JP6679018B2 - Accident judgment method, accident judgment system, computer program - Google Patents

Description

  The present invention relates to an accident determination system.

  Conventionally, as a vehicle accident detection means for detecting the occurrence of a vehicle accident, development and practical use using an acceleration sensor have been advanced. Patent Document 1 discloses a communication system in which an acceleration transmitted from a vehicle is received by a communication terminal, and when the acceleration reaches a threshold value, it is determined that an accident has occurred. In addition, the development of applications for detecting accidents that are installed in communication terminals such as smartphones is also in progress.

JP, 2015-176566, A

  On the other hand, in the case of using the acceleration threshold value to judge an accident, even if the acceleration is not actually occurred, if the threshold value is exceeded, it may be judged as an accident. In addition, the acceleration transmitted from the vehicle may not be accurately received by the communication terminal. In addition, in order to improve the accuracy of the accident determination, it is necessary to mount many sensors, and the system becomes complicated. Further, it is assumed that the driver has to manually start the application in order to start the accident detection means. In this case, it takes a lot of time to start the application, and the driver feels annoying. For this reason, it is induced to forget to activate the accident detection means.

  In view of such a problem, it is an object of the present invention to provide a system that has a simple configuration, can be easily retrofitted to a vehicle, and enables highly accurate determination of an accident or the like.

  According to an embodiment of the present invention, a detection unit that detects multi-dimensional acceleration information generated in a vehicle, a combining unit that combines the multi-dimensional acceleration information to obtain first information, and the first information A determination means for determining whether an accident or a dangerous behavior has occurred based on the second information representing a frequency component of 7 Hz or more and less than 25 Hz, and a driver of the vehicle when it is determined that the accident or the dangerous behavior has occurred And a support means for performing a notification process to the outside in place of the above, and an accident determination system characterized by the above.

  According to the present invention, it is possible to provide a system that has a simple configuration, can be easily retrofitted to a vehicle, and enables highly accurate determination of an accident or the like.

The figure which shows the structure of the hardware of the accident determination system which concerns on one Embodiment of this invention. The processing flow figure in an accident determination system. The flowchart of the starting process of an accident determination process. FIG. The other example figure of a user interface. The other example figure of a user interface. The other example figure of a user interface. The other example figure of a user interface. The other example figure of a user interface. The flow chart of accident judgment processing. The flowchart of acceleration information correctness determination with ID. Flow chart of acceleration information calculation and determination. Acceleration information received at the communication terminal. Acceleration information synthesized in the communication terminal. Low frequency data extracted at the communication terminal. Integral data calculated by the communication terminal. The flowchart of the report assistance process performed in a communication terminal. FIG. 3 is a view showing an example of a user interface in a communication terminal. The other example figure of the user interface in a communication terminal. The other example figure of the user interface in a communication terminal. The other example figure of the user interface in a communication terminal. The functional block block diagram of an accident determination system.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings and the like. However, the present invention can be implemented in many different modes, and should not be construed as being limited to the description of the embodiments illustrated below. The drawings may be schematically illustrated for the sake of clarity, but they are merely examples and do not limit the interpretation of the present invention. Further, the letters "first" and "second" added to each element are convenient signs used to distinguish each element, and have more meanings unless otherwise specified. Absent.

  In addition, if it can be recognized by a person having ordinary knowledge in the field to which the present invention belongs, no special explanation will be given.

<1-1. Hardware configuration of accident determination system 10>
A hardware configuration of the accident determination system 10 according to the embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 shows a hardware configuration diagram of the accident determination system 10. As shown in FIG. 1, the accident determination system 10 includes a detection device 100 and a communication terminal 200 in a vehicle 500. For example, a beacon is used for the detection device 100. The communication terminal 200 is a mobile communication terminal. For example, a smartphone is used as the communication terminal 200. The detection device 100 and the communication terminal 200 are connected by wireless communication 180 (Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication) or Wi-fi (registered trademark) communication). The communication terminal 200 may be appropriately connected to the server 300 using a network 400 such as the Internet.

