JP6237461B2 - Detour information providing device - Google Patents

Description

  The present invention relates to a detour information providing apparatus.

Conventionally, as a technique of the detour information providing apparatus, there is a technique described in Patent Document 1, for example.
In the prior art described in Patent Document 1, based on information on the road width of a traffic fault occurrence place such as traffic jam or traffic regulation (hereinafter also referred to as “fault occurrence place”) and the vehicle width information of the own vehicle, The degree of difficulty of passing the vehicle is determined for each occurrence location. Then, when there is a failure location where the determined passage difficulty level is equal to or higher than the set level, information on a detour that bypasses the failure location is provided. This can provide useful information to drivers with low driving skills.

JP 2005-300209 A

However, in the technique described in Patent Document 1, for example, when there are many drivers with low driving skills and a large number of drivers make the vehicle go to a detour according to the provided information, A large number of vehicles were concentrated, and there was a possibility of traffic jams on the detour.
This invention pays attention to the above points, and makes it a subject to provide the detour information provision apparatus which can suppress traffic congestion more appropriately.

  In order to solve the above-described problem, in one embodiment of the present invention, the driving skill of each of a plurality of vehicles is determined. Subsequently, a relative driving skill that is a relative driving skill of the driver of the target vehicle is determined from the determined driving skill. Subsequently, a travel difficulty level representing the difficulty of travel is set for each of a plurality of road sections where the target vehicle may travel. Subsequently, a detour is generated using one of the road sections in which the travel difficulty level is a predetermined difficulty level among road sections in which the travel difficulty level is set. Subsequently, the generated detour information is provided to the target vehicle. At that time, the setting difficulty level is determined using the driving skill and relative driving skill of the driver of the target vehicle.

  In one aspect of the present invention, for example, even when there are many drivers who do not have a large difference in driving skill, it is possible to provide information on a detour with a high degree of driving difficulty to a driver having a high relative driving skill. Therefore, the vehicle can be distributed to a plurality of detours, and traffic congestion can be more appropriately suppressed.

It is a conceptual diagram showing the schematic structure of the detour information provision system which concerns on embodiment. It is a figure showing the point table of the 1st driving skill score and the 2nd driving skill score. It is a flowchart showing a detour information generation process. It is a flowchart showing a driving skill determination process. It is a flowchart showing a relative driving skill determination process. It is a flowchart showing a detour generation process. It is a figure showing operation | movement of the travel difficulty level setting part. It is a figure showing operation | movement of the travel difficulty level setting part. It is a conceptual diagram showing schematic structure of the detour information provision system which concerns on a modification.

Next, an embodiment according to the present invention will be described with reference to the drawings.
In the present embodiment, the present invention is applied to a detour information providing system.

(Constitution)
As shown in FIG. 1, the detour information providing system includes an in-vehicle device 1 mounted on a plurality of vehicles C and a detour information providing device 2 included in the data center D. The in-vehicle device 1 and the detour information providing device 2 transmit and receive information via a communication path.

(Configuration of in-vehicle device 1)
The in-vehicle device 1 includes a driving information detection unit 3, a vehicle controller 4, a navigation device 5, and a transmitter 6.
The driving information detection unit 3 detects the driving state of the host vehicle C every time a predetermined sampling time (for example, 1 [second]) elapses. The driving state includes, for example, the acceleration of the host vehicle C, the steering angle of the steering wheel, the accelerator stroke amount, the brake stroke amount, and the road image ahead of the host vehicle C. Then, the driving information detection unit 3 outputs information representing the detection result (hereinafter also referred to as “driving information”) to the vehicle controller 4.

Specifically, the driving information detection unit 3 includes an acceleration detection unit 3aa, a steering angle detection unit 3b, an accelerator pedal detection unit 3c, a brake pedal detection unit 3d, and an in-vehicle camera 3e.
The acceleration detection unit 3a detects the acceleration of the host vehicle C (acceleration at the center of gravity). Then, the acceleration detection unit 3a outputs information representing the detection result to the vehicle controller 4.
The steering angle detector 3b detects the steering angle of the steering wheel of the host vehicle C. Then, the steering angle detection unit 3b outputs information representing the detection result to the vehicle controller 4.

The accelerator pedal detector 3c detects the accelerator stroke amount. Then, the accelerator pedal detection unit 3 c outputs information representing the detection result to the vehicle controller 4.
The brake pedal detector 3d detects the brake stroke amount. Then, the brake pedal detection unit 3d outputs information representing the detection result to the vehicle controller 4.
The in-vehicle camera 3e captures a road ahead of the host vehicle C and acquires an image. Then, the in-vehicle camera 3e outputs image data representing the acquired image to the vehicle controller 4.

The vehicle controller 4 executes a driving information transmission process based on the driving information output by the driving information detection unit 3. In the driving information transmission process, the vehicle controller 4 transmits the output driving information every time the driving information detection unit 3 outputs the driving information (every time a predetermined sampling time (1 [second]) elapses). The information is sequentially transmitted to the detour information providing apparatus 2 via the machine 6.
The navigation device 5 includes a position detection unit 5a, a map information storage unit 5b, a traffic information receiver 5c, and a navigation controller 5d.

  The position detection unit 5a detects the current position of the host vehicle C every time a predetermined sampling time (for example, 1 [second]) elapses. And the position detection part 5a outputs a detection result to the navigation controller 5d. Specifically, the position detection unit 5a includes a geomagnetic sensor 5aa that detects the traveling direction of the host vehicle C, a gyro sensor 5ab that detects the yaw rate of the host vehicle C, and a vehicle speed sensor 5ac that detects the vehicle speed of the host vehicle C. . In addition, the position detection unit 5a receives a GPS signal from a GPS (Global Positioning System) satellite and a detection signal of the vehicle C based on detection results and reception results of these sensors 5aa, 5ab, 5ac, and 5ad. A position calculation execution unit 5ae for calculating the current position.

  The map information storage unit 5b stores map information of an area where the host vehicle C may travel. Map information includes information indicating the position, shape, and road type (curved road, narrow road, road with poor visibility) of a plurality of small sections (hereinafter also referred to as “road sections”) set by dividing roads. is there. Further, as the road section, for example, there is a link (a line segment connecting nodes on the road network expression) set along the road to express the road traffic network.

  The traffic information receiver 5c acquires traffic information of each of a plurality of road sections where the host vehicle C may travel. The traffic information includes, for example, the traffic volume and the presence / absence of a traffic obstacle (congestion, traffic regulation, accident). Then, the traffic information receiver 5c outputs the acquisition result to the navigation controller 5d. Specifically, the traffic information receiver 5c receives a VICS sensor unit 5ca that receives a signal from a VICS (registered trademark) optical beacon or a radio beacon, and traffic information that is multiplexed with a broadcast wave of an FM broadcast. FM multiplex broadcast receiver 5cb.

  The navigation controller 5d determines the current position of the host vehicle C based on the current position of the host vehicle C output from the position detection unit 5a, the map information stored in the map information storage unit 5b, and the destination set by the driving vehicle. A travel route (hereinafter also referred to as “guide route”) from the departure point) to the destination is set. Subsequently, the navigation controller 5d superimposes the set guide route and the position of the host vehicle C on the map and displays them on the display 5e based on the map information stored in the map information storage unit 5b. Thereby, the navigation controller 5d guides the host vehicle C (driver) so that the host vehicle C travels along the guidance route. Further, every time the navigation controller 5 d generates a guide route, the navigation controller 5 d transmits information representing the generated guide route (hereinafter also referred to as “guide route information”) to the detour information providing apparatus 2 via the transmitter 6.

