JP6492920B2 - Route information providing apparatus and route information providing method - Google Patents

Description

  The present invention relates to a route information providing apparatus and a route information providing method for providing information related to a travel route of a vehicle.

  In a route information providing apparatus such as a car navigation system that provides information related to a travel route of a vehicle, a driver is notified of the risk of an accident on the travel route.

  For example, using a database in which locations where accidents have occurred in the past and types of accidents are associated, there is a possibility that accidents similar to past accidents (for example, accidents when turning right) may occur on the travel route There is known a route information providing device that informs the driver of the risk of the accident in the case where there is an accident (for example, Patent Document 1).

JP-A-4-309810

  The conventional route information providing apparatus described above can notify the driver of a point where an accident similar to a past accident may occur, but travels at a desired speed in a dangerous point (section) where the probability of the accident occurring is high. In such a case, it is impossible to provide information on how much accident risk exists and how to run (appropriate speed, etc.) that can reduce the risk of accident occurrence.

  Therefore, the present invention has been made in view of such a situation, and based on the magnitude of the accident occurrence risk in the dangerous place on the travel route, information that contributes to appropriate traveling considering the accident occurrence risk It is an object of the present invention to provide a route information providing apparatus and a route information providing method.

  The route information providing apparatus according to one aspect of the present invention includes speed / risk relationship data indicating a relationship between a vehicle speed and an accident occurrence risk indicating a risk of causing an accident in a section in which the vehicle constitutes a travel route, and The speed of the vehicle on the travel route or the time required for traveling on the travel route is acquired as a condition value. Further, the route information providing device is a total of accident occurrence risk for each section of the travel route corresponding to the case where the vehicle travels along the travel route at a predetermined speed based on the acquired speed / risk relation data and the condition value. Calculate the total risk and output based on the calculated total risk.

  According to the route information providing apparatus and the route information providing method, it is possible to provide information that contributes to appropriate traveling in consideration of the accident occurrence risk based on the magnitude of the accident occurrence risk at the dangerous location on the travel route.

FIG. 1 is a block configuration diagram of a route information providing apparatus 100 according to the embodiment. FIG. 2 is a functional block configuration diagram illustrating functions executed by the CPU 140 of the route information providing apparatus 100. FIG. 3 is a diagram showing a route information guidance operation flow by the route information providing apparatus 100. 4, the travel path position of the dangerous place D on RT, the relationship between the accident risk (R) velocity (V) and in the danger zone L _R containing dangerous place D, and the calculated speed pattern (P _V) It is a figure which shows the example of. FIG. 5 is an example of a route information guidance screen by the route information providing apparatus 100. FIG. 6 is an example of a route information guidance screen by the route information providing apparatus 100.

  Hereinafter, embodiments will be described with reference to the drawings. The same functions and configurations are denoted by the same or similar reference numerals, and description thereof is omitted as appropriate.

(Configuration of route information providing device)
FIG. 1 is a block configuration diagram of a route information providing apparatus 100 according to the present embodiment. The route information providing apparatus 100 provides route information related to the travel route of the vehicle. Specifically, the route information providing apparatus 100 is information indicating the relationship between the speed and the accident occurrence risk at a dangerous location (intersection, sharp curve, pedestrian frequent occurrence location) that exists on the travel route and has a high accident occurrence risk. Can be provided.

  The route information providing apparatus 100 may be realized as a function of a car navigation system mounted on a vehicle (for example, an automobile), or may be realized as a function of a personal computer, a smartphone, or a tablet terminal. Below, the case where it implement | achieves as a function of the car navigation system mounted in a vehicle is demonstrated as an example.

  As shown in FIG. 1, the route information providing apparatus 100 includes a GPS receiver 110, a gyro sensor 120, a vehicle speed sensor 130, a CPU 140, a memory 150, and a display unit 160.

  Further, the route information providing apparatus 100 is connected to the peripheral sensing unit 10 and the vehicle control unit 20 that are mounted on the vehicle.

  The peripheral sensing unit 10 is configured by a camera, a radar, or a combination of both. The peripheral sensing unit 10 detects the state (the presence or absence of an object, the position of the vehicle on the lane, etc.) of the periphery (front, side, rear) of the vehicle using a camera or a radar. The peripheral sensing unit 10 outputs the detected information to the route information providing apparatus 100 (CPU 140).

