JP6660778B2 - Unwanted driving detection device and unsolicited driving detection method - Google Patents

Description

  The present invention relates to a nuisance driving detection device and a nuisance driving detection method for detecting nuisance driving that is a factor that hinders traffic flow. In particular, the present invention relates to a nuisance driving detection device and a nuisance driving detection method for detecting nuisance driving due to excessive eco-driving.

  In consideration of issues such as air pollution and global warming, eco-driving (also called eco-driving) that contributes to reducing emissions of carbon dioxide, nitrogen oxides, and particulate matter from vehicles (cars and motorcycles) is recommended. ing. Eco-driving is a driving that is performed with a focus on improving fuel efficiency (reducing energy consumption or driving with low fuel consumption). For example, driving with acceleration or deceleration or driving with a low vehicle speed is recommended as eco-driving. Have been. In recent years, an increasing number of drivers are trying to implement eco-driving.

  In recent years, insurance companies have started to operate telematics insurance. The telematics insurance is an insurance based on the concept of UBI (Usage-Based Insurance: insurance according to the use condition of a car), in which drivers who drive safely have lower insurance premiums. Specifically, an in-vehicle device that receives GPS (Global Positioning System) signals and vehicle signals is installed in the vehicle of the insurance subscriber who has subscribed to telematics insurance, and the mileage, speed, Observe driving data such as acceleration / deceleration and steering wheel braking. The traveling data observed by the on-vehicle device is uploaded to a server provided at the insurance company center through a telephone network such as 3G communication, and the traveling data is analyzed at the center to determine the distance in accordance with the traveling distance. The evaluation of the discount rate of the insurance premium and the evaluation of the dangerous driving degree (or the evaluation of the safe driving degree) according to sudden acceleration, sudden braking (sudden deceleration), sudden steering, and the like are performed.

  Many insurance companies evaluate telematics insurance based on the concept that eco-driving is safe driving. Therefore, the more the eco-driving is performed, the higher the driver's evaluation of the safe driving degree becomes, and the insurance subscriber who has taken out the telematics insurance will be more willing to implement the eco-driving.

  In addition, Japanese Patent Application Laid-Open No. H11-163,086 discloses that, based on vehicle behavior information of a host vehicle, it is determined whether or not the vehicle is in eco-drive. If it is determined that the vehicle is in eco-drive, the host vehicle (the preceding vehicle for the following vehicle) There is disclosed a technology in which information indicating that the vehicle is in eco-driving is transmitted to the following vehicle, indicating that the vehicle is in eco-driving, and the subsequent vehicle is notified.

JP 2010-176632 A (abstract, FIG. 4)

  However, eco-driving is an operation in which acceleration and deceleration (braking) are slow and the traveling speed is slow (so-called "tro-tro operation"), and does not follow the flow of surrounding vehicles (generally called traffic flow). Excessive eco-driving may cause traffic congestion or annoying driving to other vehicles.

  Note that, in this specification, excessive eco-driving ignoring traffic flow is referred to as annoying eco-driving. It can be said that annoying eco-driving is self-centered driving that hinders traffic flow and causes annoyance to other vehicles, as the awareness of eco-driving is high.

  In addition, although there is a conventional technology that determines whether or not eco-driving is being performed, it is determined whether or not eco-driving is being performed excessively (ie, whether or not it is annoying eco-driving). Technology does not exist. For example, Patent Literature 1 discloses a technique for determining whether or not eco-driving is being performed based on vehicle behavior information of the own vehicle, but does not determine whether or not eco-driving is being performed excessively.

  An object of the present invention is to detect an annoying driving that causes a traffic flow.

In order to achieve the above object, according to the present invention, it is possible to determine whether the driving of the vehicle to be determined traveling ahead of the vehicle to be determined is an annoying drive, An annoying driving detection device mounted on a vehicle, wherein the vehicle serving as the determination subject includes a front sensor that detects a state in front of the vehicle serving as the determination subject,
A front vehicle group analysis unit that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle to be determined , based on a state detected by the front-side sensor ;
A rear vehicle that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle that is the subject of the determination and behind the vehicle that is the subject of the determination, based on the state detected by the front sensor. A group analysis unit,
The other vehicle does not exist within a predetermined distance in front of the vehicle to be determined, and the other vehicle is within a predetermined distance in front of the vehicle to be determined and behind the vehicle to be determined. When detecting the presence of a, the determination unit determines that the driving of the vehicle to be determined is an annoying driving that hinders the traveling of other surrounding vehicles,
And a troublesome driving detection device having the same.

In order to achieve the above object, according to the present invention, the judgment subject capable of judging whether or not the driving of the judgment target vehicle traveling ahead of the judgment target vehicle is an annoying driving is performed. A junk driving detection method executed by a junk driving detection device mounted on a vehicle, wherein the vehicle serving as the subject of determination includes a front sensor for detecting a state in front of the vehicle serving as the subject of determination. ,
A front vehicle group analysis step of analyzing whether or not another vehicle is present within a predetermined distance in front of the vehicle to be determined , based on the state detected by the front sensor ,
A rear vehicle that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle that is the subject of the determination and behind the vehicle that is the subject of the determination, based on the state detected by the front sensor. A swarm analysis step;
The other vehicle does not exist within a predetermined distance in front of the vehicle to be determined, and the other vehicle is within a predetermined distance in front of the vehicle to be determined and behind the vehicle to be determined. When detecting the presence of a, the determination step that determines that the driving of the vehicle to be determined is an annoying driving that hinders the traveling of other surrounding vehicles,
A method for detecting annoying driving is provided.

  The present invention has an effect that it is possible to detect an annoying driving that causes a traffic flow.

It is a top view showing an example of the bottleneck state which occurs on the road of one lane. It is a top view showing an example of a bottleneck state which occurs on a road of two lanes. FIG. 2 is a plan view showing a basic concept of the present invention for detecting a vehicle as a bottleneck source. It is a block diagram showing an example of a nuisance driving detection device in a 1st embodiment of the present invention. 5 is a flowchart illustrating an example of a bottleneck state determination process according to the first embodiment of the present invention. FIG. 3 is a plan view illustrating an example of a wider detection range for detecting a state of a vehicle group in front of and behind a vehicle in the first embodiment of the present invention. It is a block diagram showing another example of the annoying driving detection device in a 1st embodiment of the present invention. It is a flowchart which shows another example of the bottleneck state determination processing in the 1st Embodiment of this invention. It is a block diagram showing an example of a nuisance driving detection device in a 2nd embodiment of the present invention. It is a top view explaining the relation between a subject vehicle and a judgment subject vehicle in a 2nd embodiment of the present invention, and is a top view showing a case where a vehicle which exists in the immediate vicinity of a judgment subject vehicle is a judgment subject vehicle. FIG. 13 is a plan view illustrating a relationship between a subject vehicle and a subject vehicle in a second embodiment of the present invention, and is a plan view illustrating a case where a subject vehicle exists a plurality of places ahead of the subject subject vehicle. It is a flow chart which shows an example of bottleneck state judging processing in a 2nd embodiment of the present invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, first, the basic concept of the present invention will be described, and then, in the first embodiment of the present invention, a case will be described in which the annoying driving of the own vehicle which is a factor inhibiting traffic flow is detected. In the second embodiment of the present invention, a case will be described in which an annoying driving of another vehicle, which is a factor inhibiting traffic flow, is detected.

<Basic concept of the present invention>
First, the basic concept of the present invention will be described.