  In addition, the navigation controller 5d executes a travel history information transmission process based on the current position of the host vehicle C output by the position detection unit 5a and the map information stored in the map information storage unit 5b. In the travel history information transmission process, the navigation controller 5d detects the travel state of the host vehicle C based on the output current position of the host vehicle C and the map information stored in the map information storage unit 5b. Detection of the traveling state of the host vehicle C is performed each time the host vehicle C moves from the previous road section to another road section and the road section on which the host vehicle C travels changes.

  As the running state, for example, the road section in which the host vehicle C is currently traveling (hereinafter also referred to as “current traveling road section”), the road type of the current traveling road section (curved road, narrow road, road with poor visibility) There is. Subsequently, each time the navigation controller 5d detects the traveling state of the host vehicle C, the navigation controller 5d detects the traveling state detected so far, that is, information indicating the current and past traveling states (hereinafter also referred to as “traveling history information”). Is transmitted to the detour information providing apparatus 2 via the transmitter 6. The travel history information may include, for example, information on the current position and the vehicle speed of the host vehicle C.

Furthermore, the navigation controller 5d executes a detour replacement process based on the detour information transmitted from the detour information providing device 2. Examples of the detour include a route that detours around a traffic obstacle occurrence point on the guide route. In the detour replacement process, the navigation controller 5d receives the detour information transmitted each time detour information is transmitted from the detour information providing device 2 to the in-vehicle device 1 of the host vehicle C. Subsequently, the navigation controller 5d replaces a part or all of the set guide route with the detour indicated by the received information. Subsequently, the navigation controller 5d causes the display 5e to display the guide route after replacement instead of the guide route before replacement. Thereby, the navigation controller 5d guides the host vehicle C (driver) so that the host vehicle C travels along the detour.
The display 5e displays a guide route from the current position of the host vehicle C to the destination and the current position of the host vehicle C in accordance with a command from the navigation controller 5d.

  The transmitter 6 bypasses the driving information detected by the driving information detector 3, the traffic information acquired by the traffic information receiver 5c, the travel history information generated by the navigation controller 5d, and the guide route information via the communication path. It transmits to the road information provision apparatus 2. The traffic information includes, for example, information on the number of vehicles C parked on the road for each road section. The number of vehicles C parked on the road is calculated based on, for example, driving information (image) acquired by the in-vehicle camera 3e.

(Configuration of detour information providing device 2)
The detour information providing device 2 executes detour information transmission processing based on the driving information, traffic information, travel history information, and guide route information transmitted by the plurality of vehicles C. In the detour information transmission process, the detour information providing device 2 generates a detour and transmits detour information to the in-vehicle device 1.
The detour information providing device 2 includes a driving information acquisition unit 7, a traffic information acquisition unit 8, a travel history information acquisition unit 9, a map information storage unit 10, a driving skill determination unit 11, and a relative driving skill determination unit 12. And a traveling frequency detection unit 13 and a relative driving skill reduction unit 14. The detour information providing device 2 further includes a traffic volume determination unit 15, a traffic obstacle determination unit 16, a travel difficulty level setting unit 17, a detour generation unit 18, and a detour information provision unit 19. .

The driving information acquisition unit 7 receives driving information transmitted by the in-vehicle device 1 via a communication path. Then, the driving information acquisition unit 7 outputs the received driving information to the driving skill determination unit 11. Thereby, the driving information acquisition unit 7 sequentially acquires driving information from the in-vehicle devices 1 of the plurality of vehicles C.
The traffic information acquisition unit 8 receives traffic information transmitted by the in-vehicle device 1 via a communication path. Then, the traffic information acquisition unit 8 outputs the received traffic information to the traffic volume determination unit 15. Accordingly, the driving information acquisition unit 7 sequentially acquires traffic information from the in-vehicle devices 1 of the plurality of vehicles C.

The travel history information acquisition unit 9 receives travel history information transmitted by the in-vehicle device 1 via a communication path. Then, the traveling history information acquisition unit 9 outputs the received traveling history information to the driving skill determination unit 11 and the traveling frequency detection unit 13. Thus, the travel history information acquisition unit 9 sequentially acquires travel history information (travel history information of the target vehicle Ca described later) from the in-vehicle devices 1 of the plurality of vehicles C.
The map information storage unit 10 stores map information of areas where a plurality of vehicles C may travel. The map information includes information indicating the position and shape of a plurality of small sections (road sections) set by classifying roads and road types (curved roads, straight roads, narrow roads, roads with poor visibility).

  The driving skill determination unit 11 determines the driving skill of each of the plurality of vehicles C based on the driving information acquired by the driving information acquisition unit 7 and the driving history information acquired by the driving history information acquisition unit 9. Specifically, the driving skill determination unit 11 determines the accelerator stroke acceleration, the brake stroke acceleration, the steering angular acceleration, and the vehicle for each driver of the plurality of vehicles C from the driving information acquired this time and the driving information acquired in the past. Calculate time series data of acceleration. Subsequently, the driving skill determination unit 11 calculates the frequency [%] of each driver's sudden driving operation from the calculation result. Examples of the sudden driving operation include sudden start, sudden brake, and sudden handle.

  Subsequently, the driving skill determination unit 11 calculates the average vehicle speed of each of the plurality of vehicles C for each road section (hereinafter, also referred to as “individual average vehicle speed”) from the acquired travel history information and time series data of vehicle acceleration. To do. Subsequently, the driving skill determination unit 11 calculates the average of the average vehicle speeds of all the vehicles C for each road section (hereinafter also referred to as “total average vehicle speed”) from the calculated individual average vehicle speed. Subsequently, the driving skill determination unit 11 determines the average vehicle speed of the driver of the vehicle C whose individual average vehicle speed is higher than the overall average vehicle speed by a predetermined set vehicle speed (for example, 5 [km / h]) in each calculated road section. Is classified as “high”. In addition, the driving skill determination unit 11 sets the average vehicle speed of the driver of the vehicle C to “low” in which the individual average vehicle speed is lower than the overall average vehicle speed by a predetermined set vehicle speed (5 [km / h]) or more in each road section. The average vehicle speed of the driver of the vehicle C that is not one of them is classified as “medium”.

  Subsequently, the driving skill determination unit 11 refers to the point table of FIG. 2A based on the calculated frequency [%] of the sudden driving operation and the classification of the average vehicle speed, and each of the drivers of the plurality of vehicles C. The driving skill is determined, and a score corresponding to the determination result (hereinafter, also referred to as “first driving skill score”) is given. In the point table of FIG. 2A, it is determined that the driving skill is higher as the frequency of sudden driving operations is lower or the average vehicle speed is higher, and a larger score is given.

