory drawing which illustrates the evaluation method of a driving risk.

Hereinafter, embodiments of the present disclosure will be described in detail with reference to the drawings. The same elements are designated by the same reference numerals, and duplicate description will be omitted.

A. This embodiment <system outline>
FIG. 1 is a diagram for explaining an outline of the operation evaluation system 1 according to the present embodiment. In the example shown in FIG. 1, the driving evaluation system 1 includes an in-vehicle terminal 100 mounted on each user's vehicle and an information center 200 for evaluating the driving risk of each user.

The in-vehicle terminal 100 and the information center 200 can communicate with each other via the network N. Although FIG. 1 illustrates three in-vehicle terminals 100 and one information center 200, the number of in-vehicle terminals 100 and information center 200 included in the operation evaluation system 1 is not limited to this, and each of them is shown. Any number of devices can be included.

The network N is a communication network for communication between the vehicle-mounted terminal 100 and the information center 200. For example, network N includes the Internet, LAN, leased line, packet communication network, part of public switched telephone network (PSTN), mobile telephone network, ISDNs (Integrated Service Digital Networks), wireless LANs, LTE ( It may be any of Long Term Evolution), CDMA (Code Division Multiple Access), other communication lines, and combinations thereof. The network N may be wired or wireless. In addition, the vehicle includes a two-wheeled vehicle, an autonomous traveling vehicle, and the like, and includes any vehicle capable of communicating with other devices via the network N.

<In-vehicle terminal 100>
FIG. 2 is a block diagram showing a configuration of a main part of the in-vehicle terminal 100.
The in-vehicle terminal 100 includes a control device 110, a navigation device 120, a sensor device 130, a communication device 140, and the like.

The control device 110 is composed of a microcomputer equipped with a CPU, a ROM, a RAM, an I / O interface, and the like, and centrally controls each part of the vehicle-mounted terminal 100.
The navigation device 120 includes a geomagnetic sensor for detecting an absolute orientation, a gyroscope, a GPS receiver, a map database, a display panel, and the like. The navigation device 120 determines the road on which the own vehicle travels based on the current position information (time information, latitude / longitude information, etc.) of the vehicle obtained from the GPS receiver or the like and the map information stored in the map database. Display on the display panel. Further, the navigation device 120 outputs the acquired current position information of the vehicle to the control device 110.

The sensor device 130 includes a vehicle speed sensor 131, a gravity sensor 132, and the like. The vehicle speed sensor 131 detects the vehicle speed of the own vehicle by measuring, for example, the rotation speed of the wheels or the rotation speed on the output side of the transmission, and outputs this as vehicle speed information to the control device 110.
The gravity sensor 132 is used to accelerate the vehicle in the front-rear direction (acceleration: forward acceleration, deceleration: rear acceleration) acting on the vehicle during acceleration / deceleration, and the vehicle left-right acceleration (left turn: left) acting on the vehicle during sharp steering. Acceleration (acceleration, right turn: right acceleration) is detected and output to the control device 110 as acceleration information.

The communication device 140 is configured to include various communication interfaces, and can exchange various information between the information center 200 and other devices via the network N. As an example, the communication device 140 transmits the current position information of the vehicle, the vehicle speed information, the acceleration information, and the like to the information center 200 under the control of the control device 110. Since the current position information of the vehicle, the vehicle speed information, the acceleration information, and the like all represent the driving state of the vehicle, they are collectively referred to as "driving state information" when it is not necessary to distinguish them.

<Information Center 200>
The information center 200 is, for example, a server center operated by an insurance company, and is composed of a dedicated or general-purpose computer. The information center 200 measures the driving behavior based on the driving state information provided from each in-vehicle terminal 100, and provides a measurement / evaluation function for evaluating the driving risk of each user. Here, the computer constituting the information center 200 does not necessarily have to be one, and may be composed of a plurality of computers distributed on the network N.

FIG. 3 is a block diagram showing a functional configuration of the information center 200.
The information center 200 includes a control unit 210, a communication unit 220, and a storage unit 230.

The control unit 210 is composed of a microcomputer equipped with a CPU, ROM, RAM, I / O interface, etc., and centrally controls each part of the information center 200 by executing various programs stored in a storage means such as ROM. Control to. Further, the control unit 210 includes five types of counters C1 to C5 used for measuring the driving behavior. The specific control content of the control unit 210 will be described later.