  According to the present invention, as the annoying driving that is a factor that hinders the traffic flow, a driving in which the acceleration and deceleration is slow and the running is slow is detected ignoring the traffic flow. For example, if eco-driving with slow acceleration / deceleration and slow running is still performed even when traffic flow is hindered, this eco-driving can be called annoying eco-driving that hinders traffic flow. It will be. It should be noted that the present invention does not deny eco-driving itself, but detects a case where excessive eco-driving is performed and may be a factor that impedes traffic flow.

  Further, in this specification, as an annoying driving that is a factor that hinders traffic flow, the description will be given by taking an example of annoying eco-driving, but the present invention is also applicable to other annoying driving that hinders traffic flow. Is applicable. For example, acceleration / deceleration is slow when driving while operating an in-vehicle device (such as a car navigation system or car audio) or a mobile terminal (such as a smartphone), driving while feeling tired or drowsy, or driving with a driver with low driving ability. The present invention can be detected as an annoying driving that tends to be a slow driving, which is a factor that hinders traffic flow.

  In general, a state in which the flow of vehicles is deteriorated due to traffic congestion is compared to a bottleneck (neck of a bottle). In the present specification, a vehicle (a leading vehicle in a traffic jam) that causes a traffic flow and causes a traffic jam is referred to as a “vehicle of a bottleneck generation source”, and the traffic of the bottleneck generation source hinders the traffic flow. The state that has been done or is expected to be inhibited is called a “bottleneck state”.

  FIG. 1 is a plan view showing an example of a bottleneck state occurring on a one-lane road. FIG. 1 illustrates a state where the road is viewed from above. FIG. 1 shows a case where a vehicle performing eco-driving, for example, performs slow acceleration, early deceleration, low-speed running, and the like, causing a subsequent vehicle to be congested and a bottleneck condition occurring. ing. At this time, the vehicle that is performing eco-drive is the vehicle that is the source of the bottleneck, and is the vehicle that performs annoying eco-drive. In particular, in the case of a one-lane road, the lane is blocked by the vehicle of the bottleneck generation source, and the following vehicle cannot overtake the vehicle of the bottleneck generation source, and congestion occurs. In addition, such a state may irritate the driver of the following vehicle, and may cause an accident by overtaking or the like. Further, the bottleneck source vehicle has a large inter-vehicle distance with a vehicle in front of the vehicle, which causes a reduction in vehicle density in the entire system of traffic flow, and also has a problem of deteriorating system efficiency.

  FIG. 2 is an overhead view showing an example of a bottleneck state occurring on a two-lane road. FIG. 2 illustrates a state where the road is viewed from above. FIG. 2 also shows a bottleneck state caused by the vehicle in the annoying ecological driving. On roads with more than one lane, the following vehicle may be able to overtake the vehicle at the bottleneck source. However, passing a vehicle involves a risk of colliding with a parallel vehicle when changing lanes, and a risk of colliding with a bottleneck source vehicle when returning to the original lane. There is also danger.

  Furthermore, when overtaking, the following vehicle is forced to rapidly accelerate or decelerate or run at high speed, so that it is necessary to consume energy correspondingly. In order to pass one vehicle in eco-driving, the following vehicles need to consume extra energy, and when considering the entire system of traffic flow, carbon dioxide, nitrogen oxides, particulate matter There is also a possibility that the emission of substances and the like may increase. Furthermore, when a large number of vehicles are traveling in the overtaking lane, when the bottleneck source vehicle is traveling in the overtaking lane, the following vehicle cannot overtake the bottleneck source vehicle, Traffic jams will occur.

  The basic concept of the present invention is that, for a certain vehicle, there is no other vehicle within a predetermined distance range in front of the vehicle and another vehicle exists in a predetermined distance range behind the vehicle. If so, the vehicle is detected as a bottleneck source vehicle as shown in FIGS. More specifically, as shown in FIG. 3, for a vehicle to be determined, a front vehicle detection range is set in front of the vehicle, a rear vehicle detection range is set behind the vehicle, and a front vehicle detection range is set. When there is no other vehicle in the range and there is another vehicle in the rear vehicle detection range, the vehicle to be determined is detected as the bottleneck source vehicle.

  The front vehicle detection range of the vehicle to be determined can be any range extending in front of the vehicle to be determined. As an example, the forward vehicle detection range is a distance in the traveling direction (vehicle length direction), which is a predetermined distance extending from the front of the vehicle body to the traveling direction, and is related to a direction perpendicular to the traveling direction (vehicle width direction). The distance may be a substantially rectangular range defined when the distance is a predetermined distance centered on the center of the vehicle body of the vehicle. Here, the case where the road or the driving lane is a straight line is taken as an example, but when the road or the driving lane is a curve, it is desirable that the front vehicle detection range is set according to the shape of the curve. .

  The predetermined distance in the traveling direction may be any fixed value or any dynamically changing value. The fixed value can be, for example, 15 m, 35 m, 45 m, 50 m, 60 m, 100 m, 120 m, or the like, but is not limited thereto. In addition, as a value that dynamically fluctuates, for example, 15 is subtracted from the numerical value of the vehicle speed (unit: km / h) from the viewpoint that it is generally desirable to take an inter-vehicle distance corresponding to the speed. Value (unit: m), the same value as the numerical value of the vehicle speed (unit: km / h) (unit: m), and 15 minus the numerical value of the speed limit of the traveling road (unit: km / h) The value (unit: m) and the same value (unit: m) as the numerical value of the speed limit (unit: km / h) of the traveling road can be used, but the present invention is not limited thereto.

  Also, the predetermined distance in the direction perpendicular to the traveling direction may be a fixed arbitrary value, or may be a dynamically changing arbitrary value. For example, the predetermined distance in the direction perpendicular to the traveling direction may be a value based on the width of the vehicle body, or may be a value based on the width of the road or the width of one lane.

  On the other hand, the rear vehicle detection range relating to the vehicle to be determined is an arbitrary range extending behind the vehicle. As an example, the rear vehicle detection range is defined as a distance in the traveling direction (vehicle length direction) defined as a predetermined distance extending from the rear of the vehicle body in a direction opposite to the traveling direction, and in a direction perpendicular to the traveling direction (vehicle width direction). ) Can be a substantially rectangular range determined when a predetermined distance centered on the center of the vehicle body of the vehicle is set. Note that, similarly to the front vehicle detection range, when the road or the traveling lane is a curve, it is desirable to set the rear vehicle detection range according to the shape of the curve. Also, the predetermined distance defining the rear vehicle detection range may be a fixed arbitrary value, or may be a dynamically changing arbitrary value. Further, the rear vehicle detection range may be set to the same value as the front vehicle detection range, or may be set to a value different from the front vehicle detection range.

<First embodiment>
Hereinafter, a first embodiment of the present invention will be described. FIG. 4 is a block diagram illustrating an example of the annoying driving detection device according to the first embodiment of the present invention. The annoying driving detection device 100 shown in FIG. 4 is mounted on a vehicle, and is connected to an arbitrary device (each measuring device, each communication device, an in-vehicle interface, a car navigation system, and the like) existing in the vehicle as needed. be able to. The vehicle (own vehicle) on which the annoying driving detection device 100 shown in FIG. 4 is mounted is the same as the vehicle to be determined (own vehicle), that is, in the first embodiment of the present invention, The case where the own vehicle is the vehicle of the bottleneck generation source is detected.

  4 includes a front vehicle group analysis unit 102, a rear vehicle group analysis unit 104, a bottleneck state determination unit 106, a bottleneck state notification unit 108, a bottleneck state storage unit 110, and a bottleneck state. The notification unit 112 is provided.