  Specifically, the point table in FIG. 2A gives 6 points when the frequency of sudden driving operations is “less than 5%” and the average vehicle speed is “high”. Similarly, when the frequency of sudden driving operations is “5% or more and less than 10%” and the average vehicle speed is “high”, or when the frequency of sudden driving operations is “less than 5%” and the average vehicle speed is “medium”. In the case of ", 4 points are given. Also, when the frequency of sudden driving operations is “10% or more” and the average vehicle speed is “high”, the frequency of sudden driving operations is “5% or more and less than 10%”, and the average vehicle speed is “medium” Or, if the frequency of sudden driving operation is “less than 5%” and the average vehicle speed is “low”, 2 points are given. Furthermore, when the frequency of sudden driving operation is “10% or more” and the average vehicle speed is “medium”, or when the frequency of sudden driving operation is “5% or more and less than 10%” and the average vehicle speed is “low”. 1 point is given to the case. Also, 0 points are given when the frequency of sudden driving operation is “10% or more” and the average vehicle speed is “low”.

Subsequently, the driving skill determination unit 11 calculates the passage frequency [%] of the narrow road of each driver of the plurality of vehicles C from the acquired travel history information. Subsequently, the driving skill determination unit 11 determines, based on the acquired travel history information, the passing frequency [% of curved roads and road sections with poor visibility (hereinafter also referred to as “curved roads etc.”) of the drivers of the plurality of vehicles C. ] Is calculated.
Subsequently, the driving skill determination unit 11 refers to the point table in FIG. 2B based on the calculated passage frequency [%] of the narrow road and the passage frequency [%] of the curved road, etc. The driving skill of each driver is determined, and a score corresponding to the determination result (hereinafter also referred to as “second driving skill score”) is given. In the point table of FIG. 2B, it is determined that the driving skill is higher as the passing frequency of narrow roads is higher or the passing frequency of curved roads is higher, and a larger score is given.

  Specifically, the point table of FIG. 2B gives 6 points when the passing frequency of narrow roads is “10% or more” and the passing frequency of curved roads is “10% or more”. Similarly, in the point table of FIG. 2B, the passage frequency “5% or more and less than 10%” of a narrow road and the passage frequency “10% or more” of a curved road, or the passage frequency “of a narrow road” 4 points are given for “10% or more” and the passing frequency of a curved road or the like “5% or more and less than 10%”. In addition, when the passage frequency of the narrow road is “less than 5%” and the passage frequency of the curved road is “10% or more”, the passage frequency of the narrow road is “5% or more and less than 10%” and the passage frequency of the curved road is “ Two points are given for the case of “5% or more and less than 10%”, or when the passage frequency of the narrow road is “10% or more” and the passage frequency of the curved road is “less than 5%”. Furthermore, when the passage frequency of a narrow road is “less than 5%” and the passage frequency of a curved road is “5% or more and less than 10%”, or when the passage frequency of a narrow road is “5% or more and less than 10%” and a curved road 1 point is given when the passing frequency is less than 5%. Further, 0 points are assigned when the passing frequency of a narrow road is “less than 5%” and the passing frequency of a curved road is “less than 5%” (no score is given).

Subsequently, the driving skill determination unit 11 adds the calculated first driving skill score and second driving skill score for each driver of the vehicle C. Subsequently, the driving skill determination unit 11 sets the addition result (first driving skill score + second driving skill score) as a score representing the driving skill of each of the drivers of the plurality of vehicles C. Then, the driving skill determination unit 11 outputs the determination result to the relative driving skill determination unit 12.
The relative driving skill determination unit 12 determines the driving skill of the driver of the vehicle C selected from among the plurality of vehicles C (hereinafter also referred to as “target vehicle Ca”) among the driving skills determined by the driving skill determination unit 11. get. Subsequently, the relative driving skill determination unit 12 currently travels a traveling route (hereinafter also referred to as “target vehicle route”) on which the target vehicle Ca is traveling among the driving skills determined by the driving skill determination unit 11. The driving skill of the driver of the vehicle C (hereinafter also referred to as “other vehicle Cb”) that is expected to travel on the current vehicle C and the target vehicle route in the future is acquired. As the target vehicle route, for example, a guide route represented by the guide information transmitted from the in-vehicle device 1 of the target vehicle Ca can be adopted. Further, for example, a travel route on which the target vehicle Ca actually travels may be adopted based on travel history information (current position, vehicle speed). The other vehicle Cb is extracted based on travel history information (current position, vehicle speed) transmitted from the in-vehicle devices 1 of the plurality of vehicles C. Subsequently, the relative driving skill determination unit 12 calculates the relative driving skill of the driver of the target vehicle Ca (hereinafter, referred to as the driving skill of the driver of the target vehicle Ca and the driving skill of the driver of the other vehicle Cb). (Also referred to as “relative driving skill”).

  Specifically, the relative driving skill determination unit 12 determines the relative driving skill of the driver of the target vehicle Ca from the driving skill of the driver of the target vehicle Ca and the driving skill of the driver of the other vehicle Cb. Points are given according to the results. Specifically, the relative driving skill determination unit 12 indicates that the driving skill (score) of the driver of the target vehicle Ca is ranked in the top 30% of the group consisting of the driver of the target vehicle Ca and the driver of the other vehicle Cb. As described above, it is determined whether it is less than the upper 30%, more than the lower 30%, and less than the lower 30%. If the relative driving skill determination unit 12 determines that the upper 30% or higher, the relative driving skill of the driver of the target vehicle Ca is determined to be high, and the driving skill of the driver of the target vehicle Ca is high. A score (3 points) is given. On the other hand, when it is determined that the relative driving skill level determination unit 12 is less than the lower 30%, the relative driving skill level of the driver of the target vehicle Ca is determined to be low, and the driving skill level of the driver of the target vehicle Ca is low. A point (1 point) indicating that is given. On the other hand, the relative driving skill determination unit 12 determines that the relative driving skill of the driver of the target vehicle Ca is medium when it is determined that the relative driving skill is lower than the upper 30% and lower 30% or more. Points (2 points) indicating that the driving skill is moderate are given to the driver of Ca.

The travel frequency detection unit 13 detects the travel frequency [times / month] of the travel route (target vehicle route) along which the target vehicle Ca is traveling based on the travel history information acquired by the travel history information acquisition unit 9. Then, the travel frequency detection unit 13 outputs the detection result to the relative driving skill reduction unit 14.
If the relative driving skill reduction unit 14 determines that the traveling frequency detected by the traveling frequency detection unit 13 is equal to or less than a preset value (for example, 4 times / month), the target vehicle determined by the relative driving skill determination unit 12 The relative driving skill of the driver of Ca is reduced, and the number representing the relative driving skill is reduced. Specifically, the relative driving skill reduction unit 14 lowers the assigned score by 0.5.

Based on the traffic information acquired by the traffic information acquisition unit 8, the traffic volume determination unit 15 determines whether the traffic volume is equal to or less than a preset value for each of a plurality of road sections. Then, the traffic volume determination unit 15 outputs the determination result to the travel difficulty level setting unit 17.
Based on the traffic information acquired by the traffic information acquisition unit 8, the traffic failure determination unit 16 determines whether or not a traffic failure has occurred for each of a plurality of road sections. Then, the traffic obstacle determination unit 16 outputs the determination result to the travel difficulty level setting unit 17.

  The travel difficulty level setting unit 17 is based on the traffic information acquired by the traffic information acquisition unit 8 (the number of vehicles C parked on the road for each road section) and the map information stored in the map information storage unit 10. A travel difficulty level representing the difficulty of travel is sequentially set for each of a plurality of road sections where the target vehicle Ca may travel. Subsequently, the travel difficulty level setting unit 17 assigns a level corresponding to the set travel difficulty level each time the travel difficulty level of each of the plurality of road sections is set.