  The detection device 100 includes a measurement unit 110, a control unit 120, a storage unit 130, a communication unit 140, a power supply unit 150, an operation unit 160, and a display unit 170. The detection device 100 is fixedly installed on the vehicle 500. The detection device 100 may be small enough to fit in the driver's hand, thin, or light. For example, the sensing device 100 may weigh less than 18 grams, have a length of 50 millimeters, a width of 37 millimeters, and a height of about 13 millimeters. With the above-described shape, the detection device 100 is retrofitted at any position of the vehicle 500, such as near the center console, near the steering wheel, inside the trunk, and near the room lamp inside the company. The detection device 100 may be installed by screwing, or may be installed using an adhesive. Further, the detection device 100 may be installed on the dashboard so as not to interfere with the airbag that opens during an accident.

  The measurement unit 110 has a function of measuring acceleration information (acceleration value) of the vehicle 500 using an acceleration sensor. The acceleration sensor may be a 3-axis acceleration sensor or a 6-axis acceleration sensor.

  The control unit 120 executes a program stored in a storage unit 130 such as a memory by using a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or a RAM (Random Access Memory), and thereby has a function corresponding to the program. Are realized in the first communication terminal 100. Alternatively, the program may be obtained via a recording medium. Alternatively, the program may be received and acquired from the communication terminal 200. For example, when a beacon is used as the detection device 100, the firmware (program) is executed using the MPU.

  The storage unit 130 has a function of storing acceleration information.

  The communication unit 140 has a function of transmitting and receiving with the communication terminal 200. The communication unit 140 is provided with a transceiver for Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication), or Wi-fi (registered trademark) communication.

The detection device 100 is driven by the power of the power supply unit 150. For the power supply unit 150, for example, a button type lithium ion battery is used. The detection device 100 may be specialized in acquiring and transmitting acceleration information. At this time, the detection device 100 can suppress the amount of information processing to be small. Thereby, the power consumption of the detection device 100 can also be suppressed. The power consumption mode of the detection device 100 is changed according to the communication status.
For example, when the detection device 100 is a beacon and the communication terminal 200 is a smartphone, when the measurement unit 110 (acceleration sensor) detects the movement of the vehicle, the beacon becomes a state of sending a signal for connecting to the smartphone (this mode is advised). Can be called mode). Alternatively, the beacon is in a state in which the beacon and the smartphone are connected and Bluetooth Low Energy (registered trademark) communication is performed, such as driving diagnosis and shock detection (this mode can be referred to as a drive mode).
Alternatively, the beacon enters a standby state in which it can shift to the drive mode in cooperation with the application of the smartphone (this mode can be called a standby mode). Alternatively, when the built-in acceleration sensor no longer detects movement, the beacon enters a state in which it stops its function (this mode can be called a sleep mode). As described above, since the power consumption can be reduced to the minimum according to the communication status, it can be said that the detection device 100 is extremely excellent in power saving. For example, if it is assumed that the detection device 100 operates for 120 minutes / day, the detection apparatus 100 can detect acceleration information and transmit acceleration information for about 500 days or more, and about 20,000 km or more at a mileage.

  The terminals on both sides (the positive electrode side and the negative electrode side) connected to the battery provided in the power supply unit 150 have elastic force. For example, the terminals on both sides have a spring-like shape. This prevents a momentary interruption of the power supply (for example, between the battery and the terminal) in the event of a collision. Further, the power supply unit 150 may be screwed, adhered with an adhesive material, or fitted so that an infant or the like does not accidentally ingest the battery.

  Moreover, the operation unit 160 may be appropriately provided in the detection device 100. The operation unit 160 has a function of causing the detection apparatus 100 to operate normally again when the detection apparatus 100 does not function normally due to a failure or the like. For example, on the operation unit 160, buttons larger than the fingertips are arranged so that the driver can easily press with one finger (for example, the index finger), and an orange frame is printed so that the buttons stand out. Accordingly, the driver can easily operate the operation unit 160. In addition, it is possible to prevent the operation unit 160 from being accidentally pushed.

  For the display unit 170, LED indicators of a plurality of colors (for example, red and green) are used. As a result, it is possible to obtain the brightness that is easy for the driver to check, while having low power consumption.

  The communication terminal 200 includes a display unit 210, a control unit 220, a storage unit 230, an operation unit 240, and a communication unit 250.

  The display unit 210 is a display device such as a liquid crystal display or an organic EL display, and the display content is controlled by a signal input from the control unit 220. If the display device (touch panel) has a touch sensor, the function of the operation unit 240 can be exhibited in the display unit 210.