  Based on the data supplied from the front sensor 910, the front vehicle group analysis unit 102 sets another vehicle (for the own vehicle) within a predetermined distance range in front of the own vehicle (for example, within the front vehicle detection range shown in FIG. 3). (A preceding vehicle) exists. As the data supplied from the front sensor 910, for example, captured image data by a camera, obstacle detection data by a millimeter wave radar or an infrared laser, or a combination thereof can be used. The front-side sensor 910 may be a sensor (camera, millimeter-wave radar, laser radar, sonar, etc.) for an ADAS (Advanced Driving Assistant System) originally mounted on the vehicle, or may be a real-time sensor. It may be newly installed to carry out the invention. Any existing technology can be used for the analysis of the front of the vehicle in the front vehicle group analysis unit 102, and is not limited in the present invention.

  Based on the data supplied from the rear sensor 911, the rear vehicle group analysis unit 104 places another vehicle (following vehicle) within a predetermined distance range (for example, within a rear vehicle detection range shown in FIG. 3) behind the own vehicle. It has a function of analyzing whether or not there exists. As the data supplied from the rear sensor 911, for example, captured image data by a camera, obstacle detection data by a millimeter wave radar or an infrared laser, or a combination thereof can be used. Similarly to the front sensor 910, the rear sensor 911 may be a sensor for ADAS originally installed in the vehicle, or may be a newly installed sensor for implementing the present invention. Good. In the analysis of the front of the vehicle by the rear vehicle group analysis unit 104, any existing technology can be used similarly to the front vehicle group analysis unit 102, and the present invention is not limited to this. Note that, when another vehicle (following vehicle) exists within a predetermined distance range behind the host vehicle, the rear vehicle group analyzing unit 104 may detect the number of following vehicles. The number of following vehicles can be handled as information indicating the degree of traffic congestion occurring behind the own vehicle, and may be notified from the bottleneck state notification unit 108 as part of the bottleneck state determination result. It may be stored in the bottleneck state storage unit 110.

  The bottleneck state determination unit 106 has a function of determining whether or not the own vehicle is the vehicle of the bottleneck generation source based on the analysis results of the front vehicle group analysis unit 102 and the rear vehicle group analysis unit 104. Have. Specifically, the bottleneck state determination unit 106 determines that no other vehicle exists within a predetermined distance range in front of the host vehicle (for example, within the front vehicle detection range illustrated in FIG. 3), and that the rear of the host vehicle does not exist. If there is another vehicle within a predetermined distance range (for example, within the rear vehicle detection range shown in FIG. 3), it is determined that the bottleneck state exists.

  When the bottleneck state determination unit 106 determines that the bottleneck state is present, the bottleneck state determination result including the information indicating the bottleneck state is transmitted to the bottleneck state notification unit 108, the bottleneck state storage unit 110, and the bottleneck state storage unit 110. It can be supplied to the neck state notification unit 112 and the like.

  When the bottleneck status determination result is supplied from the bottleneck status determination unit 106, the bottleneck status notification unit 108 notifies the bottleneck status determination result via the wireless communication line using the wireless communication unit 912 in a predetermined manner. It has a function of notifying the user (shown as a server 800 in FIG. 4). Note that the wireless communication unit 912 may be a communication function originally mounted or connected to the vehicle, or may be newly mounted for implementing the present invention. Further, the wireless communication line may be either a dedicated line or a public line, or may be via the Internet. Further, as a predetermined notification destination for notifying the bottleneck state determination result, for example, a server managed by an automobile manufacturer or an insurance company, a server installed at a driver's home or workplace, an online storage service server, a driver's mobile terminal, etc. And other communication devices can be set.

  Furthermore, the bottleneck state notification unit 108 may notify the bottleneck state determination result to a predetermined notification destination in real time, that is, immediately when the bottleneck state determination result is supplied from the bottleneck state determination unit 106. The notification may be made after waiting until the communication line is in a stable state. Further, the bottleneck state notification unit 108 reads out the bottleneck state determination result stored and accumulated in the bottleneck state storage unit 110 at an arbitrary timing such as when the driver finishes driving, and notifies a predetermined notification destination. May be. Further, the bottleneck state notifying unit 108 outputs a bottleneck state determination result to a predetermined notification destination when a predetermined condition such as that the own vehicle is continuously or intermittently determined to be in the bottleneck state is satisfied. May be notified.

  The bottleneck state storage unit 110 has a function of storing and accumulating the bottleneck state determination result supplied from the bottleneck state determination unit 106 in an arbitrary recording medium (for example, a nonvolatile memory). The recording medium on which the bottleneck state determination result is stored and accumulated may be constituted by a removable recording medium. After the recording medium is removed, the bottleneck state determination result is read out by another communication device (for example, a personal computer). Uploading to a predetermined notification destination, submitting the recording medium to the predetermined notification destination, and reading the bottleneck state determination result from the recording medium in an apparatus belonging to the predetermined notification destination, such as reading the bottleneck state determination result. It is desirable that the information can be provided to a predetermined notification destination by an arbitrary method.

  The information notified to a predetermined notification destination by the bottleneck state notification unit 108 and the information stored and stored in the bottleneck state storage unit 110 include the identification of the vehicle and the driver in addition to the bottleneck state determination result. Various information such as information, speed and acceleration / deceleration of the vehicle, current position of the vehicle, type of road (expressway or general road), type of lane (traveling lane or passing lane), loading capacity, date and time, weather, etc. May be included.

  The bottleneck state notification unit 112 has a function of notifying the bottleneck state determination result supplied from the bottleneck state determination unit 106 using the speaker 913, the display 914, and the like. The mode of the notification is arbitrary, and may be, for example, voice, warning sound, screen display, vibration, or the like that allows the driver to recognize that the own vehicle is the vehicle that is the bottleneck source. Further, when notifying that the own vehicle is the bottleneck source, it is also possible to prompt the driver to reduce the distance between the host vehicle and the preceding vehicle, or to temporarily retreat to the road shoulder. .

  Next, an example of the bottleneck state determination process executed in the annoying driving detection device 100 shown in FIG. 4 will be described with reference to FIG. FIG. 5 is a flowchart illustrating an example of the bottleneck state determination process according to the first embodiment of the present invention.

  In step S201, the front vehicle group analysis unit 102 of the annoying driving detection device 100 analyzes the state of the front vehicle group of the host vehicle based on data supplied from the front sensor 910 that monitors the front of the vehicle. The analysis result of the preceding vehicle group analysis unit 102 in step S201 includes information that can at least determine whether or not another vehicle (preceding vehicle) exists within a predetermined distance range in front of the own vehicle. More specifically, the inter-vehicle distance to a preceding vehicle immediately in front of the host vehicle is a useful criterion.

  In step S203, the rear vehicle group analysis unit 104 of the annoying driving detection device 100 analyzes the state of the vehicle group behind the host vehicle based on data supplied from the rear sensor 911 that monitors the rear of the vehicle. The analysis result of the rear vehicle group analysis unit 104 in step S203 includes information that can at least determine whether or not another vehicle (following vehicle) exists within a predetermined distance range behind the own vehicle. More specifically, the inter-vehicle distance to a following vehicle immediately behind the host vehicle is a useful criterion.

  The bottleneck state determination unit 106 of the annoying driving detection device 100 determines whether or not the own vehicle is in a bottleneck state based on the analysis results of both the front vehicle group analysis unit 102 and the rear vehicle group analysis unit 104. . In step S205, the bottleneck state determination unit 106 determines whether or not another vehicle (preceding vehicle) exists within a predetermined distance range in front of the own vehicle based on the analysis result by the preceding vehicle group analysis unit 102. . Further, in step S207, the bottleneck state determination unit 106 determines whether another vehicle (following vehicle) exists within a predetermined distance range behind the own vehicle based on the analysis result by the rear vehicle group analysis unit 104. judge. If it is determined that no other vehicle (preceding vehicle) exists within a predetermined distance range in front of the own vehicle (“No” in the processing of step S205), When it is determined that a vehicle (following vehicle) exists ("Yes" in the process of step S207), in step S209, the bottleneck state determination unit 106 determines that the bottleneck is present.

