JP6836431B2 - Information processing equipment, estimation method, program and storage medium - Google Patents

Description

The present invention relates to information processing devices, estimation methods, programs and storage media.

In recent years, by detecting a sudden change in speed such as sudden braking, it is detected that a dangerous situation (hearing hat) has occurred when driving a moving body, and the position where the dangerous situation occurs is specified. However, even if the sudden braking is applied for a moment, the mileage of the moving body during that period ranges from several meters to several tens of meters, so it is difficult to identify the position where the hiyari hat occurs. Therefore, conventionally, a method has been performed in which the point where the acceleration value is the largest or the vicinity of the central portion of the continuous braking section is assumed to be the generation position, or the intersection existing in the vicinity is assumed to be the generation position.

However, with these methods, it was not possible to present the position where the cause of the hiyari hat occurred as a point, and it was difficult to say that the position was specified. In particular, in a method such as presenting an area of 100 m square as a frequent occurrence point of a hiyari hat, a deviation of 100 m at the maximum occurs. In addition, the position is simply rounded as an intersection near the intersection. Therefore, a method has been proposed in which a point that causes a sudden braking is estimated by multiplying a traveling speed vector by a predetermined time (for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2016-133844

In the above-mentioned conventional technique, since the calculation is performed by setting a predetermined time uniformly, the position is estimated in the same manner regardless of the driving mode (moving mode) of the moving body, and it is estimated to be the actual generation position. There is a problem that the position may be misaligned.

The present invention has been made in view of the above points, and one of the objects of the present invention is to provide an estimation device capable of estimating the position where a dangerous situation occurs according to the driving mode of a moving body.

The invention according to claim 1 is an acquisition unit that acquires a time change in acceleration of a moving body, and determines whether or not a dangerous situation has occurred in the moving body based on the acceleration of the moving body, and the dangerous situation is determined. Estimate to estimate the occurrence position of the danger situation based on the determination unit that identifies the danger occurrence time point that is the time of occurrence and the time change of the acceleration of the moving body in the danger occurrence period that is the period including the danger occurrence time point. The estimation unit includes the unit and the unit, and the estimation unit estimates the position where the danger situation occurs based on different criteria depending on the mode of time change of the acceleration of the moving body.

The invention according to claim 8 is the method for estimating a dangerous position by the information processing apparatus according to claim 1, wherein the step of acquiring the time change of the acceleration of the moving body and the acceleration of the moving body are used. A step of determining whether or not a danger situation has occurred in a moving body, a step of identifying a danger occurrence time point at which the danger situation has occurred, and the moving body in a danger occurrence period including the danger occurrence time point. It is characterized by including a step of estimating the occurrence position of the danger situation with different criteria depending on the mode of the time change of the acceleration of the moving body based on the time change of the acceleration of the moving body.

The invention according to claim 9 is the information processing apparatus according to claim 1, wherein the computer obtains a time change of the acceleration of the moving body, and the moving body is in a dangerous state based on the acceleration of the moving body. The time change of the acceleration of the moving body in the step of determining whether or not the occurrence of the danger has occurred, the step of specifying the time of occurrence of the danger at the time of occurrence of the danger situation, and the time of occurrence of the danger which is the period including the time of occurrence of the danger. Based on the above, the step of estimating the occurrence position of the danger situation and the step of estimating the occurrence position of the danger situation are executed according to different criteria depending on the mode of the time change of the acceleration of the moving body.

It is a block diagram which shows the structure of the terminal apparatus and server apparatus of Example 1. FIG. It is a figure which shows the classification table which classifies the operation pattern according to the time change of acceleration. It is a flowchart which shows the routine of the danger position estimation processing. It is a figure which shows typically the time change of the acceleration of the pattern A, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern B, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern C, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern D, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern E, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern F, and the estimation standard of a dangerous position. It is a figure which shows typically the time change of the acceleration of the pattern G, and the estimation standard of a dangerous position. It is a figure which shows typically the correction of the dangerous position in the lateral direction. It is a figure which shows typically the identification of a dangerous position when there is a pre-behavior. It is a figure which shows typically the identification of a dangerous position based on a road shape. It is a figure which shows typically the identification of the dangerous position based on the other vehicle information. It is a figure which shows typically the identification of the dangerous position based on the other vehicle information. It is a figure which shows typically the identification of the dangerous position based on the map information. It is a figure which shows typically the identification of the dangerous position based on the map information. It is a block diagram which shows the structure of the terminal apparatus and server apparatus of Example 2. FIG. It is a flowchart which shows the routine of the danger position estimation processing of Example 2. It is a flowchart which shows the routine of the estimation position identification processing of Example 2.