  The vehicle control unit 20 controls the accelerator opening, the brake amount, and the steering amount of the vehicle. Based on the speed pattern output from the route information providing device 100, the vehicle control unit 20 can control the accelerator opening, the brake amount, or the steering amount (or a combination thereof) of the vehicle according to the vehicle position. it can.

  The GPS receiver 110 receives a signal from a Global Positioning System (GPS) satellite and outputs a signal indicating the position of the route information providing device 100, specifically, the vehicle on which the route information providing device 100 is mounted, to the CPU 140. To do.

  The gyro sensor 120 outputs a signal corresponding to the angle and angular velocity of the route information providing apparatus 100 to the CPU 140 using a gyroscope.

  The vehicle speed sensor 130 detects the speed of the vehicle on which the route information providing apparatus 100 is mounted, and outputs a signal corresponding to the detected speed to the CPU 140.

  Note that the GPS receiver 110 is normally used for detecting the position and orientation of the route information providing apparatus 100. When the GPS receiver 110 cannot receive a signal, odometry (self-position estimation) using the gyro sensor 120 and the vehicle speed sensor 130 may be performed.

  The CPU 140 executes a process of generating and guiding route information based on the signals output from the GPS receiver 110, the gyro sensor 120 and the vehicle speed sensor 130, and the data stored in the memory 150. The functions realized by the processing by the CPU 140 will be described later.

  The memory 150 holds data for displaying route information, data necessary for calculation based on the accident occurrence risk existing on the travel route, and the like. The memory 150 also holds application data for generating and guiding route information executed by the CPU 140.

  The display unit 160 is configured by a liquid crystal display or an organic EL display. The display unit 160 displays route information based on control by the CPU 140.

  FIG. 2 is a functional block configuration diagram illustrating functions executed by the CPU 140 of the route information providing apparatus 100. As shown in FIG. 2, the CPU 140 implements the functions of a data acquisition unit 141, a condition value acquisition unit 142, a calculation unit 143, and an output unit 144.

  The memory 150 holds dangerous spot data 151 and map data 152 for the CPU 140 to realize the function. Note that the above-described route data generation and guidance application data are not shown.

  The data acquisition unit 141 acquires data related to the state of the vehicle and the dangerous part. The data acquisition unit 141 acquires the position of the vehicle (own vehicle position) and the traveling state (traveling speed, traveling direction, etc.). Furthermore, the data acquisition unit 141 acquires the environment such as the weather, driving, and road conditions.

  For example, the data acquisition unit 141 acquires that the current time is 16:00 on weekdays and that the weather is fine. Information on the current time may be acquired based on information stored in advance in the memory 150 and time information output from the GPS receiver 110 or the like, or may be acquired via a communication network together with weather information.

  For example, the data acquisition unit 141 acquires that the current traveling speed is 40 km / h, that the vehicle is traveling in the left lane of the plurality of lanes, and that no preceding vehicle exists. Such information can be acquired based on the information output from the peripheral sensing unit 10.

  Further, the data acquisition unit 141 acquires dangerous spot data 151 held in the memory 150. The dangerous spot data 151 is composed of the position / section length, type and speed / risk related data of the dangerous spot on the road.

  Examples of the dangerous spot data 151 include neglect of oncoming signal, slip, sharp curve, and pedestrian jumping. In addition, the risk location data may be associated with a speed, time zone, and environment (such as weather) that are determined as dangerous based on past accident examples in the risk location.

  The speed / risk relationship data indicates the relationship between the speed of the vehicle in the section constituting the travel route and the accident occurrence risk indicating the risk that the vehicle will cause an accident in the section. Specific examples of the speed / risk related data will be described later.

  The condition value acquisition unit 142 acquires a condition value that is necessary to execute the travel route guidance. Specifically, the condition value acquisition unit 142 can acquire the speed of the vehicle on the travel route. In addition, the condition value acquisition unit 142 can acquire the required time (TT) necessary for traveling on the travel route.

  Here, the travel route means a route from a predetermined position (start point) on the road on which the vehicle should travel to a target position (end point), and the start point is specified by the current position of the vehicle or the user. Arbitrary positions may be used. The required time means an elapsed time from when the vehicle departs from the start point to the end point along the travel route.

  Such a condition value is typically input to the route information providing apparatus 100 by a user, but may be input from another apparatus (for example, an automatic driving apparatus mounted on a vehicle).