  On the other hand, when it is determined that another vehicle (preceding vehicle) exists within a predetermined distance range in front of the own vehicle (“Yes” in the processing of step S205), or when another vehicle is located within a predetermined distance range behind the own vehicle. When it is determined that there is no (following vehicle) (“No” in the processing of step S207), in step S211, the bottleneck state determination unit 106 determines that the state is not the bottleneck state.

  Note that the flowchart shown in FIG. 5 shows one bottleneck state determination process, and it is desirable that this one bottleneck state determination process is repeatedly performed at a predetermined cycle. The predetermined period is, for example, once every few seconds to several tens of seconds (for example, once every 10 seconds or once every 30 seconds), once every few minutes (for example, once every minute or once every three minutes), or the like. Thus, an arbitrary time interval can be set.

  Further, by combining a camera, a millimeter wave radar, an infrared laser, or the like as the front sensor 910 or the rear sensor 911, an object (another vehicle or an obstacle) located far from the vehicle can be detected with high accuracy. . The front-side sensor 910 and the rear-side sensor 911 may have a wider detection range, for example, as schematically shown in FIG. It is possible to detect not only other vehicles existing in the immediate vicinity of the vehicle but also other vehicles that are a plurality of vehicles ahead.

  Utilizing such a wide detection range, for example, the rear vehicle group analysis unit 104 determines that a plurality of other vehicles (a plurality of subsequent vehicles) are behind the own vehicle as a result of the analysis of the state of the vehicle group behind the own vehicle. Information that can determine whether or not the processing is performed may be supplied to the bottleneck state determination unit 106. In this case, the bottleneck state determination unit 106 determines whether or not a plurality of other vehicles (a plurality of subsequent vehicles) are congested behind the host vehicle based on the analysis result by the rear vehicle group analysis unit 104, When there is only one other vehicle (or less than a predetermined number), it is determined that the state is not a bottleneck state, and when two or more other vehicles (or a predetermined number or more) are connected, the bottleneck is determined. The state may be determined.

  In the bottleneck state determination process, when it is determined that the bottleneck state is present, the bottleneck state determination result including the information indicating the bottleneck state is determined by the bottleneck state notification unit 108 as described above. The notification may be sent to a notification destination, may be stored and accumulated by the bottleneck state storage unit 110, or may be notified to the driver by the bottleneck state notification unit 112.

  In particular, the case where the determination of the bottleneck state is linked to the telematics insurance and the bottleneck state determination result is notified to the telematics insurance company will be described. In the current telematics insurance, based on the idea that eco-driving is safe driving, an additional point method is used to raise the evaluation of insurance for vehicles when eco-driving is performed. On the other hand, in the present invention, by analyzing a group of vehicles in front of and behind the vehicle to determine a bottleneck state, excessive eco-driving that hinders traffic flow (that is, annoying eco-driving) is detected, and We propose the adoption of a deduction scheme that reduces the insurance rating when eco-driving is detected once or more than once. The point deduction method proposed by the present invention includes not only a mode of reducing the evaluation of insurance (that is, deduction of points), but also an additional point (for example, eco-driving is performed when annoying eco-driving is detected). In this case, there is also included a mode in which the additional point is not performed, and a mode in which the current level of the additional point is reduced (for example, a weight is added such that the additional point is lower than the normal additional point by an amount corresponding to the detection of the annoying ecological driving).

  The point deduction method proposed by the present invention is to deduct points as a penalty when one or more times of annoying eco-driving is detected. May be performed. Providing a deduction measure that reduces the evaluation when annoying eco-driving is detected acts as a deterrent to the annoying eco-driving. It is possible to perform the operation according to the following.

  Further, according to the present invention, by converting how much energy loss the annoying driving (for example, annoying eco-driving) that hinders the traffic flow is related to the behavior (traffic flow) of the entire system, the annoying eco-driving is performed. We propose a method of converting the evaluation for. Specifically, in the present invention, by analyzing a group of vehicles in front of and behind the vehicle to determine a bottleneck state, when annoying eco-driving that hinders traffic flow is detected, the bottleneck state determination result is included. Information indicating the degree of congestion notified is obtained, or unsolicited eco-driving is performed in cooperation with a DSRC (Dedicated Short Range Communications) system installed on the road, an N system, a street security camera, or the like. The degree of traffic congestion generated by the vehicle in question (specifically, for example, the number of vehicles in a group of vehicles following the vehicle undergoing annoying eco-driving) is converted, and the fuel efficiency is calculated from the obtained or converted degree of traffic congestion. It is evaluated as an annoying eco-driving degree.

  In addition, the bottleneck state determination unit 106 of the annoying driving detection device 100 shown in FIG. 4 determines that another vehicle exists in a predetermined distance range in front of the own vehicle and that another vehicle is in a predetermined distance range behind the own vehicle. When the vehicle exists, it is determined that the own vehicle is in the bottleneck state. However, it is also possible to determine the bottleneck state after further adding further conditions based on vehicle data and the like.

  Hereinafter, another example of the annoying driving detection device according to the first embodiment of the present invention will be described. FIG. 7 is a block diagram illustrating another example of the annoying driving detection device according to the first embodiment of the present invention. Note that among the components shown in FIG. 7, those having the same functions as those of the components of the annoying driving detection device 100 shown in FIG. 4 are denoted by the same reference numerals, and detailed description is omitted.

  7 includes a front vehicle group analysis unit 102, a rear vehicle group analysis unit 104, a bottleneck state determination unit 126, a bottleneck state notification unit 108, a bottleneck state storage unit 110, and a bottleneck state. It has a notification unit 112 and a vehicle data acquisition unit 121.

  The vehicle data acquisition unit 121 has a function of connecting to an arbitrary device existing in the vehicle, acquiring vehicle data from each connected device, and supplying the vehicle data to the bottleneck state determination unit 126. FIG. 7 illustrates, as an example, a state in which the vehicle data acquisition unit 121 is connected to a speed sensor 920 that measures the speed of the vehicle, and a car navigation system 921 that includes information on the current position of the vehicle, a map, and roads. However, the present invention is not limited to these. The vehicle data acquisition unit 121 is connected to, for example, a CAN (Controller Area Network) or an OBD (On-Board Diagnostics: self-diagnosis) 2 connector, a 3D gyro (acceleration sensor), or the like, and controls the vehicle control system. The vehicle data including the speed data may be directly obtained from the vehicle, or the vehicle data including the speed data may be obtained by connecting to a measuring device independent of the vehicle-mounted device.

  The bottleneck state determination unit 126 determines whether or not the own vehicle is a bottleneck based on the vehicle data supplied from the vehicle data acquisition unit 121 in addition to the analysis results by the front vehicle group analysis unit 102 and the rear vehicle group analysis unit 104. It has a function of determining whether the vehicle is the source vehicle. As an example, the bottleneck state determination unit 126 determines that there is no other vehicle in a predetermined distance range in front of the own vehicle (for example, within the front vehicle detection range shown in FIG. In the case where another vehicle exists within the distance range (for example, within the rear vehicle detection range shown in FIG. 3), the current vehicle speed obtained from the speed sensor 920 and the current vehicle speed obtained from the car navigation system 921 are further obtained. The current vehicle speed is compared with the speed limit of the currently traveling road to determine whether the current vehicle speed is significantly lower than the speed limit. The state where the current vehicle speed is significantly lower than the speed limit is a state where the current vehicle speed is lower than the speed limit by a predetermined value (for example, 10 km / h) or more, and the current vehicle speed is lower than the speed limit by a predetermined value. Arbitrary numerical conditions such as a state in which the ratio is lower than the ratio (for example, 20%) can be appropriately determined. Then, when all of these conditions are satisfied, it is determined that the own vehicle is in a bottleneck state.