The communication unit 220 includes a communication interface conforming to various communication standards. The communication unit (acquisition unit) 220 receives the operation status information uploaded from each in-vehicle terminal 100 via the network N, while the communication unit (acquisition unit) 220 receives the evaluation result of the driving risk of each user derived in the information center 200 from each in-vehicle terminal. It is transmitted to 100 or each user's communication terminal (mobile phone, smartphone, etc.). The communication unit 220 exchanges various information with and from an external device including each in-vehicle terminal 100.

The storage unit 230 is composed of, for example, a disk drive or a semiconductor memory, and stores various programs and various data used during execution of these programs. Specifically, the storage unit 230 stores the user information for identifying each user together with the operation state information acquired from each in-vehicle terminal 100. The user information includes account information (for example, user ID, name, age, telephone number, contact information, etc.) of a user who uses this system. Further, the storage unit 230 stores a computer program for realizing the above-mentioned measurement / evaluation function, an electronic map information IM1 used for measuring driving behavior, and the like. The electronic map information IM1 represents a digital format road map (digital road map).

FIG. 4 is an image diagram of a digital road map DRM generated from the electronic map information IM1.
Digital road map DRM represents the road network on the map by a combination of "nodes" and "links". A "node" is set at a node (hereinafter, also referred to as a "road node") in the expression of a road network, such as an intersection, a structural change point of a road, or an intersection with an administrative boundary. The "link" represents the road section between each node. A unique node number and link number are set for each node and each link. Although only the node number is displayed in FIG. 4, the link number may also be displayed. The link number may be, for example, the node numbers at both ends of the link arranged in ascending order. To give an example, if the node numbers are links between the two nodes set to "1024" and "1025", respectively, "102441025" is the link number.

Currently, many traffic accidents (about 50-60%) such as collision accidents and rear-end collisions occur near the intersection, so driving each vehicle in the dangerous section near the intersection where the probability of traffic accidents is high. It is considered most effective to measure the behavior and evaluate the driving risk.

Based on this idea, the inventor of the present application measures driving behavior and evaluates driving risk in units of road sections between "nodes" set at intersections, that is, "links". Created a method. Hereinafter, a method for measuring driving behavior for each link and a method for evaluating driving risk will be described.

<Measurement method of driving behavior for each link>
(1) Detection of Overspeed FIG. 5 is a flowchart showing a flow of detection of overspeed executed by the control unit 210.
In step S1, the control unit 210 first obtains the average speed of the vehicle in the link. As an example, the control unit 210 obtains the average speed of the vehicle in the target link based on the current position information and the vehicle speed information of the vehicle included in the driving state information acquired from the in-vehicle terminal 100. If the distance of the target link is known, the travel time of the link is obtained from the current position information of the vehicle, and the distance of the link is divided by the travel time of the link to obtain the vehicle within the link. The average speed can be calculated.

In step S2, the control unit 210 determines whether or not the average speed Wave of the vehicle in the link exceeds the speed threshold value (first threshold value) Vth1 stored in the storage unit 230. The speed threshold value Vth1 is set for each type of road or vehicle, for example, 60 km / h for a general road (ordinary vehicle), 100 km / h for a national expressway (ordinary vehicle), or the like. In the following, for convenience of explanation, the "National Expressway" is simply referred to as the "National Expressway".

When the control unit 210 determines that the average speed Wave of the vehicle in the link exceeds the speed threshold value vs1 (step S2: YES), the control unit 210 proceeds to step S3. On the other hand, when the control unit 210 determines that the average speed Wave of the vehicle in the link does not exceed the speed threshold value Vth1 (step S2: NO), the control unit 210 proceeds to step S4.

In step S3, the control unit 210 increments the count value of the first counter C1 by "1" and proceeds to step S4, assuming that dangerous driving has been performed. The first counter C1 is a counter for counting the number of dangerous driving due to overspeed.

In step S4, the control unit 210 determines whether or not there is the next link for which the average speed should be calculated. Specifically, the control unit 210 determines from the current position information and vehicle speed information of the vehicle that the vehicle is continuing to travel and that the next link for which the average speed should be calculated exists (step S4: YES). The process returns to step S1 and the series of processes described above is continued. On the other hand, when the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle has stopped traveling and the next link for which the average speed should be calculated does not exist (step S4: NO), the process ends. ..