More specifically, the condition value acquisition unit 142 can acquire the desired speed (V _D ) of the travel route. V _D is the vehicle speed desired when the vehicle on the designated travel route travels, and is designated as 40 km / h, for example.

In addition, the condition value acquisition unit 142 can acquire a desired required time (TT _desire ) of the travel route. TT _desire is a required time required when the vehicle travels on the designated travel route, and is designated as 45 minutes or less, for example.

Furthermore, the condition value acquisition unit 142 can acquire an allowable total risk (TR _acceptable ) that is a total of allowable accident occurrence risks. TR _acceptable is the total risk of occurrence of accidents at dangerous locations in the section from the start point to the end point of the travel route. TR _acceptable is specified by the user (or other device such as an automated driving device).

  As defined by the speed / risk relation data described above, the accident occurrence risk at the dangerous location changes in conjunction with the speed of the vehicle. Usually, when the speed increases, the risk of accidents increases.

In addition, the condition value acquisition unit 142 may receive TR _acceptable or TT _desire input based on the total risk / required travel time data indicating the relationship between the total risk (TR) in the travel route and the required time (TT) of the travel route. Can be obtained. A specific example of the total risk / required travel time data will be described later.

  The condition value acquisition unit 142 outputs the acquired condition value to the calculation unit 143 together with the information on the own vehicle acquired by the data acquisition unit 141 and the dangerous part data.

  The calculation unit 143 calculates the total risk (TR) in the specified travel route based on the information on the own vehicle acquired by the data acquisition unit 141, the dangerous part data, and the condition value acquired by the condition value acquisition unit 142. Calculate.

  The total risk is the sum of accident occurrence risks (R) for each section of the travel route corresponding to the case where the vehicle travels on the travel route at a predetermined speed (V). Specifically, the calculation unit 143 calculates the total risk based on the speed / risk relation data and the condition value. Further, the calculation unit 143 uses the map data 152 held in the memory 150 as necessary, acquires information on the sections constituting the travel route, and calculates the total risk.

Further, the calculation unit 143 can calculate the total risk corresponding to the case where the vehicle travels on the travel route at the desired speed (V _D ). Furthermore, the calculation unit 143 can also calculate the required time (TT) corresponding to the case where the vehicle travels along the travel route according to the speed pattern (P _V ) that minimizes the total risk.

The speed pattern is a set of recommended speeds for each section (for example, sections L1 to L7) constituting the travel route. For example, 50 km / h is recommended for Section 1 and 30 km / h is recommended for Section 2. In other words, the recommended speed is the speed that should be maintained to meet the acceptable total risk (TR _acceptable ) or the desired duration (TT _desire ).

The calculation unit 143 can also calculate the speed pattern of the travel route that can travel the travel route within the desired required time (TT _desire ) or less and that minimizes the total risk. The calculation unit 143 can also calculate a speed pattern of the travel route that is equal to or less than the allowable total risk (TR _acceptable ) and that requires the shortest travel route time.

  Further, the calculation unit 143 can calculate total risk / required travel time data indicating the relationship between the total risk and the required time. The total risk / required travel time data indicates a required time corresponding to a numerical value of the total risk in the designated travel route. For example, the total risk value “30” is associated with a required time of 55 minutes, and the total risk value “60” is associated with a required time of 30 minutes.

  Note that the total risk / required travel time data is actually displayed on the display unit 160 in the form of a graph (see FIG. 5A) as will be described later. Alternatively, the total risk / required travel time data may be expressed as a function.

In addition, the calculation unit 143 generates guidance information that guides the vehicle to travel in the section of the travel route at a speed that satisfies the allowable total risk (TR _acceptable ) or the desired required time (TT _desire ) acquired by the condition value acquisition unit 142. You can also

The output unit 144 performs output based on the total risk (TR) calculated by the calculation unit 143. Specifically, the output unit 144 outputs the calculation result by the calculation unit 143 to the display unit 160 or the vehicle control unit 20. Note that when outputting to the display unit 160, the output unit 144 uses the map data 152 held in the memory 150 to output information for displaying the calculation result on the map including the travel route. Further, when outputting to the vehicle control unit 20, the output unit 144 may simply output only the value of the total risk (TR), the required time (TT), or the speed pattern (P _V ).