  Next, an example of a bottleneck state determination process executed in the annoying driving detection device 150 shown in FIG. 7 will be described with reference to FIG. FIG. 8 is a flowchart illustrating another example of the bottleneck state determination process according to the first embodiment of the present invention. Note that among the steps shown in FIG. 7, those having the same processing as the steps of the flowchart shown in FIG. 5 are denoted by the same reference numerals, and detailed description thereof will be omitted.

  In the flowchart illustrated in FIG. 8, in step S221, the vehicle data acquisition unit 121 acquires vehicle data including the current speed of the host vehicle and the road speed limit, and supplies the vehicle data to the bottleneck state determination unit 126. In step S223, the bottleneck state determination unit 126 determines whether the current vehicle speed is significantly lower than the speed limit, using the current speed of the host vehicle and the speed limit of the road as further determination conditions. That is, when it is determined that there is no other vehicle (preceding vehicle) within a predetermined distance range in front of the own vehicle (“No” in the processing of step S205), Even when it is determined that a vehicle (following vehicle) exists (“Yes” in the process of step S207), it is determined that the current vehicle speed is not significantly lower than the speed limit (the process of step S223). In the case of “No”, the vehicle is not traveling at a lower speed than necessary, but is regarded as traveling according to the speed limit, and is excluded from the bottleneck state determination target. As a result, in step S211, the bottleneck state determination unit 126 determines that the state is not the bottleneck state. Since the speed limit of the road varies depending on the type of vehicle (such as a normal car or a large car), the type of road (general road or expressway), the weather, and the like, the restriction used in step S223 while appropriately acquiring these conditions. Preferably, the speed is determined.

  On the other hand, when it is determined that there is no other vehicle (preceding vehicle) within a predetermined distance range in front of the own vehicle (“No” in the process of step S205), In addition to the case where it is determined that there is a vehicle (following vehicle) (“Yes” in the process of step S207), it is further determined that the current vehicle speed is significantly lower than the speed limit (the process of step S223). In step S209, the bottleneck state determination unit 126 determines that the state is the bottleneck state. In other words, when there is no other vehicle in the predetermined distance range in front of the own vehicle, and there is another vehicle in the predetermined distance range in the rear of the own vehicle, and further, when the own vehicle is lower than the speed limit. Only when it is determined that the vehicle is traveling at a significantly lower speed, the own vehicle is determined to be in the bottleneck state.

  In the bottleneck state determination process in the flowchart shown in FIG. 8, the condition that no other vehicle exists in a predetermined distance range in front of the own vehicle and another vehicle exists in a predetermined distance range behind the own vehicle is satisfied. In addition, the determination is made taking into account the additional condition that the vehicle is traveling at low speed. Here, the current traveling speed and the speed limit of the currently traveling road are described as additional conditions, but other conditions may be considered. For example, additional conditions include vehicle type (large or normal), load capacity, number of lanes on the road, road width, road gradient, radius of curvature of the road, type of road (expressway or general road), type of lane (driving Various conditions including lanes or express lanes, time zones, weather, etc. and any combination of these conditions can be considered.

  Further, the case where the own vehicle is determined to be in the bottleneck state in one bottleneck state determination process shown in the flowchart of FIG. 5 or FIG. 8 above is not determined as the final determination result, but is determined as a provisional determination result. When the provisional determination result is obtained continuously or intermittently over a long period of time, the bottleneck state determination result is determined, notified to a predetermined notification destination, stored and stored in a recording medium, and transferred to a driver. Notification may be performed.

  Specifically, the history in which the own vehicle is determined to be in the bottleneck state is temporarily accumulated, and in the bottleneck state determination processing performed for a predetermined time, or in the bottleneck state determination processing performed a predetermined number of times, The number of times that the own vehicle is determined to be in the bottleneck state exceeds a predetermined threshold, or the number or time that the own vehicle is continuously determined to be in the bottleneck state exceeds the predetermined threshold. Then, the determination result that the own vehicle is in the bottleneck state is determined. Note that an arbitrary value can be set to the above-described predetermined threshold for determining the determination result. For example, in the executed bottleneck state determination process, it is determined that the own vehicle is in a bottleneck state. When the number of provisional determinations is 50% or more or 80% or more, the determination result that the own vehicle is in a bottleneck state may be determined. Further, for example, when the host vehicle is determined to be in a bottleneck state five or ten consecutive times, or when the host vehicle is determined to be continuous for one minute or three minutes, it is determined that the host vehicle is in a bottleneck state. The result may be determined.

  As described above, according to the first embodiment of the present invention, the annoying driving detection device mounted on the vehicle determines whether the own vehicle is in a bottleneck state with the own vehicle as a determination target. This makes it possible to detect that an annoying driving that is a factor that hinders the traffic flow in the own vehicle is being performed.

<Second embodiment>
Hereinafter, a second embodiment of the present invention will be described. In the above-described first embodiment of the present invention, a vehicle (own vehicle) on which the annoying driving detection device 100 according to the first embodiment of the present invention is mounted and a vehicle (own vehicle) to be determined are described. Are the same, and the case where the own vehicle is in a bottleneck state is detected. On the other hand, in the second embodiment of the present invention, a vehicle equipped with the annoying driving detection device 300 according to the second embodiment of the present invention is different from a vehicle to be determined. The vehicle equipped with the annoying driving detection device 300 according to the embodiment detects a case where another vehicle is in a bottleneck state.

  Note that in the second embodiment of the present invention, since the vehicle on which the annoying driving detection device 300 according to the second embodiment of the present invention is mounted is different from the vehicle to be determined, the term “own vehicle” is used. May become unclear. Therefore, in the second embodiment of the present invention, the term “own vehicle” is not used, and the vehicle on which the nuisance driving detection device 300 is mounted and the vehicle that determines the bottleneck state is referred to as the “determination subject” The vehicle that is referred to as a “vehicle to be determined” or the “determination subject vehicle”, and is a vehicle that is subject to the bottleneck state determination and that is performing a driving that hinders traffic flow (for example, annoying eco-driving) is a “determined target” It is referred to as "vehicle" or "vehicle to be determined." In addition, the term “other vehicle” includes “other vehicle for the subject vehicle” (vehicle excluding the subject vehicle), “other vehicle for the subject vehicle” (vehicle excluding the subject vehicle), and the like. The vehicle indicated by the term "other vehicle" is used after clarification.

  FIG. 9 is a block diagram illustrating an example of the annoying driving detection device according to the second embodiment of the present invention. The annoying driving detection device 300 shown in FIG. 9 is mounted on a judgment subject vehicle, and, if necessary, with any device (each measuring device, each communication device, a vehicle interface, a car navigation system, etc.) present in the vehicle. Can be connected.

  The annoying driving detection device 300 illustrated in FIG. 9 includes a forward vehicle group analysis unit 302, a bottleneck state determination unit 306, a bottleneck state notification unit 308, a bottleneck state storage unit 310, and identification information of a determination target vehicle of the subject vehicle. An acquisition unit 316 is provided.

  Based on data supplied from the front-side sensor 910 (the same function as the front-side sensor 910 shown in FIG. 4), the vehicle group analysis unit 302 ahead of the judgment subject vehicle moves to a predetermined distance range in front of the judgment subject vehicle. And a function of analyzing whether or not another vehicle exists for the determination subject vehicle. The difference from the first embodiment of the present invention is that the vehicle to be determined exists in front of the vehicle to be determined and is detected by the vehicle group analysis unit 302 ahead of the vehicle to be determined.