  The control unit 220 executes a program previously stored in the storage unit 230 such as a memory using the CPU and the RAM. Thereby, the function corresponding to the program is realized in the communication terminal 200. In addition, the program may be obtained via a recording medium. Execution of the program in the control unit 220 provides the display unit 210 with a user interface for realizing the accident determination service.

  The storage unit 230 also has a function of storing the acceleration information received from the detection device 100.

  The communication unit 250 has a function of transmitting and receiving with the detection device 100 and the server 300. The communication unit 250 uses a transceiver for performing Bluetooth (registered trademark) communication, Bluetooth Low Energy (registered trademark) communication (BLE communication), or Wi-fi (registered trademark) communication.

Moreover, the communication terminal 200 may further include a measurement unit 260. The measuring unit 260 includes a GPS (Global
Positioning System, Global Positioning System), gyro sensor, acceleration sensor may be included. The information obtained by the measurement unit 260 may be used to complement the information obtained by the communication unit 140 of the detection device 100.

  The server 300 has a communication unit 310, a storage unit 320, and a control unit 330. The communication unit 310 has a function of performing information communication with the communication terminal 200 via the network 400. The storage unit 320 has a function as a database for storing the reported accident information by using the hard disk and the SSD. The control unit 330 has a function of performing accident information processing using a CPU and a RAM.

  The server 300 has a function of taking action when an accident occurs, based on the information transmitted from the communication terminal 200.

<1-2. System configuration of accident determination system 10>
FIG. 2 shows a processing flow in the accident determination system 10. The accident determination system 10 is a process in which a driver activates the accident determination system when the driver gets on the vehicle 500, a process in which the driver performs driving diagnosis while driving the vehicle and determines whether or not an accident occurs, and an accident occurs. When an accident occurs, it reports an accident and executes processing to support the driver. Each processing will be described below.

(1-2-1. Accident judgment system startup processing)
FIG. 3 shows a flow of the activation process (S100) of the accident determination process.
First, the detection device 100 starts driving (S101). A method of starting driving of the detection device 100 will be described below.

  First, a driver having the communication terminal 200 gets in the vehicle 500. The detection device 100 detects a sway of the vehicle 500 when a driver gets in the vehicle. The detection device 100 starts driving by detecting this shaking. When the above driving method is used, the detection device 100 can be driven only when the vehicle is driven, and thus power consumption can be suppressed. When the driver is not carrying the communication terminal 200, it is confirmed that connection is not possible, and the standby mode described above is entered. Further, even when the connection between the detection device 100 and the communication terminal 200 is released, the standby mode is set.

Next, the detection device 100 sends a detection notification to the communication terminal 200 (S103). Next, the communication terminal 200 that has received the detection notification starts to activate an application dedicated to the accident determination system 10 (which can be referred to as an accident determination application) (S105). Then, the communication terminal 200 in which the accident determination application is activated makes a connection request to the detection device 100 (S107). Next, when the connection between the detection device 100 and the communication terminal 200 is completed, the detection device 100 notifies the communication terminal 200 of the connection completion (S109). When the communication terminal 200 receives the connection completion notification, the user interface 510 shown in FIG. 4 is displayed. On the user interface 510, a comment 520 “Connected with the detection device. Enjoy safe and comfortable driving.” Is displayed as a push notification. By the above, the accident determination application is automatically started.
The accident determination application is activated inside the communication terminal 200. As a result, the power consumption of the communication terminal 200 is suppressed as compared with the activation of the application displayed on the screen (which can be referred to as the foreground). Therefore, by the above processing, it is possible to easily provide the accident determination system with an extremely simple configuration, without causing the driver to bother and forgetting to start the accident determination application.

  When there are a plurality of communication terminals 200 in the vehicle, any one of the communication terminals 200 may change the setting so that the communication terminal 200 is not connected to the detection device 100. For example, when two or more persons who have the accident determination application installed in the communication terminal 200 get into the vehicle, the detection device 100 may connect to the communication terminal 200 of the person who first received the communication. In this case, the user interface 540 shown in FIG. 5 is displayed to the person who has confirmed the connection. The user interface 540 displays that the detection device 100 is connected. At this time, the person whose connection has been confirmed presses the button 560 to disconnect the connection between the detection device 100 and the communication terminal 200.