As described above, the output unit 144 can output the total risk (TR), the required time (TT), or the speed pattern (P _V ) calculated by the calculation unit 143. That is, outputting based on the total risk (TR) is outputting the total risk (TR), the required time (TT), or the speed pattern (P _V ).

  The output unit 144 can also output the total risk / required travel time data calculated by the calculation unit 143. As described above, the output unit 144 may output the total risk / required travel time data to be displayed on the display unit 160 in the form of a graph (see FIG. 5A), or the total risk / required The travel time data may be output to the vehicle control unit 20 as a function.

  The output unit 144 can also output the guidance information generated by the calculation unit 143. Specifically, the output unit 144 outputs information for displaying the recommended speed in the section of the designated travel route on the map displayed on the display unit 160, or outputs audio information for informing the recommended speed. To do.

(Basic operation of the route information providing device)
Next, a route information providing method by the route information providing apparatus 100 described above will be described. Specifically, an operation will be described in which the route information providing apparatus 100 calculates a travel route speed pattern based on the desired required time and the allowable total risk, and performs route information guidance according to the speed pattern.

  FIG. 3 shows a route information guidance operation flow by the route information providing apparatus 100. As shown in FIG. 3, the route information providing device 100 includes a position of the vehicle VC (not shown in FIG. 3, refer to FIG. 4) and a running state (running speed, Direction of travel) is acquired (S10).

  The route information providing apparatus 100 acquires information about a dangerous location D (see FIG. 4) around the own vehicle position, specifically, ahead of the own vehicle in the traveling direction, based on the own vehicle position and the traveling state. (S20).

The route information providing apparatus 100 acquires a condition for generating route information (S30). Specifically, the route information providing apparatus 100 acquires a desired route, a desired speed (V _D ), a desired required time (TT _desire ), and an acceptable total risk (TR _acceptable ) when there are a plurality of candidate routes. Note that the value (condition value) of V _D , TT _desire, and TR _acceptable to be acquired may be any one or a plurality of values such as a combination of TT _desire and TR _acceptable .

The route information providing apparatus 100 calculates the total risk (TR), the required time (TT), and the speed pattern (P _V ) based on the acquired conditions (S40). Note that calculation examples of specific TR, TT and P _V based on the acquired conditions will be described later.

  The route information providing apparatus 100 displays the calculated total risk (TR) and required time (TT) (S50). Specifically, the route information providing apparatus 100 displays the calculated TR and TT on the display unit 160. The route information providing apparatus 100 may output the calculated TR and TT to other devices such as the vehicle control unit 20 and an automatic driving device (not shown).

  The route information providing apparatus 100 determines whether or not the displayed TR and TT are approved (S60). Specifically, the route information providing apparatus 100 displays information prompting approval of the start of route guidance based on the calculated TR and TT, and displays the result (approval or denial) selected by the user of the route information providing apparatus 100. get.

When the displayed TR and TT are approved, the route information providing apparatus 100 starts route information guidance based on the calculated TR and TT. In particular, the route information providing apparatus 100 guides the speed to be traveled for each section of the travel route on the basis of the calculated speed pattern (P _V ) in addition to the normal route guidance (such as guidance for the right and left turn points). .

  On the other hand, when the displayed TR and TT are denied, the route information providing apparatus 100 prompts the user to input a condition different from the condition acquired in step S30, and acquires a different condition (S80). Thereafter, the processing from step S40 is repeated.

(Operation example of route information providing device)
Next, an operation example of the route information providing apparatus 100 will be described with reference to FIG. Specifically, the calculation operation of the total risk (TR), the required time (TT), and the speed pattern (P _V ) by the route information providing apparatus 100 will be described.

Figure 4 (a) ~ (c) is traveling path location of the hazard D on RT, the relationship of the accident risk (R) and velocity (V) and in the danger zone L _R containing dangerous place D, and is calculated An example of the velocity pattern (P _V ) is shown.

As shown in FIG. 4 (a), there are a plurality of dangerous places D on the travel route RT. The travel route RT on which the vehicle VC travels is composed of a plurality of sections L1 to L7. The section including the dangerous part D is handled as the dangerous part _LR , and in the example shown in FIG. 4A, the dangerous part D is included in L2, L4, and L6.

The danger zone L _R is a zone that requires further deceleration and driving attention in order to avoid a dangerous state even before an accident or accident occurs.