Hereinafter, examples of the present invention will be described with reference to the drawings. In the description and the accompanying drawings in each of the following examples, substantially the same or equivalent parts are designated by the same reference numerals.

FIG. 1 is a block diagram showing a configuration of a danger position estimation system according to the first embodiment. The dangerous position estimation system is an estimation system that estimates a position that causes a dangerous situation for a driver (so-called hiyari hat) when it occurs in a moving body. The dangerous position estimation system is composed of a plurality of terminal devices 10-1 to 10-n (n is a natural number) and a server device 20. In the following description, the terminal devices 10-1 to 10-n are collectively referred to simply as the terminal device 10.

The terminal device 10 is a navigation device mounted on a moving body such as a vehicle (hereinafter, simply referred to as a vehicle), and wirelessly communicates with the server device 20. The terminal device 10 has a communication unit 11, a position information acquisition unit 12, and an acceleration detection unit 13.

The communication unit 11 transmits / receives information to / from the server device 20. For example, the communication unit 11 transmits the vehicle position information acquired by the position information acquisition unit 12 and the vehicle acceleration information detected by the acceleration detection unit 13 to the server device 20.

The position information acquisition unit 12 acquires the position information of the vehicle by receiving radio waves transmitted from, for example, a plurality of GPS (Global Positioning System) satellites and calculating the distance from each GPS satellite based on the received radio waves. ..

The acceleration detection unit 13 is composed of, for example, an acceleration sensor, and detects the acceleration of the vehicle and its temporal change. The acceleration detection unit 13 detects the acceleration in the traveling direction of the vehicle and the acceleration in the lateral direction which is the direction orthogonal to the traveling direction of the vehicle.

The server device 20 includes a communication unit 21, a danger situation determination unit 22, a danger position estimation unit 23, a storage unit 24, and an estimation position identification unit 25.

The communication unit 21 performs wireless communication with the terminal device 10 and receives the vehicle position information and the acceleration information acquired by the terminal device 10.

The danger situation determination unit 22 determines whether or not a danger situation has occurred in the vehicle based on the acceleration information acquired by the communication unit 21. The danger situation determination unit 22 compares the acceleration value with the threshold value, and determines whether or not a danger situation has occurred when the acceleration changes beyond the threshold value. Assuming that the acceleration in the traveling direction (accelerator) of the vehicle is + and the acceleration in the direction opposite to the traveling direction (brake) is-, the danger situation determination unit 22 is the first threshold value in the acceleration region where the acceleration in the traveling direction is negative. When the value changes below the threshold value, it is determined that a dangerous situation has occurred. For example, if the first threshold value is -0.4G, a danger situation occurs when an acceleration of -0.4G or less in the traveling direction (that is, an acceleration of 0.4G or more in the direction opposite to the traveling direction) occurs. Judge that it has occurred.

Further, the danger situation determination unit 22 compares the absolute value of the lateral acceleration with the second threshold value to determine whether or not a danger situation has occurred. For example, assuming that the second threshold value is 0.3 G, the danger situation determination unit 22 determines that a danger situation has occurred when the absolute value of the lateral acceleration changes to 0.3 G or more. That is, assuming that the acceleration in the right direction is + and the acceleration in the left direction is-, the danger situation determination unit 22 generates an acceleration of + 0.3 G or more in the lateral direction (that is, an acceleration of 0.3 G or more in the right direction). In this case, and when an acceleration of −0.3 G or less (that is, an acceleration of 0.3 G or more to the left) occurs, it is determined that a dangerous situation has occurred.

When it is determined that a danger situation has occurred, the danger situation determination unit 22 further identifies the time when the danger situation occurs as the time when the danger occurs.

When the danger situation determination unit 22 determines that a danger situation has occurred, the danger position estimation unit 23 executes a danger position estimation process for estimating the position where the danger situation has occurred (hereinafter, simply referred to as a danger position). .. The dangerous position estimation unit 23 estimates the dangerous position based on the acceleration information received by the communication unit 21. Specifically, the danger position estimation unit 23 sets a certain period including the time when the danger occurs as the danger occurrence period, calculates the time change of the acceleration of the vehicle equipped with the terminal device 10 in the danger occurrence period, and changes the time. The dangerous position is estimated by applying different criteria depending on the aspect.

The storage unit 24 includes, for example, a hard disk, a flash memory, an SSD (Solid State Drive), a RAM (Random Access Memory), and the like, and stores map information and threshold information used by the danger situation determination unit 22 for determining a danger situation. Further, the storage unit 24 stores a classification table for classifying the driving mode into a plurality of driving patterns based on the time change of acceleration, and a determination standard (estimation standard) for a dangerous position according to each driving pattern. Further, the storage unit 24 stores and stores the information of the estimated position estimated by the dangerous position estimation unit 23 and specified by the estimated position specifying unit 25 as the dangerous position information.

FIG. 2 is a diagram showing an example of a classification table that classifies driving modes from the time-varying mode of acceleration. The driving mode is classified according to the time change of the acceleration in the traveling direction and the acceleration in the lateral direction of the vehicle. In the following description, the lateral direction is also referred to as the X direction, and the traveling direction is also referred to as the Y direction.

Based on the time change of acceleration in the direction of travel, (1) whether there was sudden braking (sudden braking), and (2) if there was sudden braking, whether the vehicle stopped or continued running without stopping. Is determined. Based on the lateral acceleration, it is determined whether (1) there was a sudden steering operation, and (2) if there was a sudden steering operation, it returned to the original lane or continued running without returning. Will be done. Then, the driving patterns are classified according to the presence / absence of sudden braking and sudden steering, and the subsequent traveling mode.

For example, when the vehicle is stopped after sudden braking without sudden steering operation, it is classified into driving pattern A. If the vehicle passes through a dangerous position without stopping after sudden braking without sudden steering operation, it is classified as driving pattern B.

When the vehicle is stopped by sudden braking while avoiding an object in a dangerous position by operating the steering wheel suddenly, it is classified into driving pattern C. If an object in a dangerous position is avoided by sudden steering operation and sudden braking and the vehicle stays in the avoided lane as it is, it is classified into driving pattern D. If an object in a dangerous position is avoided by sudden steering operation and sudden braking, and the vehicle returns to the original lane after avoiding it, it is classified as driving pattern E.

If there is no sudden braking, avoiding an object in a dangerous position only by operating the steering wheel suddenly, and staying in the avoided lane as it is, it is classified as driving pattern F. If there is no sudden braking, the object in the dangerous position is avoided only by operating the steering wheel suddenly, and the vehicle returns to the original lane after avoiding it, it is classified into the driving pattern G.

With reference to FIG. 1 again, the estimated position specifying unit 25 identifies or corrects the dangerous position (hereinafter referred to as an estimated position) estimated by the dangerous position estimating unit 23. For example, when the estimated position has a certain width (length), the estimated position specifying unit 25 further specifies the position from the width (length). The estimated position specifying unit 25 identifies the estimated position based on the map information stored in the storage unit 24, the information of a vehicle other than the vehicle that is the target of the dangerous position estimation process, and the like.

Next, the processing operations of the dangerous position estimation process and the estimated value identification process executed by the server device 20 of this embodiment will be described with reference to the flowchart of FIG. Here, a case where the dangerous position is estimated for the terminal device 10-1 will be described.

The communication unit 21 of the server device 20 receives information on the acceleration in the traveling direction (Y direction) and the acceleration in the lateral direction (X direction) of the vehicle on which the terminal device 10-1 is mounted from the terminal device 10-1 (step). S101).

Based on the received acceleration information, the danger situation determination unit 22 determines whether or not the acceleration in the traveling direction and the acceleration in the lateral direction have changed beyond the respective threshold values (step S102). Specifically, the danger situation determination unit 22 determines whether or not the acceleration in the traveling direction has changed beyond the first threshold value (for example, -0.4G), and the absolute value of the acceleration in the lateral direction is the second threshold value (for example, -0.4G). For example, it is determined whether or not the change exceeds 0.3 G).

When it is determined that neither the acceleration in the traveling direction nor the acceleration in the lateral direction has changed beyond the threshold value (step S102: No), the danger situation determination unit 22 determines that no danger situation has occurred and ends the process. To do.

On the other hand, when it is determined that either the acceleration in the traveling direction or the acceleration in the lateral direction has changed beyond the threshold value (step S102: Yes), the danger situation determination unit 22 determines that a danger situation has occurred (step S103). ..

The danger position estimation unit 23 calculates the time change of the acceleration based on the acceleration information received by the communication unit 21, and the operation patterns A to G of the classification table in which the mode of the time change is stored in the storage unit 24. It is determined which of the above is applicable (step S104).

The dangerous position estimation unit 23 estimates the dangerous position based on the time change of the acceleration based on different criteria according to each of the operation patterns A to G (step S105).

The danger position estimation unit 23 estimates the position where the danger situation occurs based on the position of the moving body during the period from the time when the acceleration becomes maximum to the time when the acceleration changes to a predetermined value smaller than the maximum value.

FIG. 4 is a diagram schematically showing a driving pattern A, that is, a time change of acceleration when the vehicle is stopped after sudden braking without sudden steering operation, and a reference of an estimated dangerous position.

In the driving pattern A, as shown in FIG. 4A, it is estimated that the position of the vehicle at the time when the acceleration becomes 0 after the sudden braking (indicated as DT in the figure) is the dangerous position. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 4B, that is, the position where the vehicle is stopped is the dangerous position.

FIG. 5 is a diagram schematically showing a driving pattern B, that is, a time change of acceleration when passing through a dangerous position without sudden steering operation and without stopping after sudden braking, and a reference of an estimated dangerous position. is there.

In the driving pattern B, as shown in FIG. 5A, the position of the vehicle during the period from the time when the acceleration becomes 0 after the sudden braking to the acceleration again (indicated as DT in the figure) is the dangerous position. It is estimated to be. Of the period DT, the time when the driver releases the brake (the time when the acceleration becomes 0, which is indicated as MDT in the figure) is estimated to be the most probable time. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 5 (b) is the dangerous position.

FIG. 6 is a diagram schematically showing a driving pattern C, that is, a time change of acceleration when the vehicle is stopped by a sudden brake while avoiding an object in a dangerous position by a sudden steering operation, and a reference of an estimated dangerous position. .. The solid line shows the time change of the acceleration in the Y direction (traveling direction), and the broken line shows the acceleration in the X direction (horizontal direction).

In the operation pattern C, as shown in FIG. 6A, from the time when the positive acceleration in the X direction (lateral direction) becomes the maximum (that is, the acceleration in the right direction becomes the maximum) to the time when it becomes 0. The position of the vehicle during the period (indicated as DT in the figure) is estimated to be the dangerous position. When the maximum value of the positive acceleration in the X direction is large, the larger the acceleration in the X direction, the closer to the estimated danger position. That is, it is estimated that the time point in the period DT near the time point where the positive acceleration in the X direction is maximum (indicated as MDT in the figure) is the time point when the vehicle is near the dangerous position. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 6 (b) is the dangerous position.

FIG. 7 schematically shows the time change of acceleration when the object in the dangerous position is avoided by the driving pattern D, the sudden steering operation and the sudden braking, and the object stays in the avoided lane as it is, and the standard of the estimated dangerous position. It is a figure which shows. The solid line shows the time change of the acceleration in the Y direction (traveling direction), and the broken line shows the acceleration in the X direction (horizontal direction).

In the operation pattern D, as shown in FIG. 7A, the absolute value of the negative acceleration in the X direction is the maximum from the time when the positive acceleration in the X direction becomes the maximum (that is, the acceleration in the right direction is the maximum) (that is, the acceleration in the right direction is the maximum). That is, it is estimated that the position of the vehicle during the period (indicated as DT in the figure) until the time when the acceleration in the left direction reaches the maximum) is the dangerous position. When the maximum value of the positive acceleration in the X direction is large, the larger the acceleration in the X direction, the closer to the estimated danger position. That is, in the period DT, when the Y direction is almost zero and the time when the positive acceleration in the X direction is close to the maximum (indicated as MDT in the figure) is the time when the vehicle is near the dangerous position. Estimated as. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 7 (b) is the dangerous position.

FIG. 8 shows the driving pattern E, that is, the time change of acceleration when the object in the dangerous position is avoided by sudden steering operation and sudden braking and then returned to the original lane, and the standard of the estimated dangerous position. Is a diagram schematically showing. The solid line shows the time change of the acceleration in the Y direction (traveling direction), and the broken line shows the acceleration in the X direction (horizontal direction).

In the operation pattern E, when the positive acceleration in the X direction becomes the maximum (that is, the acceleration in the right direction is the maximum), the acceleration in the X direction becomes 0 once, and then a negative acceleration occurs (that is, in the left direction). It is estimated that the position of the vehicle during the period (indicated as DT in the figure) until the time when acceleration occurs) is the dangerous position. When the maximum value of the positive acceleration in the X direction is large, the larger the acceleration in the X direction, the closer to the estimated danger position. That is, in the period DT, when the Y direction is almost zero and the time when the positive acceleration in the X direction is close to the maximum (indicated as MDT in the figure) is the time when the vehicle is near the dangerous position. Estimated as. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 8 (b) is the dangerous position.

FIG. 9 schematically shows a driving pattern F, that is, a time change of acceleration when an object in a dangerous position is avoided only by a sudden steering operation and stays in the avoided lane as it is, and a reference of an estimated dangerous position. It is a figure.

In the operation pattern F, from the time when the positive acceleration in the X direction becomes the maximum (that is, the acceleration in the right direction is the maximum) to the time when the negative acceleration in the X direction becomes the maximum (that is, the acceleration in the left direction is the maximum). The position of the vehicle during the period up to (indicated as DT in the figure) is estimated to be the dangerous position. When the maximum value of the acceleration in the X direction is large, the time point in which the positive acceleration in the X direction is the maximum (indicated as MDT in the figure) in the period DT is estimated as the most probable time point. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 9 (b) is the dangerous position.

FIG. 10 schematically shows a driving pattern G, that is, a time change of acceleration when an object in a dangerous position is avoided only by a sudden steering operation and then returned to the original lane, and a reference of an estimated dangerous position. It is a figure which shows.

In the operation pattern G, the acceleration in the X direction becomes 0 once from the time when the positive acceleration in the X direction becomes the maximum (that is, the acceleration in the right direction becomes the maximum), and then the time when the negative acceleration occurs (that is, the left direction). It is presumed that the position of the vehicle during the period (indicated as DT in the figure) until the time when the acceleration is generated is the dangerous position. When the maximum value of the positive acceleration in the X direction is large, the time point in which the positive acceleration in the X direction is the maximum (indicated as MDT in the figure) is estimated as the most probable time point in the period DT. Therefore, it is presumed that the position indicated by the “x” mark in FIG. 10 (b) is the dangerous position.

Referring to FIG. 3 again, the estimated position specifying unit 25 specifies or corrects the estimated position by using other information with respect to the estimated position estimated based on the time change of the acceleration (step S106).

11 to 17 are diagrams schematically showing the estimation (correction) processing of the estimation position performed by the estimation position specifying unit 25.

As shown in FIG. 11, when a dangerous situation occurs due to an orthogonal left straight vehicle and the vehicle turns the steering wheel to the right to avoid this, the traveling position and the dangerous position of the vehicle are laterally displaced. Will occur. Therefore, the estimated position specifying unit 25 corrects the dangerous position in the lateral direction so as to be located on the original traveling route of the vehicle.

In addition, if a pre-action accompanied by a change in acceleration such as engine braking is observed before a direct danger avoidance action such as sudden braking or sudden steering (that is, before a danger occurrence period), the estimated position specifying unit 25 , The position further narrowed down is specified from the dangerous position having a certain width estimated by the terminal device 10-1.

For example, as shown in FIG. 12, continuous braking is confirmed in a relatively long curve section (indicated by a cross in the figure) based on the time change of acceleration, and the section is estimated as a dangerous position by the danger position estimation unit 23. If so, the estimated position specifying unit 25 can determine whether or not the driver has foreseen a danger based on the presence or absence of the pre-action, and can narrow down the estimated position. When the pre-action is observed, the estimated position identification unit 25 is not the intersection (point B in the figure) that is invisible to the driver at the time of the pre-action, but the intersection that is visible to the driver (figure). Point A) is specified as the estimated position.

Further, the estimated position specifying unit 25 specifies (corrects) the estimated position based on the road shape information. For example, as shown in FIG. 13, when a part of the alley is extremely narrow, the estimated position is not the point P1a for sudden braking or the point P1b for sudden steering, but the point P2 near the point. Identify. Further, when there is a point that intersects with a narrow alley that joins a main street, for example, in the vicinity of a point estimated to be a dangerous position by the terminal device 10-1, the point can be specified as an estimated position.

Further, the estimated position specifying unit 25 identifies the estimated position based on the position, speed, and acceleration information of a vehicle other than the target vehicle (hereinafter, these are referred to as probe information). The probe information is acquired, for example, when the communication unit 21 receives the probe information from another terminal device 10 (that is, any of 10-2 to 10-n). The estimation position specifying unit 25 is based on the probe information of the vehicle V1 and the probe information of the vehicle V2, which is paired information, when, for example, there is a risk of collision between the vehicle V1 and the vehicle V2. , Identify the estimated location of the dangerous location.

For example, as shown in FIG. 14, continuous braking is confirmed in a relatively long section (indicated by a cross in the figure) based on the time change of the acceleration of the vehicle V1, and the dangerous position estimation unit 23 makes the section dangerous. When the position is estimated, the estimated position specifying unit 25 is based on the probe information and the map information of the other vehicle V2, and is not the sudden braking point of each of the vehicle V1 and the vehicle V2, but the road on which the vehicle V1 travels. The point DP where the road on which V2 travels merges is specified as the estimated position. Similarly, as shown in FIG. 15, based on the probe information and the map information of the vehicle V2, the road on which the vehicle V1 travels and the road on which the vehicle V2 travels, instead of the sudden braking points of the vehicle V1 and the vehicle V2, respectively. The point DP where is intersected is specified as the estimated position.

Further, the estimated position specifying unit 25 specifies the estimated position based on the map information. For example, as shown in FIG. 16, when there is an entrance / exit of a commercial facility or a parking lot near a dangerous position estimated based on a time change of acceleration, the point DP close to the entrance / exit is set as the dangerous position. Specify as an estimated position.

Further, the estimated position specifying unit 25 identifies the estimated position based on the weather information and the statistical probe information in addition to the map information. For example, as shown in FIG. 17, when it is presumed that the road surface is frozen in winter on a road having a joint such as an overpass, the estimated position specifying unit 25 is a road joint that is more likely to be a factor. The point DP of the part is specified as the estimated position.

The estimated position specifying unit 25 stores the information of the specified estimated position in the storage unit 24. Information on the estimated position is stored in the storage unit 24.

As described above, the danger position estimation system of this embodiment detects the time change of the acceleration of the moving body and estimates the danger position based on the mode of the time change. Therefore, it is possible to estimate the position where the danger situation occurs according to the driving mode of the moving body.

Further, in the danger position estimation system of the present embodiment, not only the acceleration in the direction opposite to the traveling direction of the moving body (that is, sudden braking) but also the acceleration in the lateral direction which is the direction orthogonal to the traveling direction (that is, the handle operation). ) Is detected, and the dangerous position is estimated based on the mode of time change of the lateral acceleration. Therefore, it is possible to estimate the dangerous position with high accuracy according to the driving mode.

Further, in the danger position estimation system of the present embodiment, the position where the danger situation occurs is based on the position of the moving body in the period from the time when the acceleration becomes maximum to the time when the acceleration changes to a predetermined value smaller than the maximum value. To estimate. Therefore, it is possible to estimate the dangerous position with high reliability as compared with the case where the center of the continuous braking period is uniformly set as the dangerous position.

Further, in the danger position estimation system of this embodiment, the estimated position is further specified based on the map information, the probe information of the other vehicle to be paired, etc. with respect to the danger position estimated based on the time change of the acceleration. .. Therefore, it is possible to estimate the dangerous position with high accuracy according to the situation.

Further, in the dangerous position estimation system of this embodiment, highly accurate estimated position information according to the driving mode is stored in the storage unit. The driver who drives the vehicle acquires the information on the dangerous position estimated by the dangerous position estimation system of this embodiment in advance and drives the vehicle, so that even if a dangerous situation occurs, he / she can deal with it with a margin. It becomes possible.

In addition, by combining the information on the dangerous position estimated by the dangerous position estimation system of this embodiment with other information such as the season, special day, time zone and direction, the local government, etc. can effectively improve the road. Is possible. For example, if it is determined that the brake is suddenly caused by the west sun, the local government or the like can take measures such as reviewing the position of the traffic light and the shade of the traffic light body. In addition, for example, when a dangerous situation occurs only in the season when trees are overgrown, it is possible to improve the occurrence of the dangerous situation by logging or the like.

Further, in the danger position estimation system of this embodiment, the estimated danger position information is stored and accumulated in the storage unit at any time. Therefore, since the information is updated frequently by the automation by the program, it becomes easy to verify the effect when the measures for improving the occurrence of the dangerous situation are taken.

In addition, if measures are taken to improve the occurrence of a dangerous situation, the dangerous position may move to another position. However, according to the dangerous position estimation system of this embodiment, the movement of the dangerous position is clearly specified. It is possible to do so, and its verification becomes easy. In addition, by accurately estimating the dangerous position, it helps to estimate the factor (cause of occurrence) of the dangerous situation.

FIG. 18 is a block diagram showing a configuration of the danger position estimation system of the second embodiment. The dangerous position estimation system of the present embodiment is different from the dangerous position estimation system of the first embodiment in that the terminal device 10 instead of the server device 20 determines the dangerous situation and estimates the dangerous position.

The terminal device 10 includes a communication unit 11, a position information acquisition unit 12, an acceleration detection unit 13, a danger situation determination unit 14, a danger position estimation unit 15, and a storage unit 16.

The communication unit 11 transmits the vehicle position information acquired by the position information acquisition unit 12 and the danger position information estimated by the danger position estimation unit 15 to the server device 20.

The danger situation determination unit 14 determines whether or not a danger situation has occurred based on whether or not the acceleration detected by the acceleration detection unit 13 has changed beyond a predetermined threshold value. Since the specific operation of the determination process is the same as that of the danger situation determination unit 22 of the first embodiment, the description thereof will be omitted.

When the danger situation determination unit 14 determines that a danger situation has occurred, the danger position estimation unit 15 estimates the danger position based on the mode of time change of the acceleration detected by the acceleration detection unit 13. Since the specific operation of the determination process is the same as that of the danger position estimation unit 23 of the first embodiment, the description thereof will be omitted.