  Specifically, the travel difficulty level setting unit 17 is a road that requires a high driving skill for traveling, such as a road section in which the number of on-street parking is equal to or greater than a set number (for example, five), a narrow road section, and the like. If it is determined to be a section, it is determined that the travel difficulty level is high, and a level (level 3) indicating that the travel difficulty level is high is assigned. On the other hand, the driving difficulty level setting unit 17 does not require a high driving skill for driving such as a road section where the number of on-street parking is less than a set number (for example, two), a road section with a wide road (not a narrow road), and the like. If it is determined that it is a road section, it is determined that the travel difficulty level is low, and a level (level 1) indicating that the travel difficulty level is low is assigned. On the other hand, when the travel difficulty level setting unit 17 determines that the road section is none of the road sections, the travel difficulty level determination section 17 determines that the travel difficulty level is medium and indicates that the travel difficulty level is medium (level). 2).

Moreover, the travel difficulty level setting unit 17 reduces the travel difficulty level of the road section in which the traffic volume determination unit 15 determines that the traffic volume is equal to or less than the set value among the set travel difficulty levels. Specifically, the travel difficulty level setting unit 17 lowers the assigned level by 0.5 as shown in FIG. When the assigned level is 1 or 3, the level is not reduced.
Furthermore, the travel difficulty level setting unit 17 increases the travel difficulty level of the road section determined by the traffic failure determination unit 16 that the traffic failure has occurred among the set travel difficulty levels. Specifically, the travel difficulty level setting unit 17 increases the assigned level by 0.5 as shown in FIG. When the assigned level is 1 or 3, the level is not increased.

The detour generation unit 18 uses one of the road sections of the travel difficulty (hereinafter also referred to as “setting difficulty”) among the road sections for which the travel difficulty is set by the travel difficulty setting unit 17. Create a detour. The detour generation unit 18 uses the travel difficulty level after reduction / increase when the travel difficulty level setting unit 17 reduces or increases the travel difficulty level. At that time, the detour generation unit 18 determines the driving skill of the driver of the target vehicle Ca determined by the driving skill determination unit 11 and the relative driving skill (relative of the driver of the target vehicle Ca determined by the relative driving skill determination unit 12). When the relative driving skill is reduced by the driving skill reducing unit 14, the setting difficulty level is determined using the reduced relative driving skill). Then, the detour generation unit 18 outputs the detection result to the relative driving skill reduction unit 14.
The detour information providing unit 19 transmits the detour information generated by the detour generation unit 18 to the in-vehicle device 1 (navigation device 5) of the target vehicle Ca via the communication path.

(Calculation processing)
Next, detour information generation processing executed by the detour information providing apparatus 2 will be described.
As shown in FIG. 3, in step S <b> 100, the detour information providing device 2 (the driving information acquisition unit 7, the traffic information acquisition unit 8, the travel history information acquisition unit 9, and the driving skill determination unit 11) Based on the driving information and the travel history information transmitted by the in-vehicle device 1, the driving skill (score) of each of the plurality of vehicles C is determined. Details of the driving skill determination process will be described later.
Subsequently, the process proceeds to step S200, and the detour information providing device 2 (the relative driving skill determination unit 12, the traveling frequency detection unit 13, and the relative driving skill reduction unit 14) determines the driver of the target vehicle Ca calculated in step S100. The relative driving skill (score) of the driver of the target vehicle Ca is determined from the driving skill and the driving skill of the driver of the other vehicle Cb. Details of the relative driving skill determination process will be described later.

Subsequently, the process proceeds to step S300, and the detour information providing device 2 (traffic volume determination unit 15, traffic obstacle determination unit 16, travel difficulty setting unit 17, detour generation unit 18) calculates the driving skill calculated in step S100. The detour is generated based on the driving skill of the driver of the target vehicle Ca and the relative driving skill of the driver of the target vehicle Ca calculated in step S200. Details of the detour generation processing will be described later.
Subsequently, the process proceeds to step S400, and the detour information providing device 2 (detour information providing unit 19) uses the detour information calculated in step S300 as the in-vehicle device 1 (navigation device) of the target vehicle Ca via the communication path. After transmitting (providing) to 5), the calculation process is terminated.

Next, the driving skill determination process executed by the detour information providing device 2 will be described.
As illustrated in FIG. 4, in step S <b> 101, the detour information providing device 2 (driving information acquisition unit 7) receives (acquires) the driving information transmitted by the in-vehicle devices 1 of the plurality of vehicles C.
Then, it transfers to step S102 and the detour information provision apparatus 2 (traffic information acquisition part 8) receives (acquires) the traffic information which the vehicle-mounted apparatus 1 of the some vehicle C transmitted.
Subsequently, the process proceeds to step S103, and the detour information providing device 2 (travel history information acquisition unit 9) receives (acquires) the travel history information transmitted by the in-vehicle device 1 of the target vehicle Ca.
Subsequently, the process proceeds to step S104, and the detour information providing device 2 (driving skill determination unit 11), the driving information of the target vehicle Ca acquired in step S101, the travel history information of the target vehicle Ca acquired in step S103, and Based on the point table of FIGS. 2A and 2B, the driving skill (score) of the driver of each of the plurality of vehicles C is determined. Thereby, the detour information providing device 2 (driving skill determination unit 11) determines the driving skill (score) of the driver of the target vehicle Ca.

Next, the relative driving skill determination process executed by the detour information providing device 2 will be described.
As shown in FIG. 5, in step S <b> 201, the detour information providing device 2 selects a vehicle C that provides detour information from a plurality of vehicles C and sets it as the target vehicle Ca. Subsequently, the detour information providing device 2 (relative driving skill determination unit 12) calculates the driving skill (score) of the driver of the target vehicle Ca among the driving skills of the drivers of the plurality of vehicles C calculated in step S100. get.

  Subsequently, the process proceeds to step S202, and the detour information providing device 2 (relative driving skill determination unit 12) determines that the target vehicle Ca is the driving skill (score) of the drivers of the plurality of vehicles C calculated in step S100. The driving skill (score) of the driver of the vehicle C currently traveling on the target vehicle route that is traveling and the vehicle C (another vehicle Cb) that is expected to travel on the target vehicle route in the future is acquired.

  Then, it transfers to step S203 and the detour information provision apparatus 2 (relative driving skill determination part 12) acquires the driving skill (score) of the driver of the target vehicle Ca acquired at step S201, and the other acquired at step S202. The relative driving skill (score) of the driver of the target vehicle Ca is determined from the driving skill (score) of the driver of the vehicle Cb. Thereby, the detour information providing device 2 (relative driving skill determination unit 12) gives a score corresponding to the relative driving skill of the driver of the target vehicle Ca.

  Subsequently, the detour information providing device 2 (the travel frequency detection unit 13), based on the travel history information acquired in step S100, the travel frequency of the travel route (target vehicle route) along which the target vehicle Ca is traveling [times / Detect month. Subsequently, when the detour information providing device 2 (relative driving skill reduction unit 14) determines that the detected traveling frequency is equal to or less than a predetermined set value (4 times / month), the relative driving skill determination unit 12 determines. The relative driving skill of the driver of the target vehicle Ca is reduced, and the number representing the relative driving skill is reduced. For example, the assigned score is reduced by 0.5.