  FIG. 4B shows the relationship between the accident risk (R) and the speed (V) in each section. Such a relationship constitutes a part of the dangerous spot data 151 (see FIG. 2) as speed / risk relation data for each section.

In FIG. 4B, V _{1 to} V ₇ and R _{1 to} R ₇ correspond to sections L1 to L7, respectively. As described above, L2, L4, and L6 are dangerous sections _LR , and the accident occurrence risk (R) is higher than other sections.

  The accident occurrence risk indirectly indicates the degree of risk that the vehicle VC will cause an accident in the section, that is, the probability of the occurrence of the accident. The accident occurrence risk may not only necessarily cause an accident, but may also indicate a probability that the vehicle VC falls into a dangerous state (for example, slips and departs from the lane) in the section. Accidents include both property damage accidents and personal injury, and also include self-injury accidents.

FIG. 4C is an example of a speed pattern (P _V ) calculated by the route information providing apparatus 100. In the dangerous sections L _R , L2, L4, and L6, the recommended speed is compared with other sections. (V) is low.

  Hereinafter, a more specific operation example of the route information providing apparatus 100 will be described.

(1) Operation example 1
In the first operation example, a method for calculating the total risk (TR _{Desired Speed} ) when traveling at the desired speed (V _D ) will be described.

TR _{Desired Speed} can be _calculated by (Equation 1).

As shown in (Formula 1), TR _{Desired Speed} is an integrated value of the accident occurrence risk (R _i ) in each section (L _i ) when traveling at V _D.

(2) Operation example 2
In the operation example 2, a method for calculating a required time (TT _{Minimum Risk} ) when the total risk (TR) is minimized will be described.

TT _{Minimum Risk} can be obtained by (Equation 2).

As shown in (Formula 2), TT _{Minimum Risk} is the distance between each section (L _i ) at the speed (V _i (R _{i, min} )) at which the accident risk (R _i ) in that section is minimized. It is the integrated value of the divided value (required time).

(3) Operation example 3
In the operation example 3, a method of calculating the speed pattern (P _V ) when the _vehicle can travel within the desired required time (TT _desire ) and minimize the total risk (TR) will be described.

The P _V can be obtained by (Equation 3).

As shown in (Equation 3), by _obtaining the speed V _{i of} each section so that TT is equal to or less than TT _desire and TR is minimized, P _V composed of the speed of each section (for example, as described above) 4 (c)) can be derived.

(4) Operation example 4
In the operation example 4, a method of calculating a speed pattern (P _V ) in a case where the vehicle can travel at the allowable total risk (TR _acceptable ) or less and the required time is shortest will be described.

The P _V can be obtained by (Equation 4).

As shown in (Expression 4), P _V composed of the speed of each section can be derived by obtaining the speed V _{i of} each section so that TR is equal to or less than TR _acceptable and TT is minimized.

  Note that (Equation 1) to (Equation 4) described above show the basic principle for realizing the calculation, and other calculation methods that can obtain the same calculation result may be used.

(Example of guidance screen for route information provider)
Next, with reference to FIGS. 5A to 5C and FIGS. 6A and 6B, an example of a route information guidance screen by the route information providing apparatus 100 will be described.

(1) Screen example 1
As shown in FIG. 5A, a road map and a graph 200 are displayed on the display unit 160 (see FIG. 1) of the route information providing apparatus 100. The graph 200 shows the relationship between the total risk (vertical axis) and the required time (horizontal axis).

  As indicated by the curve in the graph 200, the required time usually decreases as the total risk increases. That is, since the vehicle travels at a high speed, the required time is shortened, but the total risk is increased. On the other hand, the total risk decreases as the time required increases. In other words, since the vehicle travels at a speed that can ensure safety, the required time increases, but the total risk decreases.

  As shown in FIG. 5 (a), when the user touches the position of the combination of the desired total risk and the required time (the position on the curve indicating the relationship), the route information is provided. The device 100 starts route information guidance based on a speed pattern that satisfies the relationship.

  FIG. 5B is an example of a screen for starting guidance of the route information. As shown in FIG. 5 (b), there are three danger points D (for example, schools, etc.) on the travel route (the road indicated by shading in FIG. 5 (b)) from the current position X of the vehicle. The existence speed and the recommended speed of the section including the dangerous part D are notified. The recommended speed is a speed calculated so as to satisfy the relationship between the total risk selected by the user and the required time.