  If the person (driver) who wants to start the accident determination application wants to start the connection between the communication terminal 200 and the detection device 100, the connection can be made manually. For example, a user interface 570 for connecting to the detection device 100 shown in FIG. 6 is displayed. At this point, a comment 580 indicating that the detection device 100 is not yet connected is displayed. Therefore, the driver can press the button 590 to cause the communication terminal 200 to transmit a connection request notification for connecting to the detection device 100. When the connection between the detection device 100 and the communication terminal 200 is completed, the connection completion notification is sent to the communication terminal 200. At this time, the user interface 600 shown in FIG. 7 is displayed. On the user interface 600, a comment 610 “Connected to the detection device. Enjoy safe and comfortable driving.” Is displayed.

  When the accident determination system is activated and the detection apparatus 100 has a low battery level, the user interface 640 shown in FIG. 8 may be displayed. On the user interface 640, a comment 650 “The remaining amount of the detection device is low.” Is displayed. In addition, when the accident determination system is automatically activated, the user interface 660 shown in FIG. 9 may be displayed. On the user interface 660, a comment 670 “The remaining amount of the detection device is low.” Is displayed.

(1-2-2. Accident judgment processing)
(1-2-2-1. Acceleration information correctness judgment with ID)
FIG. 10 shows a flow of the accident determination process (S200). In the accident determination process, acceleration information correctness determination with ID (S210), acceleration information calculation and determination (S230) are performed.

  FIG. 11 shows a flow of acceleration information correctness determination with ID (S210). First, in the detection device 100, acceleration information is acquired (S211). In the acceleration information, the X-direction, Y-direction, and Z-direction acceleration information is acquired. Further, identification information (ID) is generated so that the acceleration information can be individually determined (S213), and is added to the acceleration information.

  Next, the acceleration information assigned with the ID is transmitted to the communication terminal 200 (S215). When the communication terminal 200 receives the acceleration information with ID (S216), whether the data is correct or incorrect is determined (S217). The correctness determination here is to determine whether the data is missing (whether the data is consistent). For example, the data is transmitted as a 10-byte block data at a 10 Hz cycle. At this time, if the acceleration information is missing, "0" is partially written. In addition, when the acceleration information is lost, when another Bluetooth (registered trademark) device and the communication terminal 200 are simultaneously connected, or when the communication terminal 200 is in a place where the radio wave of Bluetooth Low Energy (registered trademark) communication is hard to reach. In some cases (in the duralumin suitcase).

  As described above, whether the data is correct or not is determined, and when the data is normal (S217; OK), the process proceeds to the acceleration information calculation and determination (S230) processing flow. On the other hand, when the data is abnormal (S217; NG), the communication terminal 200 transmits a retransmission request notification to the detection device 100 (S219). When the detection device 100 receives the retransmission request notification (S221), a retransmission instruction is issued in the detection device 100 (S223). An ID is regenerated based on the above instruction (S213). The above process is repeated until the data is normally transmitted (until it is confirmed that the block data is aligned). By performing the above processing, it can be said that all the information for judging an accident is normal data.

(1-2-2-2. Accident judgment)
FIG. 12 shows a flow of acceleration information calculation and determination (S230).
First, the communication terminal 200 stores the received acceleration information (S231). FIG. 13 shows the acceleration information of the vehicle 500. For example, the communication terminal 200 stores the acceleration information AccX in the X direction, the acceleration information AccY in the Y direction, and the acceleration information AccZ in the Z axis direction for 0 to 3 seconds. Note that FIG. 13 continuously shows the acceleration information every 3 seconds up to 300 seconds.

  Then, the acceleration information is combined (S233). Synthesizing the acceleration information means, for example, synthesizing triaxial acceleration information. Specifically, as shown in Equation 1, the square of the acceleration information in the X direction, the square of the acceleration information in the Y direction, and the square of the acceleration information in the Z direction are added to obtain the square root. The combined acceleration is represented as three-dimensional vector data as shown in FIG. The synthetic acceleration information is the first information.

[Equation 1]
Combined acceleration = Sqrt (AccX ² + AccY ² + AccZ ² ).

  Next, as shown in FIG. 15, only data of a specific frequency is extracted from the combined acceleration information (first information) (S235). For example, the specific frequency is preferably 7 Hz or more and less than 25 Hz. If the frequency is less than 7 Hz, the influence of the vehicle operation will be exerted, which is not preferable. Further, it is difficult to measure the frequency exceeding 25 Hz by the acceleration sensor. Therefore, information specific to the accident can be obtained by using the above frequency. A band pass filter (for example, a high pass filter) is used to extract only a specific frequency from the synthetic acceleration information. The extracted data is second information. The second information can also be referred to as an extracted shock wave.