  The forward vehicle group analyzing section 302 of the subject vehicle includes a forward vehicle group analyzing section 331 of the subject vehicle and a rear vehicle group analyzing section 332 of the subject vehicle. The vehicle group analysis unit 331 in front of the determination target vehicle determines whether or not there is another vehicle for the determination target vehicle in a predetermined distance range in front of the determination target vehicle (for example, within the front vehicle detection range illustrated in FIG. 3). Has the function of analyzing In addition, the rear vehicle group analysis unit 332 of the determination target vehicle determines whether another vehicle for the determination target vehicle exists within a predetermined distance range behind the determination target vehicle (for example, within a rear vehicle detection range illustrated in FIG. 3). Has the function of analyzing whether or not. Note that, when there is another vehicle (following vehicle) for the determination target vehicle in a predetermined distance range behind the determination target vehicle, the rear vehicle group analysis unit 332 may detect the number of subsequent vehicles. The number of following vehicles can be handled as information indicating the degree of traffic congestion occurring behind the determination target vehicle, and is notified from the bottleneck state notification unit 308 as part of the bottleneck state determination result. May be stored in the bottleneck state storage unit 310.

  Here, the relationship between the determination subject vehicle and the determination target vehicle will be described with reference to FIGS. 10 and 11. As illustrated in FIGS. 10 and 11, the subject vehicle uses the front-side sensor 910 to detect a vehicle that is present ahead of the subject vehicle. On the other hand, the determination target vehicle is one or a plurality of vehicles existing in front of the determination subject vehicle (however, there may be no such vehicle), and is detected by the front sensor 910 of the determination subject vehicle.

  The determination subject vehicle has a predetermined distance range in front of the determination target vehicle (for example, within a front vehicle detection range shown in FIG. 3) and a predetermined distance range behind the determination target vehicle (for example, rear vehicle detection shown in FIG. 3). (Within the range) and another vehicle is detected for the determination target vehicle. Accordingly, the determination subject vehicle is in a state where no vehicle exists in a predetermined distance range in front of the determination target vehicle and a vehicle exists in a predetermined distance range behind the determination target vehicle, that is, the determination target vehicle is It is possible to detect the case of a bottleneck state.

  Note that, as schematically shown in FIG. 10, the determination subject vehicle may be a vehicle that is present in the immediate vicinity as a determination target vehicle, and as schematically shown in FIG. 11, It is also possible to set a vehicle ahead by a plurality of vehicles as a determination target vehicle.

  Returning to FIG. 9, the bottleneck state determination unit 306 determines whether the vehicle to be determined is a bottle based on the analysis results by the forward vehicle group analysis unit 331 of the vehicle to be determined and the rear vehicle group analysis unit 332 of the vehicle to be determined. It has a function of determining whether or not it is in a neck state. Specifically, the bottleneck state determination unit 306 determines that the vehicle does not exist within a predetermined distance range in front of the determination target vehicle (for example, within the front vehicle detection range illustrated in FIG. 3), and that the vehicle is behind the determination target vehicle. If the vehicle is present in a predetermined distance range (for example, within the rear vehicle detection range shown in FIG. 3), the determination target vehicle is determined to be in a bottleneck state, and the determination target vehicle is in a bottleneck state. It is determined that the vehicle is the source vehicle.

  When the bottleneck state determination unit 306 determines that the determination target vehicle is in the bottleneck state, the bottleneck state determination result including information indicating that the determination target vehicle is in the bottleneck state is transmitted to the bottleneck state notification unit 308, It can be supplied to the bottleneck state storage unit 310.

  When the bottleneck state determination result is supplied from the bottleneck state determination unit 306, the bottleneck state notification unit 308 notifies the bottleneck state determination result via the wireless communication line using the wireless communication unit 912 in a predetermined manner. It has the function of notifying to the destination. Note that, as in the first embodiment of the present invention, it is possible to set an arbitrary various communication device such as a server managed by an automobile manufacturer or an insurance company as a predetermined notification destination. According to the second embodiment of the present invention, a communication device in a specific vehicle determined to be a bottleneck source can also be a candidate for a predetermined notification destination. The bottleneck state notification unit 308 may transmit a warning directly to the communication device in the vehicle that is the bottleneck source by P2P (Peer to Peer) utilizing, for example, ITS, and may include an automobile manufacturer or an insurance company. May be transmitted to a communication device in a vehicle that is a bottleneck source via a server managed by the server. When receiving the warning, the bottleneck source vehicle may notify the driver of the bottleneck source vehicle of the bottleneck state determination result.

  The bottleneck state storage unit 310 has a function of storing and accumulating the bottleneck state determination result supplied from the bottleneck state determination unit 306 in an arbitrary recording medium (for example, a nonvolatile memory). The bottleneck state storage section 310 has the same function as the bottleneck state storage section 110 in the above-described first embodiment.

  The identification information acquisition unit 316 of the determination target vehicle has a function of acquiring arbitrary identification information that makes the determination target vehicle identifiable, in particular, identification information for specifying the vehicle determined to be the bottleneck source. The identification information of the determination target vehicle is arbitrary identification information for identifying the determination target vehicle, and may be, for example, an image of a license plate, a vehicle body, or the like of the determination target vehicle. In addition, in order for the bottleneck state notification unit 308 to notify the communication device in the specific vehicle determined to be the bottleneck occurrence source of the bottleneck state determination result, the identification information acquisition unit 316 of the determination target vehicle is Alternatively, the identification information of the communication device in the vehicle that is the bottleneck source may be acquired as the identification information of the vehicle that is the bottleneck source.

  Next, an example of a bottleneck state determination process executed in the annoying driving detection device 300 shown in FIG. 9 will be described with reference to FIG. FIG. 12 is a flowchart illustrating an example of a bottleneck state determination process according to the second embodiment of the present invention.

  In step S401, the vehicle group analysis unit 302 ahead of the subject vehicle analyzes the state of the vehicle group ahead of the subject vehicle based on data supplied from the front sensor 910 that monitors the front of the subject vehicle. . Further, in step S403, the vehicle group analysis unit 331 in front of the determination target vehicle, for example, for all the vehicles existing in front of the determination subject vehicle, sets the other vehicles for each vehicle within a predetermined distance range in front of each vehicle. It is analyzed whether (preceding vehicle) exists. Then, in step S405, the bottleneck state determination unit 306 detects a vehicle in which no other vehicle (preceding vehicle) exists within a predetermined distance range ahead based on the analysis result of the determination target vehicle by the forward vehicle group analysis unit 331. I do. More specifically, the inter-vehicle distance between each vehicle and a preceding vehicle immediately in front of each vehicle is a useful criterion.

  Here, if no other vehicle (preceding vehicle) is present within the predetermined distance range ahead, that is, a vehicle having a large inter-vehicle distance with the preceding vehicle is not detected ("No" in the process of step S403). )), In step S411, the bottleneck state determination unit 306 determines that there is no vehicle in the bottleneck state ahead of the subject vehicle.