According to such a configuration, the overspeed is detected based on the "average speed of the vehicle in the link". Therefore, even if a "momentary overspeed" occurs in the link, it will not be determined to be overspeed unless the average speed of the vehicle in the link exceeds the speed threshold. This makes it possible to enhance the conviction of the user who drives the vehicle.

(2) Detection of sudden acceleration FIG. 6 is a flowchart showing a detection flow of sudden acceleration executed by the control unit 210.
In step Sa1, the control unit 210 first obtains the maximum forward acceleration of the vehicle in the link. As an example, the control unit 210 determines the maximum forward acceleration (that is, the maximum forward acceleration) of the vehicle in the target link based on the acceleration information of the vehicle included in the driving state information acquired from the in-vehicle terminal 100. Find αfmax.

In step Sa2, the control unit 210 determines whether or not the maximum forward acceleration αfmax of the vehicle in the link exceeds the front acceleration threshold value (second threshold value) αfth1 stored in the storage unit 230. The front acceleration threshold value αftth1 is set for each road type and vehicle, for example, 0.25 G for a general road (ordinary vehicle), 0.3 G for a national road (ordinary vehicle), and the like.

When the control unit 210 determines that the maximum forward acceleration αfmax of the vehicle in the link exceeds the forward acceleration threshold value αftth1 (step Sa2: YES), the control unit 210 proceeds to step Sa3. On the other hand, when the control unit 210 determines that the maximum forward acceleration αfmax of the vehicle in the link does not exceed the forward acceleration threshold value αftth1 (step Sa2: NO), the control unit 210 proceeds to step Sa4.

In step Sa3, the control unit 210 increments the count value of the second counter C2 by "1" and proceeds to step Sa4, assuming that dangerous driving has been performed. The second counter C2 is a counter for counting the number of dangerous driving due to sudden acceleration.

In step Sa4, the control unit 210 determines whether or not there is the next link for which the maximum pre-acceleration αfmax should be calculated. Specifically, the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle is continuing to travel and that the next link for calculating the maximum forward acceleration αfmax exists (step Sa4: YES). ), Return to step Sa1 and continue the series of processes described above. On the other hand, when the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle has stopped traveling and there is no next link for calculating the maximum forward acceleration αfmax (step Sa4: NO), the control unit 210 performs processing. finish.

According to this configuration, sudden acceleration is detected based on the "maximum forward acceleration of the vehicle in the link". Here, if the front acceleration of the vehicle exceeds the acceleration reference value and is simply counted as dangerous driving, it is expected that a plurality of dangerous driving will be counted in one link due to a series of dangerous driving actions. , It becomes a standard that is not convincing to the user. On the other hand, in the present embodiment, when the "maximum forward acceleration of the vehicle in the link" exceeds the forward acceleration threshold value, it is counted as dangerous driving, and it is possible to enhance the user's conviction.

(3) Detection of sudden deceleration FIG. 7 is a flowchart showing a detection flow of sudden deceleration executed by the control unit 210.
In step Sb1, the control unit 210 first obtains the maximum backward acceleration of the vehicle in the link. As an example, the control unit 210 determines the maximum acceleration of the vehicle in the rear direction (that is, the maximum rear acceleration) in the target link based on the acceleration information of the vehicle included in the driving state information acquired from the in-vehicle terminal 100. Find αbmax.

In step Sb2, the control unit 210 determines whether or not the maximum rear acceleration αbmax of the vehicle in the link exceeds the rear acceleration threshold value (third threshold value) αbth1 stored in the storage unit 230. The rear acceleration threshold value αbth1 is set, for example, for each type of road and vehicle, and is 0.3 G for a general road (ordinary vehicle) and 0.35 G for a national road (ordinary vehicle).

When the control unit 210 determines that the maximum rear acceleration αbmax of the vehicle in the link exceeds the rear acceleration threshold value αbth1 (step Sb2: YES), the control unit 210 proceeds to step Sb3. On the other hand, when the control unit 210 determines that the maximum rear acceleration αbmax of the vehicle in the link does not exceed the rear acceleration threshold value αbth1 (step Sb2: NO), the control unit 210 proceeds to step Sb4.