  FIG. 5C is an example of a screen displayed when the vehicle approaches a section (zone) in which the dangerous place D is included. As shown in Fig. 5 (c), in order to notify that the dangerous point D is approaching in the forward direction of the vehicle located at the current position X, "Decelerate to 25km / h in the danger zone." Message pops up.

  Note that the danger location D is approaching and the recommended speed is not limited to the display on the screen, but may be notified by voice.

(2) Screen example 2
As shown in FIG. 6A, in front of the current position X, there are candidates for two travel routes (roads indicated by hatching in FIG. 6A) toward the destination. In FIG. 6A, a slide bar 310 for displaying and selecting the total risk level is displayed. Further, in FIG. 6A, the required time of each candidate travel route corresponding to the total risk level (for example, 45) selected by the slide bar 310 is displayed.

Usually, if the total risk level is lowered by operating the slide bar 310, the required time becomes longer. Conversely, if the total risk level is increased, the required time will be shortened. The user of the route information providing apparatus 100 can determine which travel route to select based on the time required for each route corresponding to the level of total _acceptable risk (TR _acceptable ).

  FIG. 6B shows a situation where there are two traveling routes toward the destination, as in FIG. In FIG. 6B, a slide bar 320 for displaying and selecting the required time is displayed. Further, in FIG. 6B, the total risk of each candidate travel route for the required time (for example, 40 minutes) selected by the slide bar 320 is displayed.

In the case of FIG. 6B, the user of the route information providing apparatus 100 can determine which travel route to select based on the total risk of each route corresponding to the desired required time (TT _desire ).

  According to the above-described embodiment, the following effects can be obtained.

  According to the route information providing apparatus 100, the vehicle has traveled at a predetermined speed on the specified travel route based on the speed / risk relation data indicating the relationship between the speed and the accident risk and the condition value (speed or required time). The total risk corresponding to the case is calculated, and the calculated total risk is displayed on the display unit 160 or output to the vehicle control unit 20.

  Therefore, the user of the route information providing device 100, more specifically, the driver of the vehicle on which the route information providing device 100 is mounted (hereinafter referred to as a driver), the total risk (TR) and the required time (TT) It is possible to determine how to travel on the travel route in consideration of the relationship with

  In other words, the route information providing apparatus 100 provides information that contributes to appropriate traveling in consideration of the accident occurrence risk based on the magnitude of the accident occurrence risk at the dangerous location on the travel route, such as the driver or the vehicle control unit 20. Can be provided externally.

In the present embodiment, the route information providing apparatus 100 acquires the desired speed (V _D ) of the travel route, and calculates the total risk corresponding to the case where the travel route is traveled at the acquired desired speed. For this reason, the driver can recognize the magnitude of the total risk when traveling at the desired speed on the route, alert the driver based on the total risk, or correct the desired speed downward. Can be encouraged.

In the present embodiment, the route information providing apparatus 100 calculates a required time corresponding to a case where the route travels according to a speed pattern (P _V ) that minimizes the total risk. For this reason, the driver can recognize the required time corresponding to the case where the total risk is minimized, and can encourage the driver to perform safe driving.

In the present embodiment, the route information providing apparatus 100 calculates a speed pattern (P _V ) of the travel route that can travel the travel route within the desired required time (TT _desire ) and has the minimum total risk. For this reason, the driver can recognize the driving method that minimizes the total risk while satisfying the desired required time, and can provide the driver with a realistic driving method of the driving route with priority on the required time.

In the present embodiment, the route information providing apparatus 100 calculates the speed pattern (P _V ) of the travel route that is equal to or less than the allowable total risk (TR _acceptable ) and has the shortest required time. For this reason, the driver can recognize how to run with the shortest required time while satisfying the allowable total risk, and can provide the driver with a realistic way of traveling on the travel route prioritizing the allowable total risk.

  In this embodiment, the route information providing apparatus 100 calculates total risk / required travel time data indicating the relationship between the total risk in the travel route and the required time of the travel route, and displays the total risk / required travel time data in a graph. 200 (see FIG. 5A)) or output to the vehicle control unit 20.

  Further, the route information providing apparatus 100 generates and outputs travel route guidance information according to the allowable total risk or desired travel time input by the driver based on the displayed total risk / required travel time data.

  For this reason, the driver can recognize in a timely manner how to travel along the travel route (deceleration point, deceleration speed, etc.) according to the allowable total risk or the desired required time.