  As described above, in this embodiment, when it is determined that the travel frequency of the travel route (target vehicle route) on which the target vehicle Ca is traveling is equal to or less than the predetermined set value, the relative driving skill of the driver of the target vehicle Ca. Reduce. Therefore, even when the driver of the target vehicle Ca has a high driving skill, when the driver of the target vehicle Ca is traveling on an unfamiliar travel route, the generation of a detour with a high degree of travel difficulty can be suppressed. Driving stress when driving on unfamiliar roads can be reduced.

Next, a detour generation process executed by the detour information providing apparatus 2 will be described.
As shown in FIG. 6, in step S301, the detour information providing device 2 (running difficulty level setting unit 17) acquires the driving skill (score) of the driver of the target vehicle Ca calculated in step S100.
Then, it transfers to step S302 and the detour information provision apparatus 2 (driving difficulty setting part 17) acquires the relative driving skill (score) of the driver | operator of the object vehicle Ca calculated by step S200.

  Then, it transfers to step S303 and the detour information provision apparatus 2 (traveling difficulty level setting part 17) is the traffic information and travel history information which were acquired by step S100, and the map information which the map information storage part 10 has memorize | stored Based on the above, the road demand rate of the target vehicle route is calculated from the total number of vehicles C currently present in the target vehicle route and vehicles C present in the future. As the road demand rate, for example, there is a ratio between the traffic volume that can be processed by the road and the traffic volume flowing into the road per unit time.

  Then, it transfers to step S304, and the detour information provision apparatus 2 (driving difficulty setting part 17) acquires the traffic information (the number of vehicles C parked on the road for every road section) acquired in step S100, and a map. Based on the map information stored in the information storage unit 10, the travel difficulty level representing the difficulty of travel is sequentially set in each of a plurality of road sections where the target vehicle Ca may travel. Subsequently, the travel difficulty level setting unit 17 assigns a level corresponding to the set travel difficulty level.

Thus, in this embodiment, the travel difficulty level of each of the plurality of road sections is sequentially set based on the traffic information. Thereby, a detour can be generated in consideration of traffic information that changes depending on the time of day. Therefore, it is possible to reduce the driving stress of the driver accompanying traveling on the detour.
Subsequently, the detour information providing device 2 (traffic volume determination unit 15) determines whether the traffic volume is equal to or less than a predetermined set value for each of the plurality of road sections based on the traffic information acquired in step S100. To do. Subsequently, the detour information providing device 2 (traveling difficulty setting unit 17) determines the traveling difficulty of the road section in which the traffic volume determining unit 15 determines that the traffic volume is equal to or less than the set value among the set traveling difficulty levels. Reduce. For example, as shown in FIG. 7, the assigned level is lowered by 0.5.

  Thus, in this embodiment, it is determined whether the traffic volume is less than or equal to a predetermined set value for each of a plurality of road sections, and the road difficulty of the road section determined to be less than or equal to the set value. Set to a lower value. Therefore, even if it is a road section that normally requires high driving skill, because the traffic volume is small, even if it takes some time to pass, the road section that does not cause traffic congestion is relatively Even a low driver can be provided as a detour. Therefore, more road sections can be used for the generation of detours, and the vehicle C can be distributed by a plurality of detours. Therefore, the vehicle can be dispersed before the traffic volume increases, and the occurrence of traffic congestion can be more appropriately suppressed.

  Subsequently, the detour information providing device 2 (traffic fault determination unit 16) determines whether or not a traffic fault has occurred for each of the plurality of road sections based on the traffic information acquired in step S100. Subsequently, the detour information providing device 2 (traveling difficulty level setting unit 17) increases the traveling difficulty level of the road section determined to have a traffic fault among the set traveling difficulty levels. For example, as shown in FIG. 8, the assigned level is increased by 0.5.

  Thus, in this embodiment, it is determined whether or not a traffic obstacle has occurred for each of a plurality of road sections, and the traveling difficulty level of the road section that has been determined that the traffic obstacle has occurred is set higher. Therefore, even for road sections where high driving skills are not normally required, road sections that are difficult to pass due to traffic obstacles are provided as a detour for drivers with relatively low driving skills. do not do. Thereby, generation | occurrence | production of traffic congestion can be suppressed more appropriately.

  Subsequently, the process proceeds to step S305, and the detour information providing device 2 (detour generating unit 18) determines a plurality of ranks (hereinafter referred to as “driving ranks”) in which the driving skill (points) of the driver of the target vehicle Ca is determined in advance. Also called points), and points are assigned according to the classification results. Specifically, the detour information providing device 2 (the detour generation unit 18) classifies the driver's driving skill of the target vehicle Ca into 9 to 12 points, and divides it into the highest rank, A score (3 points) indicating that the driving skill of the driver of the target vehicle Ca is the highest rank is assigned. On the other hand, the detour information providing device 2 (the detour generation unit 18) divides the target vehicle Ca into the middle rank when the score representing the driving skill of the driver of the target vehicle Ca is 5 to 8, and the target vehicle Ca A score (2 points) indicating that the driving skill of the driver is in the middle rank is given. On the other hand, when the score representing the driving skill of the driver of the target vehicle Ca is 0 to 4, the detour information providing device 2 (the detour generation unit 18) classifies the target vehicle Ca into the lowest rank and sets the target vehicle Ca. A point (1 point) indicating that the driver's driving skill is the lowest rank is assigned. Subsequently, the detour information providing device 2 (the detour generation unit 18) adds the score (score) representing the set driving rank and the score (score) representing the relative driving skill determined in step S200, and adds The result is a route guidance index S.

  Subsequently, the process proceeds to step S306, and the detour information providing device 2 (detour generation unit 18) determines whether the traffic volume of the guide route of the target vehicle Ca is large from the traffic demand rate calculated in step S303. To do. Specifically, the detour information providing device 2 (the detour generation unit 18) determines whether or not the traffic demand rate is equal to or higher than a predetermined set value (for example, 0.8). When the detour information providing device 2 (the detour generation unit 18) determines that the traffic demand rate is equal to or greater than the set value (0.8) (Yes), it determines that the traffic volume is large, and the step The process proceeds to S307. On the other hand, when it is determined that the traffic demand rate is less than the set value (0.8) (No), the detour information providing device 2 (the detour generation unit 18) determines that the traffic volume is small, and the step The process proceeds to S308.

  In step S307, the detour information providing device 2 (detour generating unit 18) determines whether or not the route guidance index S calculated in step S305 is equal to or greater than a first threshold (for example, 5 points). If the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is equal to or greater than the first threshold value (5 points) (Yes), the process proceeds to step S309. On the other hand, if the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is less than the first threshold (5 points) (No), the process proceeds to step S310.

  On the other hand, in step S308, the detour information providing device 2 (detour generating unit 18) determines whether or not the route guidance index S calculated in step S305 is equal to or greater than the second threshold (four points). If the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is equal to or greater than the second threshold (four points) (Yes), the process proceeds to step S309. On the other hand, when the alternative route information providing apparatus 2 (the alternative route generation unit 18) determines that the route guidance index S is less than the second threshold value (four points) (No), the process moves to step S311.

  In step S309, the detour information providing device 2 (detour generating unit 18) determines the level 2.5 or higher as the setting difficulty level. Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) uses one of the road sections having the determined difficulty level among the road sections for which the travel difficulty level is set in step S304, that is, After generating a detour (high level route) with a combination of road sections of level 2.5 or higher, the detour generation processing is terminated.