In step Sb3, the control unit 210 increments the count value of the third counter C3 by "1" and proceeds to step Sb4, assuming that dangerous driving has been performed. The third counter C3 is a counter for counting the number of dangerous driving due to sudden deceleration.

In step Sb4, the control unit 210 determines whether or not there is the next link for which the maximum post-acceleration αbmax should be calculated. Specifically, the control unit 210 determines from the current position information and vehicle speed information of the vehicle that the vehicle is continuing to travel and that the next link for calculating the maximum rear acceleration αbmax exists (step Sb4: YES). ), Return to step Sb1 and continue the series of processes described above. On the other hand, when the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle has stopped traveling and there is no next link for calculating the maximum rear acceleration αbmax (step Sb4: NO), the control unit 210 performs processing. finish.

According to this configuration, sudden deceleration is detected based on the "maximum rear acceleration of the vehicle in the link". Here, if the rear acceleration of the vehicle exceeds the acceleration reference value and is simply counted as dangerous driving, it is expected that a plurality of dangerous driving will be counted in one link due to a series of dangerous driving actions. , It becomes a standard that is not convincing to the user. On the other hand, in the present embodiment, when the "maximum rear acceleration of the vehicle in the link" exceeds the rear acceleration threshold value, it is counted as dangerous driving, and it is possible to enhance the user's conviction.

(4) Detection of sharp left turn FIG. 8 is a flowchart showing a detection flow of sharp left turn executed by the control unit 210.
In step Sc1, the control unit 210 first obtains the maximum acceleration of the vehicle in the left direction in the link. As an example, the control unit 210 determines the maximum acceleration of the vehicle in the left direction (that is, the maximum left acceleration) in the target link based on the acceleration information of the vehicle included in the driving state information acquired from the in-vehicle terminal 100. Find αlmax.

In step Sc2, the control unit 210 determines whether or not the maximum left acceleration αlmax of the vehicle in the link exceeds the left acceleration threshold value (fourth threshold value) αlth1 stored in the storage unit 230. The left acceleration threshold value αlth1 is set for each road type and vehicle, for example, 0.4 G for a general road (ordinary vehicle), 0.45 G for a national road (ordinary vehicle), and the like.

When the control unit 210 determines that the maximum left acceleration αlmax of the vehicle in the link exceeds the left acceleration threshold value αltth1 (step Sc2: YES), the control unit 210 proceeds to step Sc3. On the other hand, when the control unit 210 determines that the maximum left acceleration αlmax of the vehicle in the link does not exceed the left acceleration threshold value αltth1 (step Sc2: NO), the control unit 210 proceeds to step Sc4.

In step Sc3, the control unit 210 increments the count value of the fourth counter C4 by "1" and proceeds to step Sc4, assuming that dangerous driving has been performed. The fourth counter C4 is a counter for counting the number of dangerous driving due to a sharp left turn.

In step Sc4, the control unit 210 determines whether or not there is the next link for which the maximum left acceleration αlmax should be calculated. Specifically, the control unit 210 determines from the current position information and vehicle speed information of the vehicle that the vehicle is continuing to travel and that the next link for calculating the maximum left acceleration αlmax exists (step Sc4: YES). ), Return to step Sc1 and continue the series of processes described above. On the other hand, when the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle has stopped traveling and there is no next link for calculating the maximum left acceleration αlmax (step Sc4: NO), the control unit 210 performs processing. finish.

According to this configuration, a sharp left turn (steering wheel) is detected based on the "maximum left acceleration of the vehicle in the link". Here, if the left acceleration of the vehicle exceeds the acceleration reference value and is simply counted as dangerous driving, it is expected that a plurality of dangerous driving will be counted in one link due to a series of dangerous driving actions. , It becomes a standard that is not convincing to the user. On the other hand, in the present embodiment, when the "maximum left acceleration of the vehicle in the link" exceeds the left acceleration threshold value, it is counted as dangerous driving, so that the user's sense of conviction can be enhanced.

(5) Detection of a sharp right turn FIG. 9 is a flowchart showing a detection flow of a sharp right turn executed by the control unit 210.
In step Sd1, the control unit 210 first obtains the maximum acceleration of the vehicle in the right direction in the link. As an example, the control unit 210 determines the maximum acceleration of the vehicle in the right direction (that is, the maximum right acceleration) in the target link based on the acceleration information of the vehicle included in the driving state information acquired from the in-vehicle terminal 100. Find αrmax.

In step Sd2, the control unit 210 determines whether or not the maximum right acceleration αrmax of the vehicle in the link exceeds the right acceleration threshold value (fifth threshold value) αrth1 stored in the storage unit 230. The right acceleration threshold value αrth1 is set for each road type and vehicle, for example, 0.5 G for a general road (ordinary vehicle) and 0.55 G for a national road (ordinary vehicle).

When the control unit 210 determines that the maximum right acceleration αrmax of the vehicle in the link exceeds the right acceleration threshold value αrhth1 (step Sd2: YES), the control unit 210 proceeds to step Sd3. On the other hand, when the control unit 210 determines that the maximum right acceleration αrmax of the vehicle in the link does not exceed the right acceleration threshold value αrhth1 (step Sd2: NO), the control unit 210 proceeds to step Sd4.

In step Sd3, the control unit 210 increments the count value of the fifth counter C5 by "1" and proceeds to step Sd4, assuming that dangerous driving has been performed. The fifth counter C5 is a counter for counting the number of dangerous driving due to a sharp right turn.

In step Sd4, the control unit 210 determines whether or not there is the next link for which the maximum right acceleration αrmax should be calculated. Specifically, the control unit 210 determines from the current position information and vehicle speed information of the vehicle that the vehicle is continuing to travel and that the next link for calculating the maximum right acceleration αrmax exists (step Sd4: YES). ), Return to step Sd1 and continue the series of processes described above. On the other hand, when the control unit 210 determines from the current position information and speed information of the vehicle that the vehicle has stopped traveling and there is no next link for calculating the maximum right acceleration αrmax (step Sd4: NO), the control unit 210 performs processing. finish.

According to this configuration, a right sharp turn (right steep steering wheel) is detected based on the "maximum right acceleration of the vehicle in the link". Here, if the vehicle's right acceleration exceeds the acceleration reference value and is simply counted as dangerous driving, it is expected that a series of dangerous driving actions will count multiple dangerous driving within one link. , It becomes a standard that is not convincing to the user. On the other hand, in the present embodiment, when the "maximum right acceleration of the vehicle in the link" exceeds the right acceleration threshold value, it is counted as dangerous driving, and it is possible to enhance the user's conviction.

In the above example, it is assumed that the velocity threshold value Vth1, the front acceleration threshold value αftth1, the rear acceleration threshold value αbth1, the left acceleration threshold value αlth1, and the right acceleration threshold value αarth1 are fixed. You may be able to do it.

(6) Example of measurement result of driving behavior in link unit FIG. 10 is an explanatory diagram illustrating measurement result of driving behavior in link unit.
In FIG. 10, the link number, the road type, the link distance, the link traveling time, the average speed, the dangerous driving judgment due to overspeed, the maximum front acceleration, the dangerous driving judgment due to sudden acceleration, and the maximum rear acceleration are shown. , Dangerous driving judgment by sudden deceleration, maximum left acceleration, dangerous driving judgment by left sharp turn, maximum right acceleration, and dangerous driving judgment by right sharp turn are shown. The link number, road type, link distance, etc. can be obtained from, for example, the electronic map information IM1. Other information can be obtained by the control unit 210 based on the operating state information and the like.

Here, the velocity threshold value Vth1, the front acceleration threshold value αfth1, and the rear acceleration threshold value αbth1 set for the general road and the national road are as follows.
General road speed threshold Vth1 ・ ・ ・ 60km / h
National highway speed threshold Vth1 ・ ・ ・ 80km / h
Front acceleration threshold value for general roads αftth1 ・ ・ ・ 0.3G
Pre-acceleration threshold of national highway αftth1 ・ ・ ・ 0.3G
Post-acceleration threshold value αbth1 for general roads ・ ・ ・ 0.3G
Post-acceleration threshold of national highway αbth1 ・ ・ ・ 0.3G
Left acceleration threshold value αlth1 for general roads ・ ・ ・ 0.4G
National highway left acceleration threshold αltth1 ・ ・ ・ 0.4G
Right acceleration threshold value αrth1 for general roads ・ ・ ・ 0.4G
National highway right acceleration threshold αrhth1 ・ ・ ・ 0.4G

As an example, the driving behavior in the link specified by the link number "10271028" will be described. The link is a "general road", and the average speed "65 km / h" in the link is the speed of the general road. Since the threshold value Vth1 (= 60 km / h) is exceeded, the control unit 210 determines that "dangerous driving due to excessive speed" has been performed.