  Here, when it is determined that the second information does not exceed the threshold value (S237; No), it is determined that there is no accident. On the other hand, when it is determined that the second information exceeds the threshold value (S237; Yes), the process proceeds to the next step.

  Next, the accumulation process of the second information for a certain period of time, that is, the integration process is performed (S239). FIG. 16 shows integration data obtained by performing integration processing on the second information. In the extracted second information (extracted shock wave), the accident waveform converges in the time width of 0.5 seconds to 3.0 seconds. Therefore, it is preferable to perform the integration process within a time range of 0.5 seconds to 3.0 seconds. The integrated data is the third information.

  Next, the second determination process is performed based on the obtained integrated data (third information) (S241). The second determination process is determined by whether or not the set second threshold is exceeded. For example, 0.7 G or more and less than 4 G is used as the threshold. Note that G is the acceleration of gravity.

  Here, the reason why the threshold value is 0.7 G or more will be described below. For example, when the vehicle travels at 50 km / h (13.9 m / sec) on a dry road surface, the braking distance is 14.1 m. The gravitational acceleration G applied at this time is about 0.7 G. Therefore, a gravity acceleration of 0.7 G or more is applied when it is determined to be an accident. In addition, when the threshold value is 4 G or more, it is determined to be 4 G and determined.

  Here, when it is determined that the integrated data does not exceed the threshold value (S241; No), it is determined that there is no accident (S245). On the other hand, when it is determined that the integrated data exceeds the threshold value (S241; Yes), it is determined that an accident has occurred (S243).

  By performing the accident determination process described above, it is possible to isolate factors other than the accident. For example, factors other than accidents include riding on wheel stops in parking lots, riding on bumps, and seam noise on highways. Therefore, the above-mentioned processing dramatically improves the accuracy of detecting an accident. Further, only the detection device 100 and the communication terminal 200 are used in the above processing. Therefore, the system for detecting an accident has a highly accurate accident detection capability even though it has a simple configuration.

  The range of the threshold value used for the accident determination may be set stepwise. For example, a threshold value may be set so that a dangerous behavior (near-miss) that could cause an accident without an accident can be determined. As a result, the dangerous behavior is detected, and advice for safe driving thereafter is displayed on the communication terminal 200.

(1-2-3. Accident notification processing)
Next, an accident notification process when an accident occurs will be described. FIG. 17 shows a flow of the notification support process. First, the communication terminal 200 detects an accident through the above-described accident determination process (S301). At this time, the user interface 900 is displayed on the communication terminal 200 as shown in FIG. On the user interface 900, a comment 910 “Accident is detected.” Is displayed as a push notification. At this time, the user interface 900 is provided with an accident response support start button 920. The driver can easily contact a servicer such as an insurance company or road assistance by pressing a button 920. Although not shown in the figure, the user selects not only the emergency request, but also the buttons such as "Holding correspondence (because we are injuring an injured person)", "Cancel (because of false detection)", etc. You can also send it to the company. In addition, when there is no reaction from the driver, the insurance company can actively communicate by push notification, short message service (SMS), and telephone contact.

  When the button 920 is pressed, the communication terminal 200 starts the accident response support process (S303). At this time, the communication terminal 200 may also send a support request notification to the server 300 (S305). The server 300 that has received the notification starts the accident response processing (S307). A user interface 930 is displayed on the communication terminal 200 as shown in FIG. On the user interface 930, a comment 940 “Please calm down first” is displayed. Further, the user interface 900 is provided with a button 950 for contacting an insurance company.

  By pressing the button 950, the user interface 960 is displayed as shown in FIG. The user interface 960 displays a confirmation comment 970 as to whether to make a telephone contact. Further, the user interface 960 is provided with a button 980. By pressing button 980, the driver can contact a person in charge of the insurance company (eg, person in charge of accident reception).

By the above processing, even when an accident occurs, it is possible to quickly deal with the accident. Also, when an accident occurs, the driver can calmly respond.
The accident report may also be used in the case of an accident that is not detected as an accident or a failure and a trouble when the vehicle is running. For example, when the vehicle is out of order, the driver displays the user interface 1000 on the communication terminal 200. At this time, in the case of an accident, the button 1010 may be pressed, and in the case of failure or trouble, the button 1020 may be pressed. This allows immediate contact with the insurance company. In case of trouble, you can directly request it from the Road Assistance servicer.