  On the other hand, in step S310, the detour information providing device 2 (detour generating unit 18) determines whether or not the route guidance index S calculated in step S305 is equal to or greater than a second threshold (<first threshold, for example, 4 points). Determine whether. If the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is equal to or greater than the second threshold (four points) (Yes), the process proceeds to step S312. On the other hand, if the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is less than the second threshold (four points) (No), the process proceeds to step S313.

  In step S311, the detour information providing device 2 (detour generating unit 18) determines whether or not the route guidance index S calculated in step S305 is greater than or equal to a third threshold value (<second threshold value, for example, three points). judge. If the detour information providing device 2 (the detour generation unit 18) determines that the route guidance index S is equal to or greater than the third threshold (three points) (Yes), the process proceeds to step S312. On the other hand, when the detour information providing device 2 (the detour generating unit 18) determines that the route guidance index S is less than the third threshold (three points) (No), the detour information providing device 2 (detour generating unit 18) proceeds to step S313.

  In step S312, the detour information providing device 2 (detour generating unit 18) determines a level of 1.5 or more and less than 2.5 as the setting difficulty level. Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) uses one of the road sections having the determined difficulty level among the road sections for which the travel difficulty level is set in step S304, that is, After generating a detour (medium level route) with a combination of road sections of level 1.5 or more and less than 2.5, the detour generation processing is terminated.

  On the other hand, in step S313, the detour information providing device 2 (the detour generation unit 18) determines a level less than 1.5 as the setting difficulty level. Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) uses one of the road sections having the determined difficulty level among the road sections for which the travel difficulty level is set in step S304, that is, After generating a detour (low level route) with a combination of road sections less than level 1.5, the detour generation processing is terminated.

(Operation other)
Next, the operation of the detour information providing system will be described.
First, each of the in-vehicle devices 1 of the plurality of vehicles C transmits driving information, travel history information, and traffic information to the detour information providing device 2 via the communication path every time the sampling time elapses. Further, the detour information providing device 2 (the driving information acquisition unit 7, the traffic information acquisition unit 8, and the travel history information acquisition unit 9) transmits the driving information, traffic information, and the travel history transmitted by the in-vehicle devices 1 of the plurality of vehicles C. Information is sequentially received (step S100 in FIG. 3 and steps S101 to S103 in FIG. 4).

  Subsequently, the detour information providing apparatus 2 (driving skill determination unit 11) determines a plurality of vehicles C based on the acquired driving information, travel history information of the target vehicle Ca, and the point table shown in FIGS. The driving skill (score) of each driver is determined (step S104 in FIG. 4). Subsequently, the detour information providing device 2 (relative driving skill determination unit 12) selects a vehicle C (target vehicle Ca) that provides detour information from the plurality of vehicles C. Subsequently, the detour information providing device 2 (relative driving skill determination unit 12) acquires the driving skill (score) of the driver of the target vehicle Ca among the determined driving skills of the drivers of the plurality of vehicles C ( Step S200 in FIG. 3 and Step S201 in FIG. 5). Here, it is assumed that the driving skill of the driver of the target vehicle Ca is medium. Then, 5 to 8 points are given as points representing the driving skill of the driver of the target vehicle Ca.

  Subsequently, the detour information providing device 2 (relative driving skill determination unit 12) calculates the travel route (target vehicle) on which the target vehicle Ca is traveling among the calculated driving skills (scores) of the drivers of the plurality of vehicles C. The driving skill (score) of the driver of the vehicle C currently traveling on the route (route) and the vehicle C (other vehicle Cb) expected to travel on the target traveling route in the future is acquired (step S202 in FIG. 5). Subsequently, the detour information providing device 2 (relative driving skill determination unit 12) determines the acquired driving skill (score) of the driver of the target vehicle Ca and the acquired driving skill (score) of the driver of the other vehicle Cb. Then, the relative driving skill (score) of the driver of the target vehicle Ca is determined (step S203 in FIG. 5).

Here, although the driving skill of the driver of many other vehicles Cb is also medium (5 to 8 points), the driving skill of the driver of the target vehicle Ca is relatively higher than the driving skill of the driver of the other vehicle Cb. Assume that the rank of the driving skill of the driver of the target vehicle Ca is higher than 30% (e.g., 8 points). Then, 3 points are given as a score representing the relative driving skill of the driver of the target vehicle Ca.
Subsequently, the detour information providing device 2 (running difficulty setting unit 17) acquires the calculated driving skill (score) of the driver of the target vehicle Ca (step S300 in FIG. 2, step S301 in FIG. 6). Subsequently, the detour information providing device 2 (running difficulty setting unit 17) acquires the calculated relative driving skill (score) of the driver of the target vehicle Ca (step S302 in FIG. 6). Subsequently, the target vehicle Ca travels based on the acquired traffic information and travel history information and the map information stored in the map information storage unit 10 by the detour information providing device 2 (the travel difficulty setting unit 17). The road demand rate of the running route (target vehicle route) is calculated (step S303 in FIG. 6).

  Subsequently, the target vehicle Ca may travel based on the acquired traffic information and the map information stored in the map information storage unit 10 by the detour information providing device 2 (the travel difficulty setting unit 17). A travel difficulty level representing the difficulty of travel is set for each of the plurality of road sections (step S304 in FIG. 6). Subsequently, the detour information providing device 2 (the detour generation unit 18) classifies the driving skill (score) of the driver of the target vehicle Ca into a plurality of predetermined ranks (driving ranks) (step S305 in FIG. 6). ). Here, as described above, it is assumed that the score representing the driving skill of the driver of the target vehicle Ca is 5 to 8 points. Then, it is classified into the middle rank, and 2 points are given as a score indicating that the driving skill of the driver of the target vehicle Ca is the middle rank.

Subsequently, the detour information providing device 2 (the detour generation unit 18) gives a score (2 points) representing the driving rank of the driver of the assigned target vehicle Ca and a score (3 points) representing the determined relative driving skill. ) And the addition result (5 points) is set as the route guidance index S of the target vehicle Ca (step S305 in FIG. 6). Thereby, five points are set as the route guidance index S of the target vehicle Ca.
Subsequently, the detour information providing device 2 (the detour generation unit 18) determines whether the traffic volume of the guide route of the target vehicle Ca is large from the calculated traffic demand rate (step S306 in FIG. 6). Here, it is assumed that the traffic demand rate is equal to or greater than a predetermined set value (0.8). Then, it is determined that the traffic volume of the guidance route of the target vehicle Ca is large (step S306 “Yes” in FIG. 6). Subsequently, the detour information providing device 2 (the detour generation unit 18) determines that the calculated route guidance index S (5 points) is equal to or greater than the first threshold value (5 points) (step S307 “Yes in FIG. 6). ").

  Subsequently, the detour information providing device 2 (the detour generation unit 18) determines level 2.5 or higher as the setting difficulty level. Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) uses one of the road sections having the determined difficulty level among the road sections in which the travel difficulty level is set, and uses the detour path (high Level path) is generated (step S309 in FIG. 6). Subsequently, the detour information providing device 2 (the detour information providing unit 19) transmits the calculated detour (high level route) information to the in-vehicle device 1 of the target vehicle Ca via the communication path (FIG. 2). Step S400).

  Subsequently, the in-vehicle device 1 (navigation controller 5d) of the target vehicle Ca receives the transmitted detour (high-level route) information. Subsequently, the navigation controller 5d replaces a part of the set guide route with a detour (high level route) represented by the received information, and displays the replaced guide route on the display 5e instead of the pre-replacement guide route. To display. Thereby, the in-vehicle device 1 (navigation controller 5d) of the target vehicle Ca guides the target vehicle Ca so that the target vehicle Ca travels along a detour (high level route).

On the other hand, although the driving skill of the driver of the target vehicle Ca is moderate (5 to 8 points), the driving skill of the driver of the target vehicle Ca is relatively lower than the driving skill of the driver of the other vehicle Cb (for example, 5 points), it is assumed that the rank of the driving skill of the driver of the target vehicle Ca is less than 30%. Then, 1 point is given as a score representing the relative driving skill of the driver of the target vehicle Ca.
Therefore, the detour information providing device 2 (the detour generation unit 18) has a score (2 points) representing the driving rank of the driver of the assigned target vehicle Ca and a score (1 point) representing the determined relative driving skill. ) And the addition result (3 points) is set as the route guidance index S of the target vehicle Ca (step S305 in FIG. 6). As a result, three points are set as the route guidance index S of the target vehicle Ca.

  Therefore, the detour information providing device 2 (the detour generation unit 18) determines that the calculated route guidance index S (three points) is less than the second threshold (four points) (step S310 “No” in FIG. 6). ). Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) determines a level less than 1.5 as the setting difficulty level. Subsequently, the detour information providing apparatus 2 (the detour generation unit 18) uses one of the road sections having the determined difficulty level among the road sections in which the travel difficulty level is set, and uses the detour path (low Level path) is generated (step S313 in FIG. 6). Subsequently, the detour information providing device 2 (the detour information providing unit 19) transmits the calculated detour (low level route) information to the in-vehicle device 1 of the target vehicle Ca via the communication path (FIG. 2). Step S400).

  Subsequently, the in-vehicle device 1 (navigation controller 5d) of the target vehicle Ca receives the transmitted detour (low level route) information. Subsequently, the navigation controller 5d replaces a part of the set guide route with a detour (low level route) represented by the received information, and displays the replaced guide route on the display 5e instead of the pre-replacement guide route. To display. Thereby, the in-vehicle device 1 (navigation controller 5d) of the target vehicle Ca guides the target vehicle Ca so that the target vehicle Ca travels along a detour (low level route).

  Thus, in the present embodiment, the setting difficulty level is determined using the driving skill and relative driving skill of the driver of the target vehicle Ca (steps S305 to S307, S310, S308, and S311). Subsequently, a detour is generated using any one of the road sections having a predetermined difficulty level in the travel difficulty level among the road sections in which the travel difficulty level is set (steps S310 to S313). Therefore, for example, even when there are a large number of drivers who have no great difference in driving skill, it is possible to provide information on a detour with a high degree of driving difficulty to a driver having a high relative driving skill. In addition, it is possible to provide information on a detour having a low travel difficulty to a driver having a low relative driving skill. Therefore, the vehicle C can be distributed to a plurality of detours, and traffic congestion can be more appropriately suppressed.

  In this embodiment, the driving information acquisition part 7 of FIG. 1 comprises a driving information acquisition part. Similarly, the driving skill determination unit 11 in FIG. 1 constitutes a driving skill determination unit. Moreover, the relative driving skill determination part 12 of FIG. 1 comprises a relative driving skill determination part. Furthermore, the travel difficulty level setting unit 17 in FIG. 1 constitutes a travel difficulty level setting unit. Further, the detour generation unit 18 of FIG. 1 constitutes a detour generation unit. Further, the detour information providing unit 19 in FIG. 1 constitutes a detour information providing unit. Moreover, the traffic information acquisition part 8 of FIG. 1 comprises a traffic information acquisition part. Furthermore, the traffic volume determination part 15 of FIG. 1 comprises a traffic volume determination part. Moreover, the traffic obstacle determination part 16 of FIG. 1 comprises a traffic obstacle determination part. Furthermore, the travel history information acquisition unit 9 in FIG. 1 constitutes a travel history information acquisition unit. Further, the travel frequency detection unit 13 in FIG. 1 constitutes a travel frequency detection unit. Further, the relative driving skill reduction unit 14 of FIG. 1 constitutes a relative driving skill reduction unit.

(Effect of this embodiment)
The detour information providing device 2 according to the present embodiment has the following effects.

(1) According to the detour information providing device 2 according to the present embodiment, the detour information providing device 2 determines the driving skill of the driver of each of the plurality of vehicles C. Subsequently, the detour information providing device 2 determines the relative driving skill (relative driving skill) of the driver of the target vehicle Ca from the determined driving skill. Subsequently, the detour information providing device 2 sets a travel difficulty level representing the difficulty of travel in each of a plurality of road sections where the target vehicle Ca may travel. Subsequently, the detour information providing device 2 generates a detour using any one of the road sections having a predetermined difficulty set for the travel difficulty among the road sections for which the travel difficulty is set. Subsequently, the detour information providing device 2 provides the generated detour information to the target vehicle Ca. At that time, the detour information providing device 2 determines the setting difficulty level using the driving skill and the relative driving skill of the driver of the target vehicle Ca.
According to such a configuration, for example, even when there are many drivers who do not have a large difference in driving skill, it is possible to provide information on a detour that has a high degree of driving difficulty to a driver having a high relative driving skill. Therefore, the vehicle C can be distributed to a plurality of detours, and traffic congestion can be more appropriately suppressed.

(2) According to the detour information providing apparatus 2 according to the present embodiment, the detour information providing apparatus 2 sequentially sets the travel difficulty level of each of the plurality of road sections based on the traffic information.
According to such a configuration, it is possible to generate a detour in consideration of traffic information that changes according to time zones. Therefore, it is possible to reduce the driving stress of the driver accompanying traveling on the detour.

(3) According to the detour information providing apparatus 2 according to the present embodiment, the detour information providing apparatus 2 determines whether or not the traffic volume is equal to or less than a predetermined set value for each of a plurality of road sections, The travel difficulty level of the road section that is determined that the traffic volume is equal to or less than the set value is set to be low.
According to such a configuration, even in a road section that normally requires high driving skill, because the traffic volume is small, a road section that does not cause traffic congestion even if it takes some time to pass, Even a driver with relatively low driving skill can be provided as a detour. Therefore, more road sections can be used to generate detours, and the vehicle C can be distributed by a plurality of detours. Therefore, the vehicle can be dispersed before the traffic volume increases, and the occurrence of traffic congestion can be more appropriately suppressed.

(4) According to the detour information providing apparatus 2 according to the present embodiment, the detour information providing apparatus 2 determines whether or not a traffic fault has occurred for each of a plurality of road sections, and the traffic fault has occurred. The driving difficulty level of the road section determined to be high is set higher.
According to such a configuration, even in a road section that normally does not require high driving skill, a road section that is difficult to pass due to a traffic obstacle is not suitable for a driver with relatively low driving skill. Do not provide as a detour. Thereby, generation | occurrence | production of traffic congestion can be suppressed more appropriately.

(5) According to the detour information providing device 2 according to the present embodiment, the detour information providing device 2 sets a predetermined value for the travel frequency of the travel route (target vehicle route) along which the target vehicle Ca is traveling. If it is determined that the following is true, the relative driving skill of the driver of the target vehicle Ca is reduced.
According to such a configuration, even when the driver of the target vehicle Ca has a high driving skill, when the driver of the target vehicle Ca is traveling on an unfamiliar travel route, the detour having a high degree of travel difficulty. Generation can be suppressed, and driving stress when traveling on an unfamiliar road can be reduced.

(Modification 1)
In the present embodiment, the detour information providing device 2 (the detour generation unit 18) selects any one of the road sections in which the travel difficulty is a preset difficulty level among the road sections in which the travel difficulty is set. Although an example in which a detour is generated using the above is shown, other configurations may be employed. For example, the detour information providing device 2 (the detour generation unit 18) generates a detour using one of the road sections having a higher travel difficulty than the setting difficulty at a rate of once every plural times. It is good also as a structure. As a result, for example, there is no significant change in the driving skill and relative driving skill of the driver of the target vehicle Ca, and there is no change in the setting difficulty level. For this reason, in the road section of the same driving difficulty level (for example, level 2) Even when the detours are continuously generated, the road section having a higher driving difficulty than level 2 (for example, levels 2.5 and 3) at a rate of once every 10 times (for example, 10 times). You can create a detour.

(Effect of Modification 1)
The detour information providing device 2 according to the modified example 1 has the following effects.
(1) According to the detour information providing device 2 according to the modified example 1, the detour is generated using one of the road sections having a higher driving difficulty than the setting difficulty at a rate of once every plural times. .
According to such a structure, the improvement degree of a driver | operator's driving skill can be confirmed. In addition, it is possible to prevent the driver's driving skill from stagnation due to the provision of a bypass that is always easy to travel.

(Modification 2)
Further, as shown in FIG. 9, a driver change determination that compares the current driving information acquired by the driving information acquisition unit 7 with past driving information and determines whether or not the driver of the target vehicle Ca has been changed. It is good also as a structure provided with the part part 20. FIG. As the current driving information, for example, there is driving information for a set time (for example, 5 minutes) after the target vehicle Ca starts running after the ignition switch is turned on. The driver change determination unit 20 determines that the difference between the current driving information and the past driving information (for example, the difference in acceleration, the difference in steering angular velocity, the difference in accelerator speed, the difference in brake speed) is equal to or greater than a predetermined threshold. In some cases, it is determined that the driver of the target vehicle Ca is changing.

In this case, when the driving skill determination unit 11 determines that the driver has been changed by the driver change determination unit 20, the driving skill determination unit 11 does not use the past driving information, but based on the current driving information, the driving skill of the target vehicle Ca. Determine driving skill. Thereby, when the driver of the target vehicle Ca is changed, it is possible to prevent erroneous calculation of the driving skill. Therefore, for example, even if the target vehicle Ca is a vehicle C that is used by a plurality of people, such as a company business vehicle, the driver of the target vehicle Ca is based on the driving information of each driver. The driving skill can be determined. Further, when it is determined that the driver of the target vehicle Ca has been changed, the detour information providing device 2 (driving skill determination unit 11) determines the driver currently driving and determines the past driving of the determined driver. The history information may also be used for generating a detour.
In the modification 2, the driver change determination part 20 of FIG. 9 comprises a driver change determination part.

(Effect of Modification 2)
The detour information providing device 2 according to the modification 2 has the following effects.
(1) According to the detour information providing device 2 according to the modified example 2, the detour information providing device 2 compares the current driving information with the past driving information, and whether the driver of the target vehicle Ca has changed. Determine whether or not. Subsequently, when it is determined that the driver has changed, the detour information providing device 2 determines the driving skill of the driver of the target vehicle Ca based on the current driving information without using the past driving information.
According to such a configuration, when the driver changes, it is possible to prevent erroneous calculation of the driving skill.

6 Driving information acquisition unit 7 Traffic information acquisition unit 8 Travel history information acquisition unit 10 Driving skill determination unit 11 Relative driving skill determination unit 12 Travel frequency detection unit 13 Relative driving skill reduction unit 14 Relative driving skill reduction unit 15 Traffic volume determination unit 16 Traffic obstacle determination unit 17 Travel difficulty setting unit 18 Detour generation unit 19 Detour information provision unit 21 Driver change determination unit

Claims (7)

A driving information acquisition unit for acquiring driving information representing a driving state from each of a plurality of vehicles;
Based on the driving information acquired by the driving information acquisition unit, a driving skill determination unit that determines the driving skill of each of the plurality of vehicles,
A relative driving skill determining unit that determines a relative driving skill that is a relative driving skill of a driver of a target vehicle selected from among the plurality of vehicles from the driving skill determined by the driving skill determining unit;
A travel difficulty level setting unit that sets a travel difficulty level representing the difficulty of travel in each of a plurality of road sections where the target vehicle may travel;
A detour generating unit that generates a detour using any one of the road sections having a set difficulty level that is set in advance among the road sections in which the driving difficulty level is set by the driving difficulty level setting unit; ,
A detour information providing unit that provides the target vehicle with information of the detour generated by the detour generating unit,
The detour information providing device determines the setting difficulty level using the driving skill and the relative driving skill of the driver of the target vehicle. A traffic information acquisition unit for acquiring traffic information for each of the plurality of road sections;
The detour information provision according to claim 1, wherein the travel difficulty level setting unit sequentially sets the travel difficulty level of each of the plurality of road sections based on the traffic information acquired by the traffic information acquisition unit. apparatus. Based on the traffic information acquired by the traffic information acquisition unit, a traffic volume determination unit that determines whether the traffic volume is equal to or less than a predetermined value for each of the plurality of road sections,
3. The detour information according to claim 2, wherein the travel difficulty level setting unit sets the travel difficulty level of the road section determined by the traffic volume determination unit to be less than or equal to a set value. Providing device. Based on the traffic information acquired by the traffic information acquisition unit, comprising a traffic fault determination unit that determines whether a traffic fault has occurred for each of the plurality of road sections,
The detour according to claim 2 or 3, wherein the travel difficulty level setting unit sets the travel difficulty level of the road section determined as having a traffic fault in the traffic fault determination unit to be higher. Information providing device. A travel history information acquisition unit that acquires travel history information representing a past travel state of the target vehicle;
Based on the travel history information acquired by the travel history information acquisition unit, a travel frequency detection unit that detects the travel frequency of the travel route on which the target vehicle is traveling,
A relative driving skill reduction unit that reduces the relative driving skill of the driver of the target vehicle determined by the relative driving skill determination unit when it is determined that the driving frequency detected by the driving frequency detection unit is equal to or less than a predetermined set value. The detour information providing device according to any one of claims 1 to 4, wherein the detour information providing device according to any one of claims 1 to 4 is provided.   The detour generation unit generates a detour using any one of road sections having a driving difficulty higher than the setting difficulty at a rate of once every plural times. The detour information providing device according to any one of 5. Comparing the current driving information acquired in the driving information acquisition unit with past driving information, a driver change determining unit that determines whether or not the driver of the target vehicle has changed,
When the driver change determination unit determines that the driver has changed, the driving skill determination unit does not use the past driving information, but based on the current driving information, the driving skill of the driver of the target vehicle The detour information providing device according to any one of claims 1 to 6, wherein the detour information providing device is determined.

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