The storage unit 16 includes, for example, a hard disk, a flash memory, an SSD, a RAM, and the like, and stores map information and threshold information used by the danger situation determination unit 14 for determining a danger situation. Further, the storage unit 16 stores a classification table for classifying the driving mode into a plurality of driving patterns based on the time change of acceleration, and a determination standard (estimation standard) for a dangerous position in each driving pattern. Since the details of the classification table are the same as those of the table shown in FIG. 2 of the first embodiment, the description thereof will be omitted.

The server device 20 includes a communication unit 21, a storage unit 24, and an estimated position specifying unit 25.

The communication unit 21 performs wireless communication with the terminal device 10 and receives the vehicle position information acquired by the terminal device 10 and the dangerous position information estimated by the terminal device 10.

The storage unit 24 stores map information and a determination standard used by the estimated position specifying unit 25 to specify the estimated position.

The estimated position specifying unit 25 specifies or corrects the estimated position based on the vehicle position information and the dangerous position information received from the terminal device 10 and the map information stored in the storage unit 24.

Next, the processing operation of the dangerous position estimation process executed by the terminal device 10 of this embodiment will be described with reference to the flowchart of FIG.

The acceleration detection unit 13 of the terminal device 10-1 detects the acceleration in the traveling direction (Y direction) and the acceleration in the lateral direction (X direction) of the vehicle (step S201).

The danger situation determination unit 14 determines whether or not the acceleration in the traveling direction and the acceleration in the lateral direction have changed beyond the respective threshold values based on the acceleration information detected by the acceleration detection unit 13 (step S202).

When it is determined that neither the acceleration in the traveling direction nor the acceleration in the lateral direction has changed beyond the threshold value (step S202: No), the danger situation determination unit 14 determines that no danger situation has occurred and ends the process. To do.

On the other hand, when it is determined that either the acceleration in the traveling direction or the acceleration in the lateral direction has changed beyond the threshold value (step S202: Yes), the danger situation determination unit 14 determines that a danger situation has occurred (step S203). ..

The danger position estimation unit 15 determines which of the operation patterns A to G of the classification table stored in the storage unit 16 corresponds to based on the time change of the acceleration detected by the acceleration detection unit 13 (step S204). ).

The dangerous position estimation unit 15 estimates the dangerous position based on the time change of the acceleration based on each of the operation patterns A to G (step S205). Since the details of the dangerous position estimation process based on the time change of acceleration are the same as those in the first embodiment, the description thereof will be omitted.

The communication unit 11 transmits the danger position information estimated by the danger position estimation unit 15 to the server device 20 (step S206).

Next, the process of specifying the estimated position executed by the server device 20 will be described with reference to the flowchart of FIG.

The communication unit 21 of the server device 20 receives the dangerous position information from the terminal device 10-1 (step S301). The estimated position specifying unit 25 identifies the dangerous position estimated by the terminal device 10-1 (step S302). The estimated position specifying unit 25 stores the information of the specified estimated position in the storage unit 24 (step S303). Information on the estimated position is stored in the storage unit 24. Since the details of the process for specifying the estimated position are the same as those in the first embodiment, the description thereof will be omitted.

As described above, in the danger position estimation system of this embodiment, the judgment of the danger situation and the estimation processing of the danger position are performed on the terminal device side. Therefore, it is possible to estimate the dangerous position with high accuracy according to the operation mode while reducing the processing load on the server device.

The embodiment of the present invention is not limited to that shown in the above examples. For example, the contents of the table shown in FIG. 3 of the above embodiment are merely examples. Similarly, the estimated position criteria shown for each driving pattern are merely examples. That is, the dangerous position estimation unit may determine the driving mode based on the time change of the acceleration and estimate the dangerous position based on the standard according to the mode.

Further, in the above embodiment, an example in which the acceleration detection unit 13 detects the acceleration in the direction orthogonal to the traveling direction as the lateral acceleration in addition to the acceleration in the traveling direction has been described. However, the angle at which the acceleration detection unit 13 detects the acceleration is not limited to this, and may be one that detects the acceleration in the oblique direction. That is, the acceleration detection unit 13 may be configured to be capable of detecting acceleration in a direction having an angle with respect to the traveling direction.

Further, the information (information other than the time change of acceleration) used for identification by the estimation position estimation unit is not limited to the information shown in the above embodiment, and the danger position estimation unit 23 includes, for example, probe information, traffic regulations, and road environment. The estimated position may be specified by combining the above information and the like.