  In addition, a person other than the driver can give an accident report. For example, when a vehicle failure occurs, the operation unit 160 (button) mounted on the detection device 100 is pressed. At this time, the accident determination application installed in the communication terminal 200 of a person other than the driver is activated. At this time, the user interface 1000 shown in FIG. 21 is displayed. A person other than the driver can contact the insurance company by pressing the button 1020.

Due to the above, even if the driver cannot contact due to injury or is confused in the event of an accident, the driver or a person other than the driver can check the insurance policy or driver's card through the application. be able to.
Therefore, the driver or a person other than the driver can deal with the accident without feeling bothersome. Since road assistance (failures / troubles) occur more often than accidents, even if accidents are not detected, an environment can be created in which the application can be started immediately by pressing the operation unit 160 (button) and immediately requested. You can do it.

<1-3. Functional block diagram of accident judgment system>
Next, FIG. 22 shows a configuration diagram using the functional blocks of the accident determination system 10 related to the above processing flow. The accident determination system 10 includes a first measurement unit 1100, a first transmission unit 1110, a first reception unit 2100, a storage unit 2130, a synthesis unit 2150, an extraction unit 2160, a first determination unit 2170, a calculation unit 2180, and a second determination unit. 2190 is provided.
The first measurement unit 1100 and the first transmission unit 1110 are included in the detection device 100. The first receiving unit 2100, the storage unit 2130, the combining unit 2150, the extracting unit 2160, the first determining unit 2170, the calculating unit 2180, and the second determining unit 2190 are included in the communication terminal 200.

The first measurement unit 1100 has a function of measuring acceleration information in the detection device 100. The first measurement unit 1100 measures accelerations in the X direction, Y direction, and Z direction of the vehicle.
In addition, the first measurement unit 1100 generates identification information (ID) together with the acceleration information. Therefore, the first measuring unit 1100 has a function of realizing the processing of S211 and S213 in the accident determination processing described above.

  The first transmission unit 1110 has a function of transmitting acceleration information to which the measured ID is given to the communication terminal 200, based on an instruction from the detection device 100. Therefore, the first transmission unit 1110 has a function of realizing the processing of S215 in the above-described accident determination processing.

  The first receiving unit 2100 has a function of receiving the acceleration information transmitted from the first transmitting unit. Therefore, the first receiving unit 2100 has a function of realizing the processing of S216 in the accident determination processing described above.

  The storage unit 2130 has a function of storing the acceleration information received by the first receiving unit. Therefore, the storage unit 2130 is a function that realizes the process of S231 in the accident determination process described above.

  The synthesizing unit 2150 has a function of synthesizing the first information by using the stored acceleration information. Therefore, the synthesizing unit 2150 has a function of realizing the process of S233 in the accident determination process described above.

  The extraction unit 2160 has a function of extracting the second information from the combined first information. Therefore, the extraction unit 2160 has a function of realizing the processing of S235 in the above-described accident determination processing.

  The first determination unit 2170 has a function of determining whether or not there is an accident based on the second information. Therefore, the first determination unit 2170 has a function of realizing the processing of S237 in the above-described accident determination processing.

  The calculation unit 2180 has a function of calculating the second information and acquiring the third information. Therefore, the calculation unit 2180 has a function of realizing the process of S239 in the accident determination process described above.

  The second determination unit 2190 has a function of determining whether or not there is an accident based on the third information. Therefore, the first determination unit 2190 is a function that realizes the process of S241 in the accident determination process described above.

  In the accident determination system 10, the third determination unit 2110 does not necessarily have to be provided. The third determination unit 2110 is included in the communication terminal 200. The third determination unit 2110 has a function of determining acceleration information including the received identification information. Therefore, the third determination unit 2110 has a function of realizing the processing of S217 in the above-described accident determination processing.

  In the accident determination system 10, the second transmitter 2120 does not necessarily have to be provided. The second transmitter 2120 is included in the communication terminal 200. When the received acceleration information is incorrect (S217; NG), the second transmitting unit 2120 transmits a request instruction to retransmit the acceleration information including the identification information. Therefore, the 2nd transmission part 2120 is a function which implement | achieves the process of S219 in the said accident determination process.

  Further, in the accident determination system 10, the second reception unit 1120 does not necessarily have to be provided. The second receiver 1120 is included in the detection device 100. The second receiving unit 1120 has a function of receiving a request for retransmission of acceleration information and instructing retransmission. Therefore, the second receiving unit 1120 has a function of realizing the processing of S221 and S223 in the accident determination processing described above.

Further, in the accident determination system 10, the support unit 2200 and the third transmission unit 2210 do not necessarily have to be provided. The support unit 2200 is included in the communication terminal 200. The support unit 2200 has a function of supporting the accident response when it is determined that the accident. Therefore, the support unit 2200 has a function of realizing the process of S303 in the accident determination process described above. The third transmitter 2210 is included in the communication terminal 200. The third transmitter 2210 has a function of transmitting accident information when it is determined that the accident. Therefore, the third transmission unit 2210 is a function that realizes the process of S305 in the above accident determination process.
Therefore, by using the accident determination system 10, it is possible to provide an accident determination system that has a simple configuration, can be easily retrofitted to a vehicle, and has high accuracy.

(Modification)
Although not described in the embodiment of the present invention, the position information of the vehicle 500 may be acquired as appropriate. The position information may be measured by a GPS or the like mounted on the communication terminal 200. By knowing the location information, the location at the time of the accident can be accurately known. This allows an ambulance to be dispatched to the location of the accident through an insurance company. It is also possible to dispatch road assistance and guards through insurance companies.

  10 ... Accident determination system, 100 ... Detecting device, 110 ... Measuring unit, 120 ... Control unit, 130 ... Storage unit, 140 ... Communication unit, 150 ... Power supply unit, 160 ... Operation unit, 170 ... Display unit, 180 ... Wireless communication, 200 ... Communication terminal, 210 ... Display unit, 220 ... Control unit, 230 ... Storage unit, 240 ... operation unit, 250 ... communication unit, 260 ... measurement unit, 300 ... server, 310 ... communication unit, 320 ... storage unit, 330 ... control unit, 400 ... -Network, 500 ... Vehicle, 1100 ... First measuring section, 1110 ... First transmitting section, 1120 ... Second receiving section, 2100 ... First receiving section, 2110 ... 3 determination unit, 2120 ... second transmission unit, 2130 ... storage unit, 2150 ... -Synthesis unit, 2160 ... Extraction unit, 2170 ... First determination unit, 2180 ... Calculation unit, 2190 ... Second determination unit, 2200 ... Support unit, 2210 ... Third transmission Department

Claims (7)

A device with information processing function
A combination process of acquiring multi-dimensional acceleration information generated in the vehicle and combining these pieces of acceleration information, and extracting a shock wave representing a frequency component of 7 Hz or more and less than 25 Hz from the combined acceleration information, and extracting the shock wave Based on the first determination process for determining whether there is something exceeding a predetermined threshold value and the shock wave determined to have something exceeding the threshold value, it is determined whether an accident or dangerous behavior has occurred. A second determination process,
A method for determining an accident or the like, which is characterized by performing Detection means for detecting multi-dimensional acceleration information generated in the vehicle,
Synthesizing means for synthesizing the multidimensional acceleration information to obtain first information,
Determination means for determining whether or not an accident or dangerous behavior has occurred based on the second information representing frequency components of 7 Hz or more and less than 25 Hz in the first information;
Support means for performing an external notification process on behalf of the driver of the vehicle when it is determined that an accident or dangerous behavior has occurred,
An accident determination system characterized by having.   The determining means determines whether the accident or the dangerous behavior has occurred according to a comparison result of the third information obtained by integrating the second information over a predetermined time and a predetermined threshold value. Accident determination system described in 2. The predetermined time is 0.5 seconds to 3 seconds after the generation of the second information,
The accident determination system according to claim 3. It has a communication means to communicate with the network to which the server is connected,
The support means establishes a communication path with the server,
The server has a database for storing information on accidents and the like reported by the support means, and processing means for executing response processing according to the situation of the accident and the like based on the stored information on the accident and the like. Characterized by that
The accident determination system according to any one of claims 2 to 4.   A computer program for causing a computer to execute the accident determination method according to claim 1.   A computer program for operating a computer as the accident determination system according to any one of claims 2 to 5.