Further, since the maximum rear acceleration "0.35" in the link exceeds the rear acceleration threshold value αbth1 (= 0.3G) of the general road, the control unit 210 causes "dangerous driving due to sudden deceleration". Judge that it was done. Further, since the maximum right acceleration "0.5" in the link exceeds the right acceleration threshold value αrhth1 (= 0.4G) of the general road, the control unit 210 "dangerous driving by making a sharp right turn". Is determined to have been performed. In this way, when different types of dangerous driving are performed within one link, they will be counted respectively. When the control unit (measurement unit) 210 sequentially measures the operation behavior for each link, it stores it in the storage unit 230 and evaluates the user's driving risk by using the measurement result.

<Evaluation method of driving risk>
FIG. 11 is an explanatory diagram illustrating an evaluation method of a driving risk when the measurement result of the driving behavior in the link unit shown in FIG. 10 is used.
As shown in FIG. 11, the size of the reference deduction point is determined by the "road type" and the "dangerous driving type (dangerous behavior type)". For example, if the dangerous behavior is "excessive speed", the magnitude of deductions per time (hereinafter, also referred to as "standard deductions") is 0.15 points for general roads and 0.1 points for national roads. be. Similarly, if the dangerous behavior is "rapid acceleration", the standard deduction points are 0.2 points for general roads and 0.25 points for national roads, and if the dangerous behavior is "rapid deceleration", the standard deduction points are. The general road has 0.3 points and the national road has 0.35 points. For dangerous behaviors such as "left sharp turn" and "right sharp turn", the same standard deduction points (= 0.2 points) are set for both general roads and national roads, but they may be set to different values. ..

The control unit (evaluation unit) 210 obtains the deduction points for each dangerous behavior by multiplying these standard deduction points by the number of dangerous behaviors at the time of 100 km travel conversion and the link risk coefficient. Then, the control unit 210 calculates the driving risk by subtracting the number of points deducted for each dangerous behavior from the points possessed by the user. For example, in the case of a general road, the control unit 210 deducts points for "excessive speed" (= 6 points) and deductions for "rapid acceleration" (= 0 points) from the user's points (= 100 points). ), "Sudden deceleration" deductions (= 12 points), "Left sharp turn" deductions (= 0 points), "Right sharp turn" deductions (= 8 points) Calculate the driving risk (= 74 points).

Similarly, the control unit 210 calculates the user's driving risk (= 57 points) in the case of a national highway, and outputs these to a display panel or the like as an evaluation result of the driving risk. Further, the control unit (transmission unit) 210 transmits the operation risk evaluation result to the user's communication terminal via the communication unit 220.

The insurance company calculates the insurance premium of the user based on the evaluation result of the driving risk of the user output on the display panel or the like. On the other hand, the user can grasp the objective driving risk by checking his / her own communication terminal.

According to this configuration, the driving risk is evaluated using the measurement result of the driving behavior for each link, so that it is possible to accurately grasp the driving risk and enhance the promotion effect of safe driving as compared with the conventional case. It becomes.

Although not specifically mentioned in the above example, the link risk coefficient (weight) may be set for each link or according to the road type, for example. Of course, the link risk coefficient does not have to be set. Further, the method for evaluating the driving risk shown in FIG. 9 is only an example, and the method for evaluating the driving risk is arbitrary.

Further, in the above example, the case where the control unit 210 transmits the evaluation result of the driving risk to the communication terminal of the user has been described, but in addition to this (or instead), the link number of the link in which dangerous driving is detected (or instead). Identification information) and the like may be transmitted.

B. Modifications Although the embodiments have been described in detail above, the embodiments are not limited to the above embodiments, and various modifications and changes other than the above embodiments are possible within the scope of the claims. ..

Each processing step included in the above-mentioned processing flow can be arbitrarily changed in order or executed in parallel within a range that does not cause a contradiction in the processing contents, and another step is added between each processing step. You may. Further, the step described as one step for convenience can be executed by being divided into a plurality of steps, while the step described as being divided into a plurality of steps can be grasped as one step for convenience.

Further, each of the above-mentioned processes may be implemented as a program executed by a computer. This program is installed in a computer, stored in a computer-readable recording medium (for example, a non-temporary recording medium), and executed by a computer control unit (for example, a processor) to perform the above processing. May be realized.

1 ... Driving evaluation system, 100 ... In-vehicle terminal, 110 ... Control device, 120 ... Navigation device, 130 ... Sensor device, 131 ... Vehicle speed sensor, 132 ... Gravity sensor, 140 ... Communication device, 200 ... Information center, 210 ... Control unit , 220 ... Communication unit, 230 ... Storage unit, C1, C2, C3, C4, C5 ... Counter, IM1 ... Electronic map information.

Claims (12)

An acquisition unit that acquires driving status information that represents the driving status of the vehicle,
A storage unit that stores electronic map information for expressing a road network on a map by a combination of a node set as a road node and a link representing a road section between each node.
A measurement unit that measures the driving behavior of the vehicle for each link based on the driving state information and the electronic map information.
An operation evaluation device equipped with. The driving state information includes the current position information of the vehicle.
The measuring unit obtains the average speed of the vehicle for each link based on the driving state information and the electronic map information, and once when the average speed of the vehicle for each link exceeds the first threshold value. Count as dangerous driving,
The operation evaluation device according to claim 1. The driving state information further includes acceleration information representing the forward acceleration of the vehicle.
The measuring unit obtains the maximum acceleration of the vehicle in the front direction for each link based on the driving state information and the electronic map information, and the maximum acceleration of the vehicle in the front direction for each link sets the second threshold value. If it exceeds, it is counted as one dangerous driving,
The operation evaluation device according to claim 1 or 2. The driving state information further includes acceleration information representing the acceleration of the vehicle in the rear direction.
The measuring unit obtains the maximum acceleration of the vehicle in the rear direction for each link based on the driving state information and the electronic map information, and the maximum acceleration of the vehicle in the rear direction for each link sets a third threshold value. If it exceeds, it is counted as one dangerous driving,
The operation evaluation device according to any one of claims 1 to 3. The driving state information further includes acceleration information representing the acceleration of the vehicle in the left direction.
The measuring unit obtains the maximum acceleration of the vehicle in the left direction for each link based on the driving state information and the electronic map information, and the maximum acceleration of the vehicle in the left direction for each link sets the fourth threshold value. If it exceeds, it is counted as one dangerous driving,
The operation evaluation device according to any one of claims 1 to 4. The driving state information further includes acceleration information representing the acceleration of the vehicle in the right direction.
The measuring unit obtains the maximum acceleration of the vehicle in the right direction for each link based on the driving state information and the electronic map information, and the maximum acceleration of the vehicle in the right direction for each link sets the fifth threshold value. If it exceeds, it is counted as one dangerous driving,
The operation evaluation device according to any one of claims 1 to 5. Further, an evaluation unit for evaluating the driving risk of the user of the vehicle is provided by using the measurement result of the driving behavior of the vehicle for each link.
The operation evaluation device according to any one of claims 1 to 6. A weight is set for each of the links.
The operation evaluation device according to claim 7, wherein the evaluation unit evaluates the operation risk of the user by using the weight set together with the measurement result. The operation evaluation device according to claim 7 or 8, further comprising a transmission unit that transmits the operation risk of the user to the communication terminal of the user. The driving evaluation device according to claim 9, wherein the transmitting unit transmits the identification information of the link counted by the measuring unit as the dangerous driving to the communication terminal of the user. Steps to acquire driving status information that represents the driving status of the vehicle,
For each of the links, based on the electronic map information for expressing the driving state information and the road network on the map by a combination of a node set as a road node and a link representing a road section between the nodes. A driving evaluation method including a step of measuring the driving behavior of the vehicle. A computer equipped with a storage unit that stores electronic map information for expressing a road network on a map by a combination of a node set as a road node and a link representing a road section between each node.
Steps to acquire driving status information that represents the driving status of the vehicle,
A program for executing a step of measuring the driving behavior of the vehicle for each of the links based on the driving state information and the electronic map information.

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