  On the other hand, when a vehicle in which another vehicle (preceding vehicle) does not exist in the predetermined distance range in front, that is, a vehicle having a large inter-vehicle distance with the vehicle in front is detected (“Yes” in the process of step S403) In step S405, the rear vehicle group analysis unit 332 of the determination target vehicle further analyzes the state of the rear vehicle group of the vehicle with the vehicle as the determination target vehicle. In step S407, the bottleneck state determination unit 306 determines that another vehicle (following vehicle) exists within a predetermined distance range behind the vehicle based on the analysis result of the determination target vehicle by the rear vehicle group analysis unit 332. It is determined whether or not. More specifically, the inter-vehicle distance between the vehicle and a following vehicle immediately behind the vehicle is a useful criterion. In step S403, when a plurality of vehicles in which another vehicle (preceding vehicle) does not exist in a predetermined distance range in front are detected, the bottleneck state determination unit 306 determines, for each of the plurality of vehicles, The processing of steps S405 and S407 is executed. As shown in FIG. 10, when another vehicle does not exist between the determination target vehicle and the determination subject vehicle, the determination subject vehicle itself is regarded as a vehicle following the determination target vehicle, and the determination subject vehicle is determined as the determination target vehicle. It is only necessary to determine whether or not the vehicle is located within a predetermined distance range behind.

  In the determination processing in step S405, when it is determined that another vehicle (following vehicle) exists within a predetermined distance range behind the determination target vehicle ("Yes" in the processing in step S407), the bottleneck state determination is performed in step S409. The unit 106 determines that the determination target vehicle is in a bottleneck state. On the other hand, when it is determined that no other vehicle (following vehicle) exists within a predetermined distance range behind the determination target vehicle (“No” in the process of step S407), in step S411, the bottleneck state determination unit 106 determines that there is no vehicle in the bottleneck state.

  By the processing according to the flowchart shown in FIG. 12 described above, a specific vehicle existing in front of the determination subject vehicle, and no other vehicle (preceding vehicle) exists within a predetermined distance range in front of the specific vehicle, When a vehicle in which another vehicle (follower vehicle) exists within a predetermined distance range behind the specific vehicle is detected, it is determined that the specific vehicle is in a bottleneck state. Note that a plurality of vehicles may be determined to be in a bottleneck state.

  Note that, like the flowchart shown in FIG. 5, the flowchart shown in FIG. 12 also shows one bottleneck state determination process, and this one bottleneck state determination process is desirably repeatedly performed at a predetermined cycle. . The predetermined period is, for example, once every few seconds to several tens of seconds (for example, once every 10 seconds or once every 30 seconds), once every few minutes (for example, once every minute or once every three minutes), or the like. Thus, an arbitrary time interval can be set.

  Further, the annoying driving detection device 300 may include a rear vehicle group analysis unit (not shown in FIG. 8) of the determination subject vehicle. The rear vehicle group analysis unit of the subject vehicle analyzes the state of the vehicle group behind the subject vehicle based on data supplied from a rear sensor (not shown in FIG. 8), and May be supplied to the bottleneck state determination unit 106 to determine whether another vehicle (following vehicle) is congested. Accordingly, the bottleneck state determination unit 106 can determine whether or not there is further congestion behind the subject vehicle, for example, when no other vehicle exists behind the subject vehicle (or , When there is only less than a predetermined number), it is determined that the vehicle to be determined is not in a bottleneck state, and when another vehicle exists behind the determination subject vehicle (or when there is more than the predetermined number), The determination target vehicle may be determined to be in a bottleneck state.

  In the bottleneck state determination process, when the specific vehicle is determined to be in the bottleneck state, the bottleneck state determination result including information indicating that the specific vehicle is in the bottleneck state, as described above, the bottleneck state The information may be notified to a predetermined notification destination by the neck state notification unit 108 or may be stored and accumulated by the bottleneck state storage unit 110.

  The information notified to the predetermined notification destination by the bottleneck state notification unit 308 and the information stored and accumulated in the bottleneck state storage unit 310 include the bottleneck state in addition to the bottleneck state determination result. Identification information of the specific vehicle determined as such, speed and acceleration / deceleration of the specific vehicle (for example, speed and acceleration / deceleration obtained using a conventional method such as millimeter wave radar or image analysis), and current position of the specific vehicle , The type of road (highway or general road), the type of lane (traveling lane or overtaking lane), the loading capacity, the date and time, the weather, and other various information may be included. For example, when the bottleneck state determination is linked to telematics insurance, for example, an image or video of a vehicle captured by a drive recorder should be used as evidence as identification information of the vehicle that caused the bottleneck. Is possible.

  Furthermore, according to the second embodiment of the present invention, when a vehicle as a bottleneck source is detected, the bottleneck state determination result is transmitted directly to each other via the vehicle-to-vehicle communication or via the server 800 or the like. The source vehicle may be notified. In particular, when notifying the vehicle of the bottleneck source using inter-vehicle communication, the determination subject vehicle can acquire the identification information of the communication device mounted on the vehicle of the bottleneck source by an arbitrary method. Thus, it is possible to directly notify the bottleneck source vehicle. When a bottleneck state determination result is received in the bottleneck source vehicle, a warning may be issued to the driver of the bottleneck source vehicle.

  Further, the processing according to another example (the processing of the flowchart shown in FIG. 8) described in the above-described embodiment of the present invention is also applicable to the second embodiment of the present invention. That is, also in the second embodiment of the present invention, no other vehicle exists for the determination target vehicle in the predetermined distance range in front of the determination target vehicle, and the other vehicle is located in the predetermined distance range behind the determination target vehicle. Various additional conditions may be considered in addition to the condition that another vehicle exists for the determination target vehicle. For example, when the current vehicle speed of the vehicle to be determined is lower than the speed limit by a predetermined value (for example, 10 km / h) or more, or when the current vehicle speed is lower than the speed limit by a predetermined ratio (for example, 20%) or more, etc. As described above, when the determination target vehicle further satisfies the condition that the vehicle is traveling at a speed lower than the speed limit, it may be determined that the vehicle is in the bottleneck state.

  Further, for example, the current vehicle speed of the determination target vehicle is compared with the current vehicle speed of the determination subject vehicle, and the current vehicle speed of the determination target vehicle is determined by a predetermined value ( For example, the condition that the determination target vehicle is traveling at a low speed with respect to the determination subject vehicle, such as a state that is lower than 10 km / h) or a state that is lower than a predetermined ratio (for example, 20%), is further satisfied. In this case, it may be determined that the state is the bottleneck state. Also, for example, vehicle type (large or ordinary), load capacity, number of lanes on the road, road width, road gradient, radius of curvature of the road, type of road (expressway or general road), type of lane (traveling lane or passing Various conditions including a lane, time zone, weather, etc., and any combination of these conditions may be employed as additional conditions.

  Further, similarly to the first embodiment of the present invention, in the second embodiment of the present invention, the bottleneck state determination result in one bottleneck state determination process is not used as the final determination result. As the provisional determination result, the bottleneck state determination result may be determined when the provisional determination result is obtained continuously or intermittently for a long time.

  Note that, in each embodiment of the present invention, the block diagram used for describing the device configuration merely shows functions related to the present invention, and in actual implementation, hardware, software, firmware, Alternatively, it may be realized by any combination thereof. The functions implemented in software are stored as one or more instructions or codes in any computer-readable medium, and the instructions or codes are stored in a CPU (Central Processing Unit) or an ECU (Engine Control Unit: It can be executed by a hardware-based processing unit such as an engine control unit. The functions related to the present invention may be realized by various devices including an IC (Integrated Circuit), an IC chipset, and the like.

  Also, in each embodiment of the present invention, the flowcharts used for describing the processing are block diagrams merely showing an example of each processing for realizing the present invention. It does not limit the processing for realizing a simple concept. In addition, the flow of each process in the flowchart does not limit the order in which each process is performed, and the order may be changed or parallel processes may be performed as appropriate, or the process may be omitted or further processes may be added. May be performed.