(Other embodiments)
Although the contents of the present invention have been described with reference to the embodiments, the present invention is not limited to these descriptions, and it is obvious to those skilled in the art that various modifications and improvements can be made.

For example, in the above-described embodiment, as shown in the operation examples 1 to 4, the calculation regarding the total risk (including the allowable total risk) is performed. However, as in the operation example 4, the value of the total risk is not necessarily calculated. Only the speed pattern (P _V ) may be displayed or output without being displayed on the display unit 160 or output to the vehicle control unit 20. That is, instead of displaying and outputting the total risk value, only the speed pattern (P _V ) or the required time (TT) may be displayed or output.

  In the above-described embodiment, the route information providing apparatus 100 is connected to the peripheral sensing unit 10 and the vehicle control unit 20, but such connection is not essential.

  Although the embodiments of the present invention have been described as described above, it should not be understood that the descriptions and drawings constituting a part of this disclosure limit the present invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

10 Peripheral sensing section
20 Vehicle control unit
100 Route information provider
110 GPS receiver
120 Gyro sensor
130 Vehicle speed sensor
140 CPU
141 Data acquisition unit
142 Condition value acquisition part
143 Calculation unit
144 Output section
150 memory
151 Hazardous area data
152 Map data
160 Display
200 graph
310, 320 slide bar
D Hazardous area
L _R Danger zone
RT travel route
X current position
VC vehicle

Claims (7)

A route information providing device for providing route information related to a travel route of a vehicle,
A data acquisition unit for acquiring speed / risk relation data indicating a relationship between a speed of the vehicle in a section constituting the travel route and an accident occurrence risk indicating a risk of the vehicle causing an accident in the section;
A condition value acquisition unit that acquires, as a condition value, a speed of the vehicle on the travel route or a time required for traveling on the travel route;
A calculation unit that calculates a total risk that is a sum of the accident occurrence risk for each of the sections corresponding to a case where the vehicle travels at a predetermined speed on the travel route based on the speed / risk relation data and the condition value; ,
A route information providing apparatus comprising: an output unit that performs output based on the total risk calculated by the calculation unit. The condition value acquisition unit acquires a desired speed of the travel route,
The route information providing apparatus according to claim 1, wherein the calculation unit calculates the total risk corresponding to a case where the vehicle travels on the travel route at the desired speed. The calculation unit calculates a required time corresponding to a case where the vehicle travels according to a speed pattern that minimizes the total risk,
The route information providing apparatus according to claim 1, wherein the output unit outputs the required time calculated by the calculation unit. The condition value acquisition unit acquires a desired required time of the travel route,
The calculation unit calculates a speed pattern of the travel route that allows the travel route to travel within the desired required time or less and that minimizes the total risk,
The route information providing apparatus according to claim 1, wherein the output unit outputs the speed pattern calculated by the calculation unit. The condition value acquisition unit acquires an allowable total risk that is a total of the allowable accident occurrence risk,
The calculation unit calculates a speed pattern of the travel route that is equal to or less than the allowable total risk and has the shortest time required for the travel route,
The route information providing apparatus according to claim 1, wherein the output unit outputs the speed pattern calculated by the calculation unit. The calculation unit calculates total risk / required travel time data indicating a relationship between the total risk in the travel route and a required time of the travel route,
The output unit outputs the total risk / required travel time data,
The condition value acquisition unit acquires an allowable total risk that is an allowable total of the accident occurrence risk, which is input based on the total risk / required travel time data, or a desired travel time of the travel route,
The calculation unit generates guidance information for guiding the vehicle to travel in a section constituting the travel route at a speed that satisfies the allowable total risk acquired by the condition value acquisition unit or the desired required time,
The route information providing apparatus according to claim 1, wherein the output unit outputs the guidance information generated by the calculation unit. A route information providing method for providing information on a travel route of a vehicle using a calculation unit,
Speed / risk relationship data indicating a relationship between the speed of the vehicle in the section constituting the travel route and an accident occurrence risk indicating a risk of the vehicle causing an accident in the section, and the speed of the vehicle in the travel route Or, the time required for the travel route is acquired as a condition value,
A route that performs output based on the total risk that is the sum of the accident occurrence risk for each section corresponding to a case where the vehicle travels on the travel route at a predetermined speed based on the speed / risk relation data and the condition value. Information provision method.

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