Further, in the first embodiment described above, an example in which the server device estimates the dangerous position and specifies the estimated position will be described, and in the second embodiment, the terminal device estimates the dangerous position and the server device specifies the estimated position. Was explained. However, the terminal device may be configured to both estimate the dangerous position and specify the estimated position. For example, the terminal device itself performs short-range wireless communication such as Wi-Fi (registered trademark) with another terminal device to acquire probe information of another vehicle, and specifies an estimated position based on the acquired probe information. May be.

Further, the series of processes described in each of the above embodiments can be performed by computer processing according to a program stored in a recording medium such as a ROM (Read Only Memory).

10 Terminal device 11 Communication unit 12 Position information acquisition unit 13 Acceleration detection unit 20 Server device 21 Communication unit 22 Danger situation determination unit 23 Danger position estimation unit 24 Storage unit 25 Estimated position identification unit

Claims (10)

An acquisition unit that acquires the time change of the acceleration of the moving body,
A determination unit that determines whether or not a danger situation has occurred in the moving body based on the acceleration of the moving body, and identifies a danger occurrence time point that is the time point when the danger situation occurs.
An estimation unit that estimates the occurrence position of the danger situation based on the time change of the acceleration of the moving body in the danger occurrence period, which is the period including the danger occurrence time point.
Including
The information processing device is characterized in that the estimation unit estimates the position where the danger situation occurs based on different criteria depending on the mode of time change of the acceleration of the moving body. The acquisition unit acquires the time change of the acceleration in the traveling direction, which is the acceleration in the traveling direction of the moving body.
The determination unit determines that the danger situation has occurred when the acceleration in the traveling direction changes to or less than the first threshold value which is the threshold value in the negative acceleration region.
The first aspect of claim 1, wherein the estimation unit estimates the occurrence position of the danger situation based on the time change of the traveling direction acceleration based on the time change of the traveling direction acceleration with different criteria. Information processing equipment. The estimation unit extracts the period from the time when the absolute value in the negative acceleration region of the traveling direction acceleration becomes maximum in the danger occurrence period to the time when the traveling direction acceleration changes to a predetermined value as a specific period. The information processing apparatus according to claim 2, wherein the position of the moving body in the specific period is estimated as the position where the dangerous situation occurs. The acquisition unit acquires the time change of the lateral acceleration, which is the acceleration in the direction at an angle with respect to the traveling direction of the moving body.
The determination unit determines that the danger situation has occurred when the absolute value of the lateral acceleration changes to or more than the second threshold value.
Claims 1 to 3 are characterized in that the estimation unit estimates the occurrence position of the danger situation based on the time change of the lateral acceleration based on a different standard depending on the mode of the time change of the lateral acceleration. The information processing apparatus according to any one of. The estimation unit extracts the period from the time when the absolute value of the lateral acceleration becomes maximum to the time when the lateral acceleration changes to a predetermined value in the danger occurrence period as a specific period, and extracts the specific period. The information processing apparatus according to claim 4, wherein the position of the moving body in the above is estimated as the position where the dangerous situation occurs. A claim including an estimated position specifying unit that narrows down the range of the occurrence position of the dangerous situation estimated by the estimating unit based on the time change of the acceleration of the moving body at a time point before the danger occurrence period. Item 2. The information processing apparatus according to any one of Items 1 to 5. An information acquisition unit that acquires information on the position, speed, and acceleration of a moving body other than the moving body, and
An estimated position specifying unit that narrows down the range of the position where the danger situation occurs estimated by the estimated unit based on the information on the position, speed, and acceleration of the other moving body.
The information processing apparatus according to any one of claims 1 to 5, wherein the information processing apparatus includes. The method for estimating a dangerous position by the information processing apparatus according to claim 1.
The step of acquiring the time change of the acceleration of the moving body, and
A step of determining whether or not a dangerous situation has occurred in the moving body based on the acceleration of the moving body, and
The step of identifying the time of occurrence of the danger, which is the time of the occurrence of the danger situation, and
Based on the time change of the acceleration of the moving body in the danger occurrence period, which is the period including the danger occurrence time point, the occurrence position of the danger situation is estimated by different criteria depending on the mode of the time change of the acceleration of the moving body. Steps to do and
An estimation method characterized by including. In the information processing apparatus according to claim 1, the computer
The step of acquiring the time change of the acceleration of the moving body, and
A step of determining whether or not a dangerous situation has occurred in the moving body based on the acceleration of the moving body, and
The step of identifying the time of occurrence of the danger, which is the time of the occurrence of the danger situation, and
Based on the time change of the acceleration of the moving body in the danger occurrence period, which is the period including the danger occurrence time point, the occurrence position of the danger situation is estimated by different criteria depending on the mode of the time change of the acceleration of the moving body. Steps to do and
A program characterized by executing. A recording medium for recording the program according to claim 9.

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