  Furthermore, any of the contents disclosed in this specification can be appropriately combined with each other, even if the combinations are not explicitly described. Furthermore, a combination of the content disclosed in the present specification and a known prior art can be appropriately combined in a similar manner. Such combinations are also included in a part of the disclosure range of the present invention.

  According to one embodiment of the present invention, a communication device (server) that receives, through a communication line, a detection result of annoying eco-driving detected by the annoying driving detection device disclosed in the present specification, A communication system constituted by the annoying driving detection device is also provided. Further, according to one aspect of the present invention, an insurance assessment device that performs insurance assessment using the detection result of the annoying ecological driving detected by the annoying driving detection device disclosed in the present specification, and the insurance assessment device And an insurance assessment system constituted by the annoying driving detection device.

  INDUSTRIAL APPLICATION This invention is applicable to the technical field for detecting the annoying driving which becomes a factor which obstructs a traffic flow. Further, the present invention is applicable to a technical field for realizing environmental protection by improving the efficiency of traffic flow. Further, the present invention is applicable to a technical field for evaluating the driving ability of a driver and a technical field for evaluating insurance relating to a vehicle.

100, 150, 300 Junk driving detection device 102 Front vehicle group analysis unit 104 Rear vehicle group analysis unit 106, 126, 306 Bottleneck state determination unit 108, 308 Bottleneck state notification unit 110, 310 Bottleneck state storage unit 112 Bottleneck State notification unit 121 Vehicle data acquisition unit 302 Forward vehicle group analysis unit of the subject vehicle for determination 316 Identification information acquisition unit of vehicle to be determined 331 Vehicle group analysis unit in front of vehicle to be determined 332 Rear vehicle group analysis unit of vehicle to be determined 800 Server 910 Front sensor 911 Rear sensor 912 Wireless communication unit 913 Speaker 914 Display 920 Speed sensor 921 Car navigation system

Claims (16)

It is possible to determine whether or not the driving of the vehicle to be determined traveling ahead of the vehicle to be determined is an annoying drive, a nuisance driving detection device mounted on the vehicle to be determined, wherein The vehicle serving as a determination subject includes a front sensor that detects a state in front of the vehicle serving as the determination subject,
A front vehicle group analysis unit that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle to be determined , based on a state detected by the front-side sensor ;
A rear vehicle that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle that is the subject of the determination and behind the vehicle that is the subject of the determination, based on the state detected by the front sensor. A group analysis unit,
The other vehicle does not exist within a predetermined distance in front of the vehicle to be determined, and the other vehicle is within a predetermined distance in front of the vehicle to be determined and behind the vehicle to be determined. When detecting the presence of a, the determination unit determines that the driving of the vehicle to be determined is an annoying driving that hinders the traveling of other surrounding vehicles,
Annoying driving detection device. The determination unit determines whether the vehicle speed of the vehicle to be determined is in a state lower than the speed limit by a predetermined value or more, or in a state lower than the speed limit by a predetermined rate or more. Further , when it is determined that the vehicle speed is not lower than the speed limit by a predetermined value or more, or when the vehicle speed is not lower than the speed limit by a predetermined ratio or more, the vehicle to be determined is junk operation detecting apparatus according to claim 1 which is configured to be excluded from the determination target of the annoying driving.   The nuisance driving detection device according to claim 1 or 2, further comprising: a notification unit that notifies a predetermined notification destination of a determination result that the driving of the target vehicle is the nuisance driving.   A communication device managed by an insurance company that handles insurance related to the vehicle to be determined is set as the predetermined notification destination, and the notification unit evaluates insurance for the vehicle to be determined by the insurance company. 4. The information according to claim 3, wherein a result of the determination that the driving of the vehicle to be determined is the annoying driving is notified to a communication device managed by the insurance company. Unwanted driving detection device.   The notification unit manages, by the insurance company, information indicating a degree of congestion generated by driving of the vehicle to be determined, as information for the insurance company to evaluate insurance for the vehicle to be determined. 5. The annoying driving detection device according to claim 4, wherein the device is configured to further notify the communication device that has been set.   The nuisance driving detection device according to any one of claims 1 to 5, further comprising a storage unit that stores a determination result that the driving of the vehicle to be determined is the nuisance driving.   The annoying driving according to any one of claims 1 to 6, further comprising a notification unit that notifies a driver of the determining target vehicle of a determination result that the driving of the determination target vehicle is the annoying driving. Detection device.   When the determination result that the driving of the vehicle to be determined is the annoying driving is detected a plurality of times satisfying a predetermined condition, the determining unit determines that the driving of the vehicle to be determined is the annoying driving The annoying driving detection device according to any one of claims 1 to 7, wherein the determination result is determined to be the following. The annoying driving detection device mounted on the vehicle serving as the determination subject is capable of determining whether the driving of the vehicle to be determined traveling in front of the vehicle serving as the determination subject is the annoying driving. A driving detection method, wherein the vehicle serving as the determination subject includes a front sensor that detects a state in front of the vehicle serving as the determination subject,
A front vehicle group analysis step of analyzing whether or not another vehicle is present within a predetermined distance in front of the vehicle to be determined , based on the state detected by the front sensor ,
A rear vehicle that analyzes whether or not another vehicle exists within a predetermined distance in front of the vehicle that is the subject of the determination and behind the vehicle that is the subject of the determination, based on the state detected by the front sensor. A swarm analysis step;
The other vehicle does not exist within a predetermined distance in front of the vehicle to be determined, and the other vehicle is within a predetermined distance in front of the vehicle to be determined and behind the vehicle to be determined. When detecting the presence of a, the determination step that determines that the driving of the vehicle to be determined is an annoying driving that hinders the traveling of other surrounding vehicles,
Nuisance driving detection method. The apparatus further includes a data acquisition step of acquiring a vehicle speed of the vehicle to be determined and a speed limit of a road on which the vehicle to be determined is traveling.
In the determining step, whether the vehicle speed of the vehicle to be determined is in a state lower than the speed limit by a predetermined value or more, or whether the vehicle speed is lower than the speed limit by a predetermined rate or more. Further , when it is determined that the vehicle speed is not lower than the speed limit by a predetermined value or more, or when the vehicle speed is not lower than the speed limit by a predetermined ratio or more, the vehicle to be determined is junk operation detecting method according to exclude claim 9 determination target of the annoying driving. Junk operation detection method according to claim 9 or 10 further comprising a notification step of notifying a determination result that the operation of the vehicle to be the determination target is the annoying operation to a predetermined notification destination. A communication device managed by an insurance company that handles insurance for the vehicle to be determined is set as the predetermined notification destination, and in the notification step, the insurance company evaluates insurance for the vehicle to be determined. The nuisance driving detection method according to claim 11 , wherein, as information for performing the nuisance driving, the determination result that the driving of the vehicle to be determined is the nuisance driving is notified to a communication device managed by the insurance company. In the notifying step, as the information for the insurance company to evaluate the insurance of the vehicle to be determined, information indicating a degree of congestion generated by driving the vehicle to be determined is managed by the insurance company. 13. The annoying driving detection method according to claim 12 , further notifying the communication device that has been set. The nuisance driving detection method according to any one of claims 9 to 13 , further comprising a storage step of storing a determination result that the driving of the vehicle to be determined is the nuisance driving in a predetermined storage unit. The nuisance driving according to any one of claims 9 to 14 , further comprising a notifying step of notifying a driver of the deciding target vehicle of a determination result that the driving of the target vehicle is the nuisance driving. Detection method. In a case where the determination result that the driving of the vehicle to be determined is the annoying driving is detected a plurality of times satisfying a predetermined condition, in the determining step, the driving of the vehicle to be determined is the annoying driving. The nuisance driving detection method according to any one of claims 9 to 15 , wherein the determination result